IACS stands for the International Association of Classification Societies. It is an important organization in the maritime industry that contributes to maritime safety and regulation
Key points about IACS:
It is dedicated to promoting safe ships and clean seas
Organizers: Paris and Tokyo Memoranda of Understanding (MoUs)
Focus: Crew Wages and Seafarer Employment Agreements (SEAs) under Maritime Labour Convention (MLC)
Duration: September 1 to November 30, 2024
Part of: Routine Port State Control (PSC) inspections
Key Focus Areas
Seafarer Employment Agreements (SEAs)
Must be signed by seafarer and shipowner/representative
Include all MLC, 2006 required elements
Available in English if required by port State control
Wage Payments
Made at least monthly
Seafarers receive status of accounts and wages paid
Deductions must comply with MLC, 2006
Financial Security
Certificates/evidence for compensation in cases of:
Death
Long-term disability
Repatriation
Medical Certification and Training
Current records of training and certifications required
Hours of Work and Rest
Posted schedule for work and rest hours
Records kept onboard
Copies provided to seafarers
Appropriate shore leave ensured
Implications
Ensures compliance with MLC requirements
Focuses on basic rights of seafarers
Non-compliance may lead to deficiencies or ship detention
Emphasizes importance of up-to-date documentation and seafarers’ rights protection
Future CIC (Concentrated Inspection Campaign):
Upcoming Concentrated Inspection Campaigns (CICs)
2025: Ballast Water Management
2026: Cargo Securing
Note: In addition to these planned CICs, the Paris MoU is implementing Focused Inspection Campaigns (FICs) on various topics, which can be announced or unannounced.
Important Developments
New Regulations
Port state control instruction for ships carrying industrial personnel (IP Code)
Enforcement date: July 1, 2025
Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships
Enforcement date: July 1, 2025
MLC amendments
Enforcement date: December 23, 2024
Covers areas such as:
Recreational facilities
Drinking water provision
Personal protective equipment
Concerns
Fraudulent seafarer certificates
Attempts by some flag states to conclude bilateral agreements to avoid detentions
The ISM Code is an international standard for the safe management and operation of ships and for pollution prevention.
The ISM Code was adopted in 1993 and entered into force, on 1 July 1998.
It applies to All ships of 500 gross tonnage and above,
Chapters:
It has two parts:
Part A: Implementation
and Part B: Certification and Verification
Part A includes
General
Safety and Environmental Protection Policy
Company Responsibility and authority
Designated Persons
Master’s responsibility and authority
Resources and personnel
Shipboard operations
Emergency Preparedness
Reports of analysis of non-conformities, accidents and hazardous occurrences
Maintenance of the ship and equipment
Documentation
Company verification, review, and evaluation
Part B includes
13. Certification and Periodical verification
14. Interim certification
15. Verification
16. Forms of certificates
Part A:
1. General
Objectives
The objectives of the ISM Code are to:
Ensure safety at sea;
Prevent human injury or loss of life; and
Avoid damage to the environment with focus on the marine environment and on property
Provide safe practices in ship operation and working environment.
Establish safeguards against all identified risks; and
Continuously improve safety management skills of personnel ashore and onboard ships. These skills include the preparation for emergencies related to safety and environmental protection.
Application:
The requirements of this may be applied to all ships.
Requirements
The ISM Code requires every Company to develop, implement and maintain a safety management system (SMS) which includes these functional requirements:
A safety and environmental protection policy;
Instructions and procedures to ensure safe operation of ships, and protection of the environment, in compliance with relevant international and flag State legislation;
Defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel;
Procedures for reporting accidents and non-conformities with the provisions of this Code;
Procedures to prepare and respond to emergency situations; and
Procedures for internal audits and management reviews
2. Safety and Environmental Protection Policy:
2.1 The Company should establish a safety and environmental-protection policy.
2.2 The Company should ensure that the policy is implemented and maintained at alllevels of the organization both, ship-based and shore-based.
3. COMPANY RESPONSIBILITIES AND AUTHORITY
3.1 If owner is not the manager of the ship but another company is, then the owner must report the full name and details of that company to the Administration.
3.2 The Company should define and document the responsibility, authority and interrelation of all personnel who work on ship or ashore and whose work might be affecting safety and pollution prevention.
3.3 The Company is responsible for ensuring that adequate resources and shore-based support are provided to their employees.
4. DESIGNATED PERSON(S)
To ensure the safe operation of each ship and to provide a link between the Company and those on board, every Company should designate a person ashore having direct access to the highest level of management.
5. MASTER’S RESPONSIBILITY AND AUTHORITY
5.1 The Company should clearly define and document the master’s responsibility to:
.1 implement the safety and environmental-protection policy of the Company;
.2 motivate the crew in the observation of that policy.
.3 issue appropriate orders and instructions in a clear and simple manner;
.4 verify that specified requirements are fulfilled; and
.5 periodically review the SMS and report its deficiencies to the shore-based management.
5.2 The Company should ensure that the SMS in use on board the ship contains statement about master’s overriding authority to make decisions with respect to safety and pollution prevention and to request the Company’s assistance
6. RESOURCES AND PERSONNEL
6.1 The Company should ensure that the master is:
.1 qualified for command.
.2 familiar with the Company’s SMS; and
.3 given the necessary support so that the master’s duties can be safely performed.
6.2 The Company should ensure that each ship is:
.1 manned with qualified, certificated and medically fit seafarers
.2 properly manned in order to maintain safe operation on board.
6.3 The Company should ensure new personnel are familiarized with their duties. Essential instructions should be provided prior to sailing.
6.4 The Company should ensure that all personnel have an adequate understanding of relevant rules and regulations.
6.5 The Company should provide the required training to all personnel.
6.6 The Company should ensure ship’s personnel receive relevant information in a working language or any other languages understood by them.
6.7 The Company should ensure that the ship’s personnel are able to communicate effectively to do their assigned duties properly.
7. SHIPBOARD OPERATIONS
The Company should provide plans and instructions, including checklists, for important shipboard operations concerning the safety of the personnel, equipment and environment protection.
8. EMERGENCY PREPAREDNESS
8.1 The Company should identify potential emergency shipboard situations and implement procedures for them.
8.2 The Company should conduct drills and exercises to prepare for emergency actions.
9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES
9.1 The SMS should include procedures to report non- conformities, accidents and hazardous situations to the Company, Company should investigate and analyses such report to improve safety and pollution prevention.
9.2 The Company should implement procedures for corrective action, and measures to prevent such situation from happening again.
10. MAINTENANCE OF THE SHIP AND EQUIPMENT
10.1 The Company should establish procedures to ensure that the ship is maintained properly according to relevant international rules, regulations, and company policy.
10.2 To meet these requirements the Company should ensure that:
.1 inspections are held at appropriate intervals.
.2 any non-conformity is reported, with its possible cause, if known.
.3 appropriate corrective action is taken; and
.4 records of these activities are maintained.
10.3 The Company should identify dangerous equipment whose failure can cause very hazardous situations. The SMS should provide specific measures to promote the reliability of such equipment or systems. The regular testing should be done for stand-by arrangements and equipment that are not in continuous use.
11. DOCUMENTATION
11.1 The Company should control all documents and data which are relevant to the SMS.
11.2 The Company should ensure that:
.1 valid documents are available at all relevant locations.
.2 changes to documents are reviewed and approved by authorized personnel; and
.3 obsolete documents are removed.
11.3 The documents used to describe and implement the SMS are called the Safety Management Manual. Each ship should carry all documentation relevant to that ship.
12. COMPANY VERIFICATION, REVIEW AND EVALUATION
12.1 The Company should carry out internal audits on board and ashore at intervals not exceeding twelve months to verify all activities comply with the SMS. In exceptional circumstances, this interval may be exceeded by not more than three months.
12.2 The Company should verify all delegated ISM-related tasks are in conformity with the ISM code.
12.3 The Company should periodically evaluate the effectiveness of the SMS.
12.4 The audits and possible corrective actions should be carried out in accordance with documented procedures.
12.5 Personnel conducting audits should be independent of the areas being audited unless this is impractical due to the size and nature of the company.
– When auditing, it’s best if the personnel doing the audits are not directly involved in the specific areas they’re auditing. However, if the company is very small or has unique operations, it might be okay for the auditors to be connected to those areas.
12.6 The results of the audits and reviews should be shown to all personnel responsible for the area involved.
12.7 The management personnel should take corrective action on deficiencies found.
PART B –
CERTIFICATION AND VERIFICATION
13 CERTIFICATION AND PERIODICAL VERIFICATION
.ISM cert .ism certificate .ismc
The ISM Code is an international standard for the safe management and operation of ships and for pollution prevention.
The ISM Code was adopted in 1993 and entered into force, on 1 July 1998.
It applies to All ships of 500 gross tonnage and above,
13.1 The ship operator Company is issued with a Document of Compliance or with an Interim Document of Compliance
13.2 The Document of Compliance should be issued by the Administration. The Document of Compliance should not exceed five years. This document will act as evidence that the Company is capable of complying with ISM code.
13.3 The Document of Compliance is only valid for the ship types indicated in the document. Other ship types should only be added after verification of the Company’s capability to comply with ISM code.
13.4 The validity of a Document of Compliance should be verified annually by the Administration within three months before or after the anniversary date.
13.5 The Document of Compliance should be withdrawn by the Administration if the annual verification is not requested or if there is evidence of major non-conformities with this Code.
13.5.1 If the Document of Compliance is withdrawn then all associated Safety Management Certificates and/or Interim Safety Management Certificates should also be withdrawn
13.6 A copy of the Document of Compliance should be placed on board so that the master can produce it for verification by the Administration The copy of the document is not required to be authenticated or certified.
13.7 The Safety Management Certificate should be issued to every ship by the administration. Its validity should not exceed five years. The Safety Management Certificate should be issued after verifying that the Company and its shipboard management operate in accordance with the approved safety management system. Such a certificate should be accepted as evidence that the ship is complying with the ISM Code.
13.8 The validity of the Safety Management Certificate is subjected to one intermediate verification by the Administration. The period of validity of the Safety Management Certificate is five years, the intermediate survey should take place between the second and third anniversary date of the Safety Management Certificate.
13.9 The Safety Management Certificate should be withdrawn if the intermediate verification is not requested or if there is any evidence of major non-conformities with this Code.
13.10 When the renewal verification is completed within three months before the expiry date of the existing Document of Compliance or Safety Management Certificate, the new Document of Compliance or the new Safety Management Certificate should be valid from the date of completion of the renewal verification for a period not exceeding five years from the date of expiry of the existing Document of Compliance or the Safety Management Certificate.
13.11 When the renewal verification is completed more than three months before the expiry date of the existing Document of Compliance or Safety Management Certificate, the new Document of Compliance or the new Safety Management Certificate should be valid from the date of completion of the renewal verification for a period not exceeding five years from the date of completion of the renewal verification.
13.12 When the renewal verification is completed after the expiry date of the existing Safety Management Certificate, the new Safety Management Certificate should be valid from the date of completion of the renewal verification to a date not exceeding five years from the date of expiry of the existing Safety Management Certificate.
13.13 If a renewal verification has been completed and a new Safety Management Certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the Administration may endorse the existing certificate, and such a certificate should be accepted as valid for a further period which should not exceed five months from the expiry date.
13.14 If a Safety Management Certificate expires when the ship is not in a convenient port the Administration may extend the period of validity of the Safety Management Certificate. This extension should be granted only to complete its voyage to the port in which it is to be verified. Safety Management Certificate should not be extended longer than three months, The ship which has an extended certificate, after arrival in the convenient port must verify and renew the certificate. Without having a new Safety Management Certificate the ship must not leave that port.
When the renewal verification is completed, the new Safety Management Certificate should be valid to a date not exceeding five years from the expiry date of the existing Safety Management Certificate before the extension was granted.
14 INTERIM CERTIFICATION
14.1 An Interim Document of Compliance may be issued to facilitate initial implementation of this Code when:
.1 a Company is newly established; or
.2 new ship types are to be added to an existing Document of Compliance,
After verifying that,
→the Company has a safety management system that meets the ISM code, and the Company shows that it has plans to implement a safety management system meeting the full requirements of ISM Code within the period of validity of the Interim Document of Compliance.
Such an Interim Document of Compliance should be issued for a period not exceeding 12 months by the Administration.
A copy of the Interim Document of Compliance should be placed on board so that the master of the ship, may produce it for verification by the Administration. The copy of the document is not required to be authenticated or certified.
14.2 An Interim Safety Management Certificate may be issued:
.1 to new ships on delivery;
.2 when a Company takes on responsibility for the operation of a ship which is new to the Company; or
.3 when a ship changes flag.
Such an Interim Safety Management Certificate should be issued for a period not exceeding 6 months by the Administration.
14.3 An Administration may, in special cases, extend the validity of an Interim Safety Management Certificate for another 6 months from the date of expiry.
14.4 An Interim Safety Management Certificate may be issued after verification that:
.1the Document of Compliance, or the Interim Document of Compliance, is relevant to the ship concerned;
.2 the safety management system provided by the Company for the ship contains key elements of ISM Code and has been audited for issuance of the Document of Compliance or Interim Document of Compliance.
.3 the Company has planned the internal audit of the ship within three months;
.4 the master and officers are familiar with the safety management system and its implementation.
.5 instructions, which have been identified as being essential, are provided prior to sailing; and
.6 relevant information on the safety management system has been given in a working language or languages understood by the ship’s personnel.
15 VERIFICATIONS
15.1 All verifications required by the provisions of this Code should be carried out in accordance with procedures acceptable to the Administration, according to the guidelines by the IMO.
16 FORMS OF CERTIFICATES
16.1 The Document of Compliance, the Safety Management Certificate, the Interim Document of Compliance and the Interim Safety Management Certificate should be drawn up in a form corresponding to the models given in the appendix to this Code. If the language used is neither English nor French, the text should include a translation into one of these languages.
16.2 The ship types indicated on the Document of Compliance and the Interim Document of Compliance may be endorsed if it has any limitations in the operations of the ships described in the safety managing system.
ISM latest addition
.cyber risk .ism latest
Starting from 1 January 2021, shipowners and managers are required to officially address cyber security as a risk in their safety management systems.
The addition to ISM Code, requires ship owners and managers to assess cyber risk and implement relevant measures across all functions of their safety management system, until the first Document of Compliance expires after 1 January 2021.
For example, for Singapore-registered ships, MPA will require cyber risks to be appropriately addressed in a company’s SMS no later than the first annual verification of the company’s Document of Compliance after January 1, 2021.
To consider cyber risks as being appropriately addressed in SMS, the company is required to demonstrate that it has appropriately incorporated the five functional elements to address maritime cyber risks. Five functional elements of cyber risk management are: Identify, Protect, Detect, Respond, Recover
Identify: Define personnel roles and responsibilities for cyber risk management and identify the systems, assets, data and capabilities whose disruption may pose risks to ship operations;
Protect: Implement risk control processes and measures, and contingency planning to protect against a cyber-event and ensure continuity of shipping operations;
Detect: Develop and implement activities necessary to detect a cyber event in a timely manner;
Respond: Develop and implement activities and plans to provide resilience. And to restore systems necessary for shipping operations or services impaired due to a cyber-event; and
Recover: Identify measures to back-up and restore cyber systems necessary for shipping operations which has impacted by a cyber-event.
If a ship simply cannot obtain compliant fuel oil, they can complete a fuel oil availability report (FONAR). This can be considered of port state control, but it is not an exemption.
1. It is the key to the authorities to know reason for the unavailability of compliant fuel and for a ship not having a compliant fuel oil.
2. It will also be a key document for the IMO to monitor the availability of compliant fuel (as member states are to upload FONAR to online for IMO.
FONAR contains:
1. Ship name, flag, IMO number (ship particular).
2. Copy of ship voyage plan.
3. Date, time and location when first received notice of prepared voyage plan.
4. Description of an attempt to achieve compliant fuel oil.
5. Description why compliant fuel oil was not available.
6. Details of any FONAR submitted last 12 months.
7. Company information.
8. Key contact information for the master, ship operator, ship agent and ship owner.
* FONAR should be submitted as soon as possible that compliant fuel oil will not be available should kept at least 36 months of FONAR report.
Air from the turbocharger, after passing through the compressor, has high temperature. Seawater is injected to this high temperature air for cooling and making it saturated. Distillation process makes it possible to use sea water instead of fresh water. Humidification of air is controlled by maintaining scavenge air temperature between 60-70 Deg C. Water in saturated air reduces the peak temperature as water has higher heat carrying capacity than air.
Around 60% NOx reduction is achieved by this method. By using combination of other technologies such as EGR(Exhaust gas recirculation) with Scavenge Air Moisturizing, NOx Tier III standards can be achieved.
Exhaust Gas Recirculation(EGR): In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in petrol/gasoline, diesel engines and some hydrogen engines.[1] EGR works by recirculating a portion of an engine’s exhaust gas back to the engine cylinders. This dilutes the O2 in the incoming air stream and provides gases inert to combustion to act as absorbents of combustion heat to reduce peak in-cylinder temperatures. NOx is produced in high temperature mixtures of atmospheric nitrogen and oxygen that occur in the combustion cylinder, and this usually occurs at cylinder peak pressure. Another primary benefit of external EGR valves on a spark ignition engine is an increase in efficiency, as charge dilution allows a larger throttle position and reduces associated pumping losses
2.High Scavenge Pressure and Compression Ratio:
With high scavenge pressure and compression ratio, large amount of air can be introduced inside the cylinder to lower combustion temperature and NOx emission.
3.Water Injection and Water emulsion:
In this method, water is added to reduce the temperature of combustion leading to low NOx emission. In water emulsion, fuel is blended with water and in water injection a separate fresh water injector is mounted in the cylinder head which injects water. This method has a drawback of increasing the specific fuel oil combustion with reduction in NOx by only 20-45%.
4. Miller Cycle:
By making use of Miller cycle in 4-Stroke engines along with high efficiency turbocharger, that is, early closing of inlet valves before BDC, causes expansion and cooling of intake air which reduces NOx production. This NOx reduction method will require two turbochargers ( 2-Stage turbocharging).
This method along with Direct Water injection (DWI) Principle and other methods such as fuel water emulsion can bring NOx well below Tier III standards.
5. Use of Low Pressure Gas Engines :
New marine engines using low pressure LNG as marine fuel will have greater importance in meeting Tier III standards. Wartsila has developed 2-stroke DF(dual fuel) technology engine which makes use of low pressure LNG as fuel. It is based on lean-burn principle (relatively high air/fuel ratio), in which, the pre-mixed air/fuel charge is ignited by pilot fuel. One of the most important aspects of this engine is that the emission are below NOx Tier limit, and this is achieved without use of exhaust gas treatment system.
6. Selective Catalytic Reduction (SCR)
In this system, urea or ammonia is injected in the exhaust gas before passing it through a unit, which consists of special catalyst layer, at a temperature between 300 and 400 Deg C. Chemical reaction between Urea/ammonia and NOx in exhaust gases reduces NOx (NO and NO2) to N2. SCR unit is installed between the exhaust manifold/receiver and the turbocharger.
High efficiency turbocharger is required for this system as there is pressure drop across SCR Reactor. Engine load should be 40% and above, as NOx is reduced to N2 within specific temperature window ( 300-400 Deg C).
If temperature is above 400 Deg C, ammonia will burn rather than reacting with NOx which will lead the system to be ineffective. If the temperature is below 270 Deg C, the reaction rate will be low and the ammonium sulphates formed will destroy the catalyst.
->Some B&W engine uses DeNOx or SiNOx system using SCR technology.
->Some Wartsila engines also has NOR (NOx Reduction) system that uses SCR technology.
More than 90% reduction is achieved by using SCR technology to comply with Tier III emission standards.
7.CSNOx :
Ecospec have developed a system known as CSNOx which uses fresh water or seawater to pass through Ultra Low Frequency Electrolysis system. This treated water is further mixed with to react with the exhaust gas to reduce NOx content. The system reduces CO2, SOx and NOx in one compact equipment. This technology along with other NOx reducing methods mentioned above can be used for compliance with Tier III standards. CSNOx has an advantage of achieving high efficiency with low maintenance and power consumption.
8.Two Stage Turbocharger:
ABB’s latest two stage turbocharger can reduce the exhaust temperature in the intercoolers and also the NOx content in the emitted exhaust.
9. Exhaust Gas Recirculation (EGR) :
In this technology, part of the exhaust gas after turbocharger is recirculated to scavenge receiver after passing it through the scrubber ( exhaust gas washing ) unit. Around 50-60% NOx reduction from tier I is claimed by making use of EGR. However discharge of cleaning water requires treatment like purification and separating exhaust gas cleaning sludge. As some countries are against discharge of this water, re-using this water poses corrosion problem.
NOx reduction takes place due to reduction in excess air (oxygen content) used for combustion, addition of CO2 and water vapour reduces peak temperatures as both have higher specific heat than air.
EGR system along with combination of one of the technologies such as altered (delayed) injection method, new design fuel valve, common rail injection principle, electronic engines , Scavange Air Moisturizing, can be used to comply with Tier III standards.
10.Combination:
Combination of Technologies having one or more combinations such as electronic engines with variable fuel timings, LNG as fuel or Direct water injection or Fuel in water emulsions etc with other NOx reducing methods can be used to comply with Tier III emission standards. These mentioned combination may or may not require exhaust gas scrubber to comply with Tier III norms.
11. Engine Component Modification:
It is better to design an engine which has a property to reduce the NOx formation during combustion process rather than investing on expensive secondary measures. Integration of slide valve type fuel injector with almost zero “sack volume” eliminates any chance of fuel dripping and after burning, leading to cylinder temperature and NOx formation.
The NOx emission compliance can be determined by checking few parameters and records.
Engine International Air Pollution Prevention Certificate (EIAPP)
EIAPP certificate must be present on board. And this certificate needs to be for each of the diesel engines more than 130KW on board as NOx requirements are applicable for diesel engines more than 130KW power.
If a ship is fitted with one main engine and three auxiliary engines (generators). There needs to be EIAPP certificate for all these.
EIAPP certificate is issued after the engine is found to be complying with the NOx emission requirements during the pre-certification survey. The pre-certification means the survey done before fitting the engine on board the ship.
Having an EIAPP certificate on board shows that the engine fitted on board was complying with the NOx parameters and an engine of correct specifications was fitted on board.
International Air pollution prevention certificate (IAPP)
After the engines are fitted on the ship, the test is again done on the engines for compliance with the NOx criteria.
This test is required because when the engine is fitted on board ships, some changes/modifications might have been done on the engines.
This test proves that the engine still complies with the NOx requirements even after fitting on the ship.
If the engines are found to in compliance with the NOx criteria of annex VI, International air pollution prevention certificate is issued to the ship.
NOx on board Verification
Having EIAPP and IAPP certificates on board proves that the engine of the correct specification is fitted on board.
It proves that when the engine was fitted on board, the NOx emissions from the engine were within limits and as required by MARPOL annex VI.
But after 10 or 20 years in operation, There are three ways in which ship can prove that it still complies with the NOx requirements.
Engine Parameter Check method
Simplified Measurement method
Direct Measurement and Monitoring method
The method that the ship is certified to use for on board verification of NOx is specified in the EIAPP certificate of the engine.
And the procedure to verify on board compliance (and using the certified method) is provided in the NOx technical file that accompany the EIAPP certificate of the engine.
The “simplified measurement” and “Direct measurement and monitoring” methods are based on measuring the NOx emissions from the engine.
Engine parameter check method
This method is based on the principle that if the engine complied with the NOx parameters at the time it was fitted on board, it should continue to comply if there are no modifications/adjustment made to the engine.
There no extra costs involved to use this method, this method is most common among ship owners.
So there are few things that are required from this method
the engine parts that contribute to the NOx emission. Modification and adjustments of these parts must be as per the Maker’s guidelines.
If any of these spare parts of the engine need to be changed, it must be changed with the original part supplied by the maker.
Any adjustments made to these parts must be within the range specified by the maker of the engine.
A record must be kept for all the replacements of the spare parts and all the adjustments made to these parts.
Durning annual, intermediate and renewal survey of the Air pollution prevention certificate, these records, and engine parameters are checked by the class surveyor.
The international air pollution prevention certificate is endorsed or renewed on the basis of these verifications by the class surveyor.
NOx Technical file
NOx Technical File is a record containing all details of parameters, including components and settings of an engine, which may influence the NOx emission of the engine.
To use engine parameter check method, the parameters of the engines need to be same throughout the life of the engine.
There is one NOx technical file for each engine for which an EIAPP certificate is issued.
NOx technical file contains information about
identification of those components, settings and operating values of the engine which influences its NOx emissions
Allowable adjustments on the engine
on board NOx verification procedures to verify compliance with the NOx emission limits during on board verification surveys
Full record of the relevant engine’s performance, including engines rated speed and rated power.
Emission test report.
Designation and restriction for an engine which is a member of engine group or engine family.
Annex VI- Regulations for the Prevention of Air Pollution from Ships
MARPOL Annex VI, is the main international treaty addressing air pollution prevention requirements from ships. first adopted in 1997, entry into force on 19 May 2005,
CHAPTER 4 – REGULATIONS ON ENERGY EFFICIENCY OF SHIPS
REGULATION 20
ATTAINED EEDI
REGULATION 21
REQUIRED EEDI
REGULATION 22
SHIPBOARD ENERGY EFFICIENCY MANAGEMENT PLAN
REGULATION 22A
DATA COLLECTION SYSTEM(DCS)
Chapter 1 – General
Regulation 1 – Application
The provisions of this Annex shall apply to all ships, except where expressly provided otherwise
Regulation 2: Definitions
Regulation 3 – General exceptions
Regulations of this Annex shall not apply to:
(a) any emission necessary for the purpose of securing the safety of a ship or saving life at sea; or
(b) any emission resulting from damage to a ship or its equipment:
(i) provided that all reasonable precautions have been taken after the occurrence of the damage or discovery of the emission for the purpose of preventing or minimizing the emission; and
(ii) except if the owner or the master acted either with intent to cause damage, or recklessly and with knowledge that damage would probably result.
Regulation 4 – Equivalents
(1) The Administration may allow any fitting, material, appliance, or apparatus to be fitted in a ship as an alternative to that required by this Annex if such fitting, material, appliance or apparatus is at least as effective as that required by this Annex.
Chapter 2 – Survey, certification and means of control
Regulation 5 – Surveys
(1) Every ship of 400 gross tonnage and above and every fixed and floating drilling rig and other platforms shall be subject to the surveys specified below:
(a) An initial survey before the ship is put into service or before the certificate required under regulation 6 of this Annex is issued for the first time. This survey shall be such as to ensure that the equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex;
(b) A renewal survey at intervals specified by the Administration, but not exceeding five years,. The renewal survey shall be such as to ensure that the equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex;
(c) An intermediate survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the certificate which shall take the place of one of the annual surveys specified in paragraph (1)(d) of this regulation. The intermediate survey shall be such as to ensure that the equipment and arrangements fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex;
(d) An annual survey within three months before or after each anniversary date of the certificate, including a general inspection of the equipment, systems, fittings, arrangements and material referred to in paragraph (1)(a) of this regulation to ensure that they have been maintained in accordance with paragraph (4) of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex; and
(e) An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph (4) of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.
Regulation 6 – Issue or endorsement of Certificate
(1) An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 5 of this Annex, to:
(a) any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties; and
(b) platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other Parties to the Protocol of 1997.
An International Energy Efficiency Certificate for the ship shall be issued after a survey in accordance with the provisions of regulation to any ship of 400 gross tonnage and above before that ship may engage in voyages to ports or offshore terminals.
Statement of Compliance – Fuel Oil Consumption Reporting
Upon receipt of reported data pursuant to regulation 22A (Collection and reporting of ship fuel oil consumption data) of this Annex, the Administration or any organization duly authorized by it shall determine whether the data has been reported in accordance with regulation 22A of this Annex and, if so, issue a Statement of Compliance related to fuel oil consumption to the ship no later than five months from the beginning of the calendar year. In every case, the Administration assumes full responsibility for this Statement of Compliance.
Regulation 7 – Issue or endorsement of a Certificate by another Government
(1) The Government of a Party to the Protocol of 1997 may, at the request of the Administration, cause a ship to be surveyed and, if satisfied that the provisions of this Annex are complied with, shall issue, or authorize the issuance of an International Air Pollution Prevention Certificate to the ship, and where appropriate, endorse or authorize the endorsement of that certificate on the ship, in accordance with this Annex.
(2) A copy of the certificate and a copy of the survey report shall be transmitted as soon as possible to the requesting Administration.
(3) A certificate so issued shall contain a statement to the effect that it has been issued at the request of the Administration and it shall have the same force and receive the same recognition as a certificate issued under regulation 6 of this Annex.
(4) No International Air Pollution Prevention Certificate shall be issued to a ship which is entitled to fly the flag of a State which is not a Party to the Protocol of 1997.
Regulation 8 – Form of Certificate
The International Air Pollution PreventionCertificate shall be drawn up in a form corresponding to the model given in appendix I to this Annex and shall be at least in English, French or Spanish. If an official language of the issuing country is also used, this shall prevail in case of a dispute or discrepancy.
Regulation 9 – Duration and validity of Certificate
(1) An International Air Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years.
(2) (a) Notwithstanding the requirements of paragraph (1) of this regulation, when the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of expiry of the existing certificate.
(b) When the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of expiry of the existing certificate.
(c) When the renewal survey is completed more than three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of completion of the renewal survey.
Regulation 10 – Port State control on operational requirements
(1) A ship, when in a port or an offshore terminal under the jurisdiction of another Party to the Protocol of 1997, is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of air pollution from ships.
(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex
Regulation 11 – Detection of violations and enforcement
(1) Parties to this Annex shall co-operate in the detection of violations and the enforcement of the provisions of this Annex, using all appropriate and practicable measures of detection and environmental monitoring, adequate procedures for reporting and accumulation of evidence.
(2) A ship to which the present Annex applies may, in any port or offshore terminal of a Party, be subject to inspection by officers appointed or authorized by that Party for the purpose of verifying whether the ship has emitted any of the substances covered by this Annex in violation of the provision of this Annex. If an inspection indicates a violation of this Annex, a report shall be forwarded to the Administration for any appropriate action
Chapter 3 – Requirements for Control of Emissions from Ships
.annex 6 chap 3 .a6c3 .an6c3
.annex 6 chapter 3
Regulation 12 – Ozone-depleting substances
.ods
↬ This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connections or no potentially removable components present containing ozone depleting substances.
↬ CFC and Halon prohibited for all ships.
↬ Installations which contain hydro-chlorofluorocarbons (HCFC) shall be prohibited on ships constructed on or after 1 January 2020.
↬ Each ship shall maintain a list of equipment containing ozone depleting substances
↬ Each ship which has rechargeable systems that contain ozone depleting substances shall maintain an Ozone Depleting Substances Record Book.
This Record Book may form part of an existing logbook or electronic recording system as approved by the Administration.
Contents of ODS Record Book:
.ods record book .ods recordbook
↬ Recharge, full or partial, of equipment containing ozone depleting substances
↬ Repair or maintenance of equipment containing ozone depleting substances
↬ Discharge of ozone depleting substances to the atmosphere– Deliberate or Non deliberate
↬ Discharge of ozone depleting substances to land-based reception facilities
↬ Supply of ozone depleting substances to the ship.
Regulation 13: Nitrogen Oxides (NOX)
.annex 6 nox
.nox .an6r13
↬ This regulation shall apply to each marine diesel engine with a power output of more than 130 kW installed on a ship.
↬ This regulation does not apply to a marine diesel engine intended to be used solely for emergencies,
It has 3 tiers
Tier I
Applies to diesel engine that is installed on a ship constructed on or after 1 January 2000 and prior to 1 January 2011
For tier 1 maximum nox emission limit is
,
.1 17.0 g/kWh when rpm < 130
.2 45 · n(-0.2) g/kWh when rpm 130 to 1999
.3 9.8 g/kWh when rpm≥ 2,000 rpm
Tier II
Applies to diesel engine that is installed on a ship constructed on or after 1 January 2011
For tier 2 maximum nox emission limit is
.1 14.4 g/kWh when rpm < 130 rpm;
.2 44 · n(-0.23) g/kWh when rpm from 130 to 1999
.3 7.7 g/kWh when rpm ≥ 2,000 rpm
Tier III
Applies to ship
→ Built after 1 January 2016 and is operating in the North American Emission Control Area or the United States Caribbean Sea Emission Control Area;
→ built after 1 January 2021 and is operating in the Baltic Sea Emission Control Area or the North Sea Emission Control Area;
tier 3 limits are
.1 3.4 g/kWh when rpm < 130 rpm;
.2 9 · n (–0.2) g/kWh when rpm 130to 1999;
.3 2.0 g/kWh when rpm ≥ 2,000 rpm
NOX Tier III emission control area
.a6sa .eca
.1 The North American Emission Control Area
.2 The United States Caribbean Sea Emission Control Area
.3 The Baltic Sea Emission Control Area
.4 The North Sea Emission Control Area
Helpful note to study and memorize NOx Tiers:
Scope of Regulation
Applies to marine diesel engines with power output > 130 kW
Remember: “130 kW or more, NOX is at your door”
Exception: Engines used solely for emergencies
Tier System
Remember the tiers using “1-2-3, NOX-free”:
Tier I (2000-2010)
Ships constructed from 1 January 2000 to 31 December 2010
Mnemonic: “Y2K, NOX came to stay”
NOX limits:
<130 rpm: 17.0 g/kWh
130-1999 rpm: 45 · n^(-0.2) g/kWh
≥2000 rpm: 9.8 g/kWh
Remember: “17-45-9.8, Tier I keeps NOX alive”
Tier II (2011 onwards)
Ships constructed from 1 January 2011
Mnemonic: “11-11, NOX heaven”
NOX limits:
<130 rpm: 14.4 g/kWh
130-1999 rpm: 44 · n^(-0.23) g/kWh
≥2000 rpm: 7.7 g/kWh
Remember: “14-44-7.7, Tier II makes NOX quiver”
Tier III (Emission Control Areas)
North American ECA: Ships built after 1 January 2016
US Caribbean Sea ECA: Ships built after 1 January 2016
Baltic Sea ECA: Ships built after 1 January 2021
North Sea ECA: Ships built after 1 January 2021
Mnemonic: “Sweet 16 for America, 21 for Europe’s NOX criteria”NOX limits:
<130 rpm: 3.4 g/kWh
130-1999 rpm: 9 · n^(-0.2) g/kWh
≥2000 rpm: 2.0 g/kWh
Remember: “3-9-2, Tier III cuts NOX for you”
Emission Control Areas
Remember “BUNN” for the four ECAs:
Baltic Sea
United States Caribbean Sea
North American
North Sea
Certification
NOX Technical Code 2008 is used for certification, testing, and measurement
Remember: “2008 Code makes NOX abode”
Certification
The revised NOx Technical Code 2008 shall be applied in the certification, testing, and measurement procedures for the standards set in this regulation.
NOX Technical File:
.ntf .nox technical file .nox file .noxtf .noxtc
NOx technical file contains information about
identification of those components, settings and operating values of the engine which influences its NOx emissions
Allowable adjustments on the engine
on board NOx verification procedures to verify compliance with the NOx emission limits during on board verification surveys
Full record of the relevant engine’s performance, including engines rated speed and rated power.
Emission test report.
If the engine is part of a group or family, the file includes:
The designation of the group or family
Any specific restrictions applicable to that engine within the group or family
Significance of the NOx Technical File
The NOx Technical File is a critical document for:
Compliance: It ensures the engine meets NOx emission regulations.
Maintenance: It guides engineers and technicians on allowable adjustments and modifications.
Verification: It provides procedures for ongoing emission checks.
Documentation: It serves as a comprehensive record of the engine’s specifications and performance.
Regulation 14 – Sulphur Oxides (SOx) and Particulate Matter
.sox .an6r14 .a6r14
General Requirements
The Sulphur content of fuel oil used or carried for use on board a ship shall not exceed 0.50% m/m.
While a ship is operating within an emission control area, the Sulphur content of fuel oil used on board that ship shall not exceed 0.10% m/m.
The Sulphur content of fuel oil shall be documented by its supplier
Those ships entering or leaving an emission control area shall carry a written procedure showing how the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service system to be fully flushed of all fuel oils
The emission control areas under this regulation are:
.1 the Baltic Sea
.2 the North Sea
.3 the North American Emission Control Area
.4 the United States Caribbean Sea Emission Control Area
Regulation 15 – Volatile Organic Compounds (VOCs)
.voc .a6r15 .an6r15
A tanker shall be provided with a vapor emission collection system approved by the Administration considering the safety standards developed by the Organization.
A tanker carrying crude oil shall have onboard and implement a VOC Management Plan approved by the Administration.
The plan shall include
.1 Written procedures for minimizing VOC emissions during the loading, sea passage and discharge of cargo
.2 Consider the additional VOC generated by crude oil washing
.3 Identify a person responsible for implementing the plan
.3 garbage containing more than traces of heavy metals;(heavy metals are: arsenic, copper, cadmium, chromium, led, mercury, nickel, zinc) (heavy metal atomic weight >20, density 5 gm/cm3)
1 Each Party shall take all reasonable steps to promote the availability of fuel oils that comply with this Annex and inform the Organization of the availability of compliant fuel oils in its ports and terminals.
2.1 If a Party found a ship with non-compliant fuel, then ship has to
.1 present a record of the actions it took to achieve compliance; and
.2 it needs to provide evidence
→ that it attempted to purchase compliant fuel oil in accordance with its voyage plan.
→Then also if it was not made available where planned, that it made attempts to locate alternative sources for such fuel oil but despite best efforts to obtain compliant fuel oil, no such fuel oil was made available for purchase.
2.2 The ship doesn’t need to deviate from its intended voyage or to delay in order to achieve compliance.
2.3 If a ship provides information about it was unable to purchase compliant fuel oil, a Party(flag state or port state) shall investigate all events and the evidence submitted.
2.4 A ship shall notify its Administration and the competent authority of the relevant port of destination when it cannot purchase compliant fuel oil.
2.5 A Party shall notify the Organization whenever a ship submits evidence of the non-availability of compliant fuel oil.
Fuel Oil Quality
.foq
3 Fuel oil for combustion purposes shall meet the following requirements:
.1.1 the fuel oil shall be blends of hydrocarbons derived from petroleum refining.
.1.2 the fuel oil shall be free from inorganic acid; and
.1.3 the fuel oil shall not include any added substance or chemical waste that:
Shall not affect the safety of ships or performance of the machinery, and not harmful to personnel
Or if
.2 fuel oil for combustion purposes derived by methods other than petroleum refining then the fuel oil shall not:
.2.1 exceed the applicable Sulphur content (0.5%)
.2.2 exceed the applicable NOx emission limit
.2.3 contain inorganic acid; or
.2.3.1 jeopardize the safety of ships or adversely affect the performance of the machinery, or
.2.3.2 be harmful to personnel, or
4. This regulation does not apply to coal in its solid form or nuclear fuels.
does not apply to gas fuels such as liquified natural gas, compressed natural gas or liquified petroleum gas. The sulphur content of gas fuels for combustion purposes on board delivered to a ship need to have a documentary evidence. The supplier need to mention it in BDN.
5 Details of fuel oil properties for combustion purposes shall be recorded in bunker delivery note.
6 The bunker delivery note shall be kept on board the ship in a place that is readily available for inspection at all reasonable times.
It shall be retained for a period of three years after the fuel oil has been delivered on board.
7.1 The competent authority of a Party may inspect the bunker delivery notes on board any ship.
Can make a copy of each delivery note, and
7.2 No delay should be made for the ship for inspecting the bunker delivery notes and the taking of certified copies.
Chapter 4: Regulations on energy efficiency of ships
.a6c4 .annex 6 chapter 4 .ann6 ch4
Regulation 19 – Application
This chapter shall apply to all ships of 400 gross tonnage and above.
Regulation 20– Goal
The goal of this chapter is to reduce the carbon intensity of international shipping.
It is working towards the levels of ambition set out in the Initial IMO Strategy on reduction of GHG emissions from ships.
Regulation 21– Functional Requirements
Requirements to Reduce Carbon Intensity
To achieve the goal set out in Regulation 20 of this Annex, a ship to which this chapter applies must comply with the following functional requirements:
Technical Carbon Intensity Requirements
Comply with regulations 22, 23, 24, and 25 of this Annex.
Operational Carbon Intensity Requirements
Comply with regulations 26, 27, and 28 of this Annex.
Regulation 22: Attained EEDI
Meaning:
“Its is a reference value that represents the ship’s estimated performance in terms of energy efficiency.”
1 The attained EEDI shall be calculated for:
.1 each new ship;
.2 each new ship which has undergone a major conversion; and
.3 existing ship which has undergone a major conversion
The attained EEDI shall be specific to each ship and shall indicate the estimated performance of the ship in terms of energy efficiency
it is accompanied by the EEDI technical file that contains the information necessary for the calculation of the attained EEDI and that shows the process of calculation
Attained EEDI shall be verified by organization according to EEDI Technical file.
Here are few factors on which the actual EEDI value of the ship (attained EEDI) would depend upon.
Key Factors:
1. Specific fuel consumption of engines
2. Type of fuel used
3. The speed of the ship
4. Deadweight of the vessel
5. Innovative mechanical energy efficient technology used
Regulation 23– Attained EEXI (Attained Energy Efficiency Existing Ship Index)
Calculation and Verification of Attained EEXI
1. Scope of Calculation
The attained Energy Efficiency Existing Ship Index (EEXI) shall be calculated for:
Each ship.
Each ship that has undergone a major conversion.
2. Applicable Categories
The calculation applies to ships falling into one or more of the categories in regulations:
2.2.5
2.2.7
2.2.9
2.2.11
2.2.14 to 2.2.16
2.2.22
2.2.26 to 2.2.29 of this Annex.
3. Specificity and Documentation
The attained EEXI shall be specific to each ship and indicate the estimated energy efficiency performance.
It shall be accompanied by the EEXI technical file, which contains the necessary information for the calculation and shows the calculation process.
4. Verification
The attained EEXI shall be verified, based on the EEXI technical file, either by the Administration or by any organization duly authorized by it.
Guidelines for Calculation
The attained EEXI shall be calculated considering the guidelines developed by the Organization.
Special Consideration for Certain Ships
Special Rules for Certain Ships:
This applies to ships covered by regulation 22.
These ships can use their Energy Efficiency Design Index (EEDI) as their Energy Efficiency Existing Ship Index (EEXI) if:
The EEDI has been checked by the proper authorities
The EEDI value is the same as or lower than the required EEXI value
If using the EEDI as the EEXI, it must be verified using the EEDI technical file.
In simpler terms, some ships can use their existing efficiency rating (EEDI) as their new efficiency rating (EEXI) if it meets or exceeds the new standards. This saves them from having to do a new calculation.
Regulation 24: Required EEDI
“The Required EEDI is a reference value that sets the minimum energy efficiency standard for new ships.”
Applies for each:
.1 new ship;
.2 new ship which has undergone a major conversion; and
.3 new or existing ship which has undergone a major conversion
Attained EEDI ≤ Required EEDI = (1-X/100) x reference line value
Reference line value is the function of Deadweight of the ship and Ship Type
X is reduction factor
Now we are in Phase 2 (1 Jan 2020 –31 Dec 2024),
Reduction factor for bulk carrier is 20.
Regulation 25: Required EEXI
Energy Efficiency Existing Ship Index (EEXI) Requirements
Applicability
This regulation applies to:
Each ship
Each ship that has undergone a major conversion
falling into one of the categories specified in regulations 2.2.5, 2.2.7, 2.2.9, 2.2.11, 2.2.14 to 2.2.16, 2.2.22, and 2.2.26 to 2.2.29.
EEXI Formula
The attained EEXI shall meet the following condition: Attained EEXI ≤ Required EEXI = (1 – Y) · EEDI reference line value
Where:
Y is the reduction factor specified in Table 3 for the required EEXI compared to the EEDI reference line.
Table 3: Reduction Factors for EEXI Relative to EEDI Reference Line
*Note: Reduction factor to be linearly interpolated between the two values dependent upon ship size. The lower value of the reduction factor is to be applied to the smaller ship size.
EEDI Reference Line Calculation
EEDI reference line values shall be calculated according to regulations 24.3 and 24.4 of this Annex.
For ro-ro cargo ships and ro-ro passenger ships, the reference line value from phase 2 and thereafter under regulation 24.3 shall be used.
Review Process
A review of this regulation’s effectiveness will be completed by January 1, 2026.
The review will consider any guidelines developed by the Organization.
If amendments are decided upon based on the review, they will be adopted and brought into force in accordance with article 16 of the present Convention.
Regulation 26: Ship energy efficiency management plan
.seemp .sbeemp .annex 6 reg 22
Ship energy efficiency management plan (SEEMP) is a
ship specific plan that provides a mechanism to improve the energy efficiency of a ship in a cost-effective manner.
It is mandatory for all ship over 400 GT from 1st Jan,2013
SEEMP is a special tool to measure and control GHG (greenhouse gas) emission developed by IMO.
SEEMP is divided into 3 parts:
SEEMP PART (1):
→ Ship Management Plan to Improve Energy Efficiency. ✓Applicable for ships over 400 GT since 01 January 2013.
How to implement: –
It will implement on four steps 1. Planning 2. Implementation 3. Monitoring 4. Self-evaluation and improvement
How to Achieve Energy Efficiency in Ships:
Navigation Department
Improved voyage planning
Weather routing
Speed optimization.
Optimum use of rudder and heading control systems (autopilots)
Deck Department
Optimum Draft & Trim
Optimum Ballast Operation
Optimum Cargo Operation
Hull Monitoring & Maintenance
Engine Department
Operation at constant shaft RPM
Optimum Propeller Maintenance
Optimum Electric Power Management
Optimum Engine Maintenance/Performance
Optimum Running Hours Maintenance
Optimum Waste Heat Recovery
Boiler Use Management
Propulsion system maintenance
Management and Training
Energy Conservation Awareness
Improved fleet management
Cargo Operations
Improved cargo handling
SEEMP PART (2):
→Ship Fuel Oil Consumption Data Collection Plan. ✓Applicable for ships 5000 GT & Above from 01 March 2018
SEEMP part 2 provides uniform way of collecting data.
type of data require is:
· Type of fuel consumed (for example, Diesel oil / Heavy oil) · Amount of each fuel consumed · Distance travelled · Hours underway
NOTE: SEEMP may form part of the “Ship Safety Management System”.
SEEMP PART (3):
This is an extensive plan to improve carbon intensity indicator rating.
CII Rating is amount of CO2 emitted in grams per cargo carrying capacity and distance travelled.
SEEMP Part 3 in a nutshell
From 2023, ships must calculate the carbon intensity index.
→ A verified SEEMP Part III contains Ship Operational Carbon Intensity Plan.
→ It will serve as the implementation plan for achieving the required CII.
→ This is a dynamic plan. It needs to be amended and revised to achieve the CO2 reduction rating.
→ Unlike SEEMP 1, it needs to be verified by flag or RO.
→ Company needs to verify SEEMP Part 3 in its audits.
Requirement for SEEMP III
● It has to be kept on board from 1 January 2023 to document how you plan to achieve your CII targets
Connection between the SEEMP Part III, DCS and CII
● It should include the methodology used for calculating the CII and how to report it.
● The required CII for the next three years, calculated based on the individual vessel’s specifications
● A 3-year implementation plan documenting how the required CII will be achieved during the next three years, with yearly targets
● Procedures for self-evaluation and improvement.
● Corrective action plan in case of inferior rating.
● Collecting annual fuel data from 1 January to 31 December
Suppose a ship gets an E rating in any year or a D rating for three consecutive years. In that case, it is necessary to complete a corrective action plan in the SEEMP III and obtain confirmation from the Administration or an RO.
● Verification of the reporting data, including the CII rating result, and issuance of a Statement of Compliance by the Administration or an RO
● Company audits on SEEMP Part III within six months after issuing the Statement of Compliance.
It should also be noted that the new SEEMP III comes in addition to the SEEMP I and SEEMP II and will be handled as a separate document.
DCS or data collection system
It is a requirement, which is already in force, for all ships of 5,000 gross tonnages and above to collect consumption data for each type of fuel oil they use.
Ships will have a SEEMP part II which should include a description of the methodology that will be used to collect the data and the processes to report the data to the ship’s flag State.
EEOI (Energy efficiency operation Index)
.eeoi
EEOI is a voluntary tool for measuring the amount of CO2 emitted by the ship per ton-mile of work.
SEEMP encourages the ship managers to monitor the energy efficiency of their ships. There could be many ways and tools to monitor the energy efficiency.
EEOI is one of such monitoring tool suggested by the IMO. The use of EEOI as a monitoring tool is voluntary and ship managers can use any other monitoring tool if they wish.
It is the ratio of the CO2 emitted to the ton-mile (amount of cargo x distance covered). But we could only know the amount of fuel consumed by the vessel.
To know the amount of CO2 emitted from the fuel, we use “fuel mass to CO2 mass conversion factor”.
Each type of fuel is given a conversion factor.
The amount of fuel consumed when multiplied by this conversion factor would give the CO2 emitted by use of that fuel.
So the formula to calculate EEOI becomes…
The basic expression for EEOI for a voyage is defined as:
Here, FC = mass of fuel consumed, CF = fuel mass to CO2 mass conversion factor,
mcargo = mass of cargo carried, D= distance covered
Difference between EEOI and EEDI
Both EEOI and EEDI measure the same thing which is the energy efficiency of the ship (the amount of CO2 emitted per tonne-mile).
The difference between these two terms is that EEDI is the measure of energy efficiency of the ship by design and EEOI is the measure of how efficiently the ships are operated.
EEDI is how well (energy efficient) a ship is built.
EEOI is the measure of how well (energy efficient) a ship is operated.
Two sister ships will have the same EEDI as all the equipment’s and parameters will be same for both the ships. But each of these two sister ships may have different EEOI. The reasons for different EEOI could be any of all of the following
One ship’s hull may be cleaner than the other ship
One ship may be operating the equipment’s (such as A/Es) when required and switch off when not in use or on lesser load
One ship may be monitoring the weather more carefully and adjusting the speeds and load on the engine
One ship may be using the trim optimization for better efficiency
The concept of ship energy efficiency is related to the emission of CO2. There are four terms that define ship energy efficiency.
EEDI,
SEEMP,
EEOI and
International energy efficiency certificate.
Energy efficiency design index (EEDI) defines the energy efficiency of the ship by design. It is the ratio of CO2 the ship would emit per ton-mile of the work done by the ship.
SEEMP is a ship specific plan that provides the ship specific measures that need to be implemented for energy efficient operations.
Energy efficient operation index (EEOI) is the voluntary monitoring tool provided by the IMO to measure and monitor the actual CO2 emission per ton-mile of transport work done by the ship.
The International energy efficiency certificate endorses the fact that the vessel complies with the energy efficiency regulations applicable to the ship.
Regulation 27: Collection and Reporting of Ship Fuel Oil Consumption Data
.annex 6 reg 22a .reg 22a .reg22a
It is Applicable to ships greater than 5000 GT from 1 march 2018
The system have three main elements: 1. Data collection and reporting by ships (company) 2. Data verification by Flag State and delivery to IMO 3. Data storage in a centralised database at the IMO.
Types of data to be reported
The following data to be reported annually: • Technical characteristics of the ship:
Ship IMO number
Ship type
Gross Tonnage
Net tonnage
Deadweight at summer load line
Main and auxiliary engine MCR (Maximum Continuous Rating)
EEDI, if applicable
Ice class, if applicable • Total annual fuel consumption by fuel type • Distance travelled • Hours underway
Methods of data collection
Three main methods to be used: • Use of BDN plus additional ship-board fuel storage check at the start and end of reporting period. • Fuel oil tank sounding and calculation of fuel consumption for the reporting period • Use of fuel flow meters.
Verification of data – Statement of Compliance
• Verification is the responsibility of Flag Administration data that will be verified are: • The data collection method and process (this will be included in SEEMP) • The actual data submitted and their compliance with the agreed process • A Statement of Compliance (SOC) will be issued for each calendar year by Administration. • The Statement of Compliance (SOC) and disaggregated data should be retained on-board the ship for a set period (for at least the period of its validity)
Reporting and IMO database
• It is the responsibility of the Flag Administration to transfer the relevant data to the IMO database. • IMO will set up a “Fuel Oil Consumption Data Base”. • IMO will store the data in the data base. • MARPOL Annex VI Parties will be able to access the database, but ships will remain anonymous.
Regulation 28: Operational Carbon Intensity
Operational Carbon Intensity:
Attained Annual Operational CII
Calculation Period: After the end of each calendar year, starting from 2023
Applicable Ships: 5,000 gross tonnage and above, falling into specific categories.
Calculation Method: Using data collected in accordance with regulation 27, following IMO guidelines
Reporting Deadline: Within three months after the end of each calendar year
Reporting Method: Electronic communication using IMO-developed standardized format
Placards, garbage management plans and garbage record-keeping
Regulation 1 – Definitions
For the purposes of this Annex:
(1) Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the ship and liable to be disposed of continuously or periodically except those substances which are defined or listed in other Annexes to the present Convention
Regulation 2 – Application
Unless expressly provided otherwise, the provisions of this Annex shall apply to all ships.
Regulation 3 – Disposal of garbage outside special areas (1) Subject to the provisions of regulations 4, 5 and 6 of this Annex: (a) the disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues, is prohibited.
b) cooking oil prohibited
(b) the disposal into the sea of the following garbage shall be made as far as practicable from the nearest land but in any case, is prohibited if the distance from the nearest land is less than: (i) 25 nautical miles for dunnage, lining and packing materials which will float; (ii) 12 nautical miles for food wastes and all other garbage including paper products, rags, glass, metal, bottles, crockery and similar refuse;
(c) disposal into the sea of food wastes and all other garbage including paper products, rags, glass, metal, bottles, crockery may be permitted when it has passed through a comminuter or grinder and made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be capable of passing through a screen with openings no greater than 25 mm.
(2) When the garbage is mixed with other discharges having different disposal or discharge requirements the more stringent requirements shall apply.
Memorization Technique – Regulation 3 – Disposal of garbage outside special areas -: Prohibited Disposals
All plastics: Absolutely forbidden to dispose of in the sea
Includes synthetic ropes, fishing nets, garbage bags
Incinerator ashes from plastic products (may contain heavy metals, toxic residues)
Cooking oil: Prohibited from disposal into the sea
Distance-Based Restrictions
Type of Garbage
Minimum Distance from Nearest Land
Floating materials (dunnage, lining, packing)
25 nautical miles
Food wastes and other garbage
12 nautical miles
Comminuted/ground garbage
3 nautical miles
Special Conditions
Comminuted/ground garbage:
Must pass through a screen with openings ≤ 25 mm
Includes food wastes, paper, rags, glass, metal, bottles, crockery
General Rule
When different types of garbage are mixed, apply the strictest disposal requirement
To remember this regulation, focus on the “3 P’s”:
Plastics: Never dispose in the sea
Proximity: Different distances for different types of garbage
Processing: Ground garbage has special rules
Regulation 4 – Special requirements for discharge of garbage from fixed or floating platforms
(1) Subject to the provisions of paragraph (2) of this regulation, the disposal of any materials regulated by this Annex is prohibited from fixed or floating platforms engaged in the exploration, exploitation and associated offshore processing of sea-bed mineral resources, and from all other ships when alongside or within 500 m of such platforms.
(2) The disposal into the sea of food wastes may be permitted when they have been passed through a comminuter or grinder from such fixed or floating platforms located more than 12 nautical miles from land and all other ships when alongside or within 500 m of such platforms. Such comminuted or ground food wastes shall be capable of passing through a screen with openings no greater than 25 mm.
Memorization Technique:
Regulation 4 – Special requirements for disposal of garbage from fixed or floating platforms
General Rule
Disposal of regulated materials is prohibited from:
Fixed or floating platforms involved in sea-bed mineral resource activities
Ships within 500 m of these platforms
Exception for Food Wastes
Food waste disposal is allowed under specific conditions:
Must be comminuted or ground
Platforms must be more than 12 nautical miles from land
Applies to platforms and ships within 500 m of them
Ground waste must pass through a screen with openings ≤ 25 mm
To help you remember this regulation, focus on the “3 P’s”:
Platforms: Special rules apply to offshore platforms and nearby ships
Prohibition: General ban on garbage disposal
Processing: Exception for processed food waste under strict conditions
Remember that this regulation aims to protect the marine environment around offshore platforms by limiting garbage disposal. The key is to understand the general prohibition and the specific exception for processed food waste.
Regulation 6 – Discharge of garbage within special areas
Food Waste Discharge
Allowed when ship is en route
Must be at least 12 nautical miles from nearest land or ice shelf
Must be comminuted or ground (able to pass through 25 mm screen)
Cannot be contaminated with other garbage
Introduced avian (derived from birds/poultry, eg. eggs) products prohibited in Antarctic unless sterilized
Cargo Residue Discharge
Allowed under specific conditions:
No harmful substances in washing water
Solid bulk cargoes declared non-harmful by shippers
No harmful cleaning agents used
Both departure and destination ports within special area
No adequate reception facilities at ports
Must be at least 12 nautical miles from nearest land or ice shelf
Cleaning Agents
Deck and external surface wash water can be discharged if agents are not harmful to marine environment
Antarctic Area Special Rules
Ports must provide adequate reception facilities
Ships must have capacity to retain all garbage while in Antarctic
Arrangements for discharge after leaving area must be made
General Rule
For mixed garbage, the strictest discharge requirements apply
To help you remember this regulation, focus on the “4 C’s”:
Comminution: Food waste must be ground
Contamination: Avoid mixing different types of waste
Conditions: Specific rules for different types of discharge
Caution: Stricter rules apply in special areas, especially Antarctic
Remember that this regulation aims to protect sensitive marine environments by strictly controlling garbage discharge in special areas. The focus is on minimizing harm through careful waste management and disposal practices.
Regulation 6 – Exceptions Regulations 3, 4 and 5 of this Annex shall not apply to:
(a) the disposal of garbage from a ship necessary for the purpose of securing the safety of a ship and those on board or saving life at sea; or
(b) the escape of garbage resulting from damage to a ship or its equipment provided all reasonable precautions have been taken before and after the occurrence of the damage, for the purpose of preventing or minimizing the escape; or
(c) the accidental loss of synthetic fishing nets, provided that all reasonable precautions have been taken to prevent such loss
(1) The Government of each Party to the Convention undertakes to ensure the provision of facilities at ports and terminals for the reception of garbage, without causing undue delay to ships, and according to the needs of the ships using them.
(2) The Government of each Party shall notify the Organization for transmission to the Parties concerned of all cases where the facilities provided under this regulation are alleged to be inadequate.
Regulation 8 – Port State control on operational requirements*
(1) A ship when in a port of another Party is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by garbage.
(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex.
Memorization Technique – Regulation 8 – Port State control on operational requirements
Inspection Authority
Ships in foreign ports are subject to inspection
Inspections focus on operational requirements related to garbage pollution prevention
Grounds for Inspection
Clear evidence that the master or crew lack familiarity with essential procedures
Procedures in question relate to preventing pollution by garbage
Consequences
If deficiencies are found, the ship may be detained
The ship cannot leave until the situation is rectified
Compliance with the Annex’s requirements must be ensured before sailing
To help you remember this regulation, focus on the “3 I’s”:
Inspection: Foreign ports can inspect ships
Incompetence: Lack of familiarity with garbage procedures triggers inspection
Immobilization: Ships can be held until issues are resolved
Remember that this regulation empowers port states to enforce garbage pollution prevention measures on foreign ships. It emphasizes the importance of crew competence in environmental procedures and allows for significant action (detaining the ship) if deficiencies are found.
Regulation 9 – Placards, garbage management plans and garbage record-keeping
1 (a) Every ship of 12 m or more in length overall shall display placards which notify the crew and passengers of the disposal requirements of regulations 3 and 5 of this Annex, as applicable.
(b) The placards shall be written in the working language of the ship’s personnel and, for ships engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention, shall also be in English, French or Spanish.
(2) Every ship of 400 gross tonnage and above, and every ship which is certified to carry 15 persons or more, shall carry a garbage management plan which the crew shall follow. This plan shall provide written procedures for collecting, storing, processing and disposing of garbage, including the use of the equipment on board. It shall also designate the person in charge of carrying out the plan. Such a plan shall be in accordance with the guidelines developed by the Organization* and written in the working language of the crew.
(3) Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention and every fixed and floating platform engaged in exploration and exploitation of the sea-bed shall be provided with a Garbage Record Book. The Garbage Record Book, whether as a part of the ship’s official log-book or otherwise, shall be in the form specified in the appendix to this Annex;
(a) each discharge operation, or completed incineration, shall be recorded in the Garbage Record Book and signed for on the date of the incineration or discharge by the officer in charge. Each completed page of the Garbage Record Book shall be signed by the master of the ship. The entries in the Garbage Record Book shall be at least in English, French or Spanish. Where the entries are also made in an official language of the State whose flag the ship is entitled to fly, these entries shall prevail in case of a dispute or discrepancy;
(b) the entry for each incineration or discharge shall include date and time, position of the ship, description of the garbage and the estimated amount incinerated or discharged;
(c) the Garbage Record Book shall be kept on board the ship and in such a place as to be available for inspection in a reasonable time. This document shall be preserved for a period of two years after the last entry is made on the record;
(d) in the event of discharge, escape or accidental loss referred to in regulation 6 of this Annex an entry shall be made in the Garbage Record Book of the circumstances of, and the reasons for, the loss.
(4) The Administration may waive the requirements for Garbage Record Books for:
(a) any ship engaged on voyages of 1 hour or less in duration which is certified to carry 15 persons or more; or
(b) fixed or floating platforms while engaged in exploration and exploitation of the sea-bed.
Language: Working language of crew + English, French, or Spanish for international voyages
Garbage Management Plan
Required for:
Ships ≥ 400 gross tonnage
Ships certified to carry ≥ 15 persons
Contents:
Written procedures for garbage handling
Designation of person in charge
Must be in crew’s working language
Garbage Record Book
Required for:
Ships ≥ 400 gross tonnage
Ships certified to carry ≥ 15 persons on international voyages
Fixed and floating platforms for sea-bed exploration/exploitation
Recording requirements:
Each discharge or incineration operation
Each entry Signed by officer in charge.
Each completed page is signed by master.
Entries in English, French, or Spanish (minimum)
Must be kept on board for 2 years after last entry
Exemptions
Administration may waive Garbage Record Book requirements for:
Ships on voyages ≤ 1 hour with ≥ 15 persons
Certain fixed or floating platforms
To help you remember this regulation, focus on the “3 P’s”:
Placards: Visual reminders of disposal rules
Plan: Garbage management procedures
Paper trail: Detailed record-keeping of garbage operations
Remember that this regulation aims to ensure proper garbage management through clear communication (placards), established procedures (management plan), and accountability (record-keeping). The requirements vary based on ship size and passenger capacity, with a focus on international compliance.
Garbage record book part
P-1 ALL GARBAGE OTHER THAN CARGO
P-2 RESIDUE CARGO RESIDUE (HME & NON HME)
The special areas established under Annex V are:
the Mediterranean Sea
the Baltic Sea
the Black Sea
the Red Sea
the Gulfs area
the North Sea
the Wider Caribbean Region and
Antarctic Area
APPENDIX 1:
TABLE 1: SUMMARY OF GARBAGE DISCHARGE RESTRICTIONS
Garbage type1
All ships except platforms4
Regulation 5 Offshore platforms located more than 12 nm from nearest land and ships when alongside or withinn 500 meters of such platforms4
Regulation 4 Outside special areas and Arctic waters (Distances are from the nearest land)
Regulation 6 Within special areas and Arctic waters (Distances are from the nearest land, nearest ice-shelf or nearest fast ice)
Food waste comminuted or ground2.
>3 nm, en route and as far as practicable
>12 nm, en route and as far as practicable
Discharge permitted
Food waste not comminuted or ground.
>12 nm, en route and as far as practicable
Discharge prohibited
Discharge prohibited
Non-HME Cargo residues5,6 not contained in wash water.
>12 nm, en route and as far as practicable
Discharge prohibited
Discharge prohibited
Non-HME Cargo residues 5,6contained in wash water.
>12 nm, en route and as far as practicable (subject to conditions in regulation 6.1.2 and paragraph 5.2.1.5 of part-II-A of the Polar Code)
Discharge prohibited HME Cargo residues contained or not in wash water.
Discharge prohibited
Discharge prohibited
Discharge prohibited
Cleaning agents and additives contained in cargo hold wash
Discharge permitted
>12 nm, en route and as far as practicable (subject to conditions in regulation 6.1.2 and paragraph 5.2.1.5 of part-II-A of the Polar Code)
Discharge prohibited
Cleaning agents and additives in deck and external surfaces wash water
Discharge permitted
Animal carcasses (should be split or otherwise treated to ensure the carcasses will sink immediately)
Must be en route and as far from the nearest land as possible. Should be >100 nm and maximum water depth
Discharge prohibited
Discharge prohibited
All other garbage including plastics, synthetic ropes, fishing gear, plastic garbage bags, incinerator ashes, clinkers, cooking oil, floating dunnage, lining and packing materials, paper, rags, glass, metal bottles, crockery and similar refuse
to ensure biological treatment process is running smoothly
Ensure there is no formation of methane gas and toxic fumes from anaerobic process.
Bacteria must be kept alive by maintaining the correct conditions as they are very sensitive to temperature, type of water and regularity of flow. Oil or grease coming to the plant can kill the bacteria.
Metallic object, rubber goods and absorbent cotton must not be disposed into the sanitary system.
Chlorine tablet regularly adding, compressor filter cleaning, greasing, system flushing must be done regularly
Daily
> Check for any abnormal alarms
> Check smell and abnormal noise from blower and pump
> Check the sludge return flow from settling tank to aeration chamber
> Check the chemical dosing tank
Weekly
> Take a sludge content test
> check chlorine content of effluent
Monthly
> Check aeration lines are clear. If solenoid valves are present check the working of the
same.
> Do backwash if the sludge content is high
> Check that there is no obstruction in the venting line
> Inspect the tank’s external and internal coatings for corrosion
> Try out all the external valves
> Try out high level alarms
Yearly
> Empty whole system and clean thoroughly
> Clean the floats for pump cut in and cut of as well as high level alarm
> Replace the gaskets if required
> Replace the non return valve in case of vacuum STP
Use several litters of lime removing agent at each end of vacuum line then flush the toilets every two weeks
Sewage Waste:
The Sewage waste produced on the ship can further be divided into two categories; Blackwater and Grey Water. Together they are called as wastewater.
Black Water Waste
Black water waste on ships consists of three main categories:
Toilet and Urinal Waste: This includes all drainage and waste from toilets and urinals.
Medical Area Waste: This encompasses waste from medical facilities like dispensaries and sickbays, including drainage from wash basins, wash tubs, and scuppers in these areas.
Cargo Hold Drainage: This involves drainage from cargo holds containing living animals, as well as other wastewaters mixed with such drainage.
Grey Water Waste
Grey water waste on ships is divided into five categories:
Galley Waste: This includes drainage from dishwashers and washbasins in the galley (ship’s kitchen).
Personal Hygiene Waste: This comprises drainage from cabin showers, baths, and washbasin drains.
Laundry Waste: This is the waste generated from laundry drainage.
Deck Drainage: This refers to wastewater from interior deck drains.
Condensate: This includes condensate from refrigerators and air conditioners.
What PSC inspect in sewage system?
.sewage psc .psc sewage
PSC Inspections of Sewage Systems
PSC inspectors may check:
Proper operation of sewage treatment plant (STP) by crew
Crew knowledge of regulations
Sewage discharge valve closed/sealed in port
Condition of STP internal chamber
Safety management system includes STP maintenance procedures
Chlorine content of effluent
Logs of discharge valve operation
Validity of International Sewage Pollution Prevention Certificate
Sewage Effluent Tests
Key tests conducted onboard:
Chlorine test (≤5 ppm in chlorine contacts compartment)
Suspended solids
Biochemical oxygen demand (BOD)
Coliform count
Chemical oxygen demand (COD)
Suspended Solids Test
Collects and weighs solid material in effluent
Uses asbestos mat filter
Results in ppm or mg/L
BOD Test
Incubates 1L sample at 20°C in oxygenated water
Measures oxygen consumed
Results in mg/L or ppm
Coliform Count
Indicates effectiveness of disinfection
Counts coliforms per 100 mL of effluent
Incubated for 48 hours at 35°C
Permissible Discharge Limits (MEPC.227(64))
Suspended solids: 35 mg/L
BOD: 25 mg/L
E. coli count: 100/100 mL
COD: 125 mg/L
These tests and limits help ensure proper sewage treatment before discharge to protect marine environments.
MEPC 227(64) – Sewage Effluent Standard:
.mepc227 .mepc 227(64) .mepc22764
Resolution MEPC.227(64) Summary
Resolution MEPC.227(64) outlines the 2012 Guidelines on Implementation of Effluent Standards and Performance Tests for Sewage Treatment Plants adopted by the Marine Environment Protection Committee (MEPC) on October 5, 2012. Key points include:
1. Purpose and Application
Updates previous guidelines (MEPC.159(55)) to reflect current trends and advancements
Applies to sewage treatment plants installed on or after January 1, 2016, on various ship types and areas
2. Technical Specifications
General Requirements:
Sewage treatment plants must meet specific effluent standards without relying solely on dilution.
Effluent Standards:
Thermotolerant Coliforms: Not to exceed 100 thermotolerant coliforms/100 ml
Total Suspended Solids (TSS): Not to exceed 35 Qi/Qe mg/l
Biochemical Oxygen Demand (BOD5) without Nitrification: Not to exceed 25 Qi/Qe mg/l
Chemical Oxygen Demand (COD): Not to exceed 125 Qi/Qe mg/l
pH: Between 6 and 8.5
Additional Standards for Passenger Ships in Special Areas:
Nitrogen and Phosphorus Removal: Specific limits for total nitrogen and phosphorus
3. Testing Considerations
Raw Sewage Quality: Fresh sewage with appropriate total suspended solids concentration
Duration and Timing: At least 10 days, capturing normal operational conditions
Loading Factors: Testing under minimum, average, and maximum volumetric loadings
Sampling Methods and Frequency: Representative sampling with at least 40 effluent samples
Analytical Testing: Specific methods recommended for testing effluent parameters
4. Certification
Certificate of Type Approval: Issued by the Administration after satisfactory testing
Form of Certificate: Includes details of the sewage treatment plant, test results, and operational conditions
5. Renewal and Additional Surveys
Administrations should ensure continued performance in accordance with MARPOL Annex IV.
6. Familiarization and Maintenance
Ship personnel should be familiarized with operation and maintenance
Routine maintenance should be clearly defined and recorded
These guidelines provide a uniform interpretation of MARPOL Annex IV requirements and assist in determining appropriate parameters for sewage treatment plants.
.1 the discharge of sewage from a ship necessary for the purpose of securing the safety of a ship and those on board or saving life at sea; or
.2 the discharge of sewage resulting from damage to a ship or its equipment if all reasonable precautions have been taken before and after the occurrence of the damage, for the purpose of preventing or minimizing the discharge.
Chapter 2 – Surveys and certification
Regulation- 4 Surveys
An initial survey before the ship is put in service or before the issuance of international sewage pollution prevention certificate for the first time. It includes complete survey of its structure, equipment, systems, fittings, arrangements and material fully comply with the requirements of this Annex.
A renewal survey at intervals specified by the Administration, but not exceeding five years. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex.
An additional survey either general or partial, according to the circumstances, shall be made after a repair. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.
Regulation 5 – Issue or endorsement of Certificate
1. An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal survey to any ship which is engaged in voyages to ports or offshore terminals. Validity should not exceed five years.
2. Such certificate must be issued and approved by an administration
Regulation 6 – Issue or endorsement of a Certificate by another Government
1 At the request of the Administration, another foreign government may survey the ship and if satisfied that, shall issue or authorize the issue of an International Sewage Pollution Prevention Certificate to the ship.
2 A copy of the Certificate and a copy of the survey report shall be transmitted as soon as possible to the Administration requesting the survey.
3 The Certificate contain a statement that it has been issued at the request of the Administration and it shall have the same force and receive the same recognition as the Certificate issued by the ship’s own flag state administration.
4 No International Sewage Pollution Prevention Certificate shall be issued to a ship who flag state is not a party to the convention.
Regulation 7 – Form of Certificate The International Sewage Pollution Prevention Certificate shall be drawn up in the form corresponding to the model given in this Annex. Certificate shall be at least in English, French or Spanish.
Regulation 8 – Duration and validity of Certificate
1 An International Sewage Pollution Prevention Certificate shall be issued for a period specified by the Administration which shall not exceed five years.
2.1 When the renewal survey is completed within three months before the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of expiry of the existing Certificate.
2.2 When the renewal survey is completed after the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of expiry of the existing Certificate.
2.3 When the renewal survey is completed more than three months before the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of completion of the renewal survey
Chapter- 3 Equipment and control of discharge .a4c3 .an4c3
Regulation 9 – Sewage systems 1 to comply annex 4 Every ship shall be equipped with one of the following sewage systems:
.1 a sewage treatment plant approved by the Administration, taking into account the standards and test methods developed by the Organization, or
.2 a sewage comminuting and disinfecting system approved by the Administration along with a storage tank for the temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land, or
.3 a holding tank of the capacity to the satisfaction of the Administration for the retention of all sewage, considering the operation of the ship, the number of persons on board and other relevant factors. The holding tank shall be constructed to the satisfaction of the Administration and shall have a means to indicate visually the amount of its contents.
Regulation 10 – Standard discharge connections
.a4sdc .annex 4 isc .annex 4 sdc .sdc .an4sdc
1 To enable pipes of reception facilities to be connected with the ship’s discharge pipeline, both lines shall be fitted with a standard discharge connection in accordance with the following table:
Standard dimensions of flanges for discharge connections
ISC
Annex 1
Annex 4
Description
Outside Diameter (OD)
178mm
215mm
210mm
Inside Diameter (ID)
64mm
According to pipe, max 125 mm outer dia
According to pipe dia, max 100mm outer dia
Bolt Circle Diameter (PCD)
132mm
183mm
170mm
Slots in Flange
4 holes
6 holes
4 holes
Bolt Hole dia
19mm
22 mm
18mm
Bolt dia
16mm
20 mm
16mm
Flange Thickness
14.5 mm minimum
20 mm
16mm
Bolts & Nuts
4 bolts, 4 nuts
6 bolts, 6 nuts
4 bolts, 4 nuts
Bolt length
50mm
Suitable length
Suitable length
Washers
8 nos
10 bar
8 nos
Pressure
10 bar
6 bar
6 bar
Regulation 11 – Discharge of sewage .a4r11 .annex 4 discharge of sewage
1 Any discharge of sewage into the sea is prohibited, except when:
.1 the ship is discharging comminuted and disinfected sewage using a system approved by the Administration, at a distance of more than 3 nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land, The sewage that has been stored in holding tanks shall not be discharged instantaneously but at a moderate rate when the ship is en route and proceeding at not less than 4 knots; the rate of discharge shall be approved by the Administration.
.2 the ship has in operation an approved sewage treatment plant which has been certified by the Administration to meet the operational requirements
.2.1 the test results of the plant are laid down in the ship’s International Sewage Pollution Prevention Certificate; and
.2.2 the effluent shall not produce visible floating solids nor cause discoloration of the surrounding water.
3 When the sewage is mixed with wastes or wastewater covered by other Annexes of MARPOL 73/78, the requirements of those Annexes shall be complied with in addition to the requirements of this Annex.
Memorization technique – Regulation 11 – Discharge of Sewage
General Rule
Discharging sewage into the sea is prohibited, except under specific conditions.
Permitted Discharge Conditions
Comminuted and Disinfected Sewage
Distance: > 3 nautical miles from nearest land
System: Approved by Administration
Untreated Sewage
Distance: > 12 nautical miles from nearest land
Sewage from Holding Tanks
Ship speed: ≥ 4 knots
Discharge rate: Moderate, approved by Administration
Approved Sewage Treatment Plant
Certified by Administration
Test results in International Sewage Pollution Prevention Certificate
Effluent: No visible floating solids or water discoloration
Mixed Waste
When sewage is mixed with other wastes covered by MARPOL 73/78 Annexes, comply with requirements of all relevant Annexes.
Key Points to Remember
Distance Matters: 3 miles for treated, 12 miles for untreated sewage
Speed Requirement: 4 knots minimum for holding tank discharge
Certification: Treatment plants need proper certification
Visual Test: No visible solids or discoloration from treatment plant effluent
Mixed Waste: Additional rules apply when sewage is mixed with other wastes
By focusing on these main points, you can more easily recall the essential requirements of Regulation 11 for sewage discharge into the sea.
Regulation 12 – Reception facilities
1 The Government of each Party to the Convention shall provide reception facilities at ports and terminals for the reception of sewage, without causing delay to ships, adequate to meet the needs of the ships using them.
This Annex apply to all ships carrying harmful substances in packaged form.
REGULATION 2- PACKING
Packages shall be adequate to minimize the hazard to the marine environment, having regard to their specific contents.
REGULATION 3- MARKING AND LABELLING
Packages containing a harmful substance shall be durably marked labelled to indicate that the substance is a harmful substance in accordance with the IMDG Code (international code for the maritime transport of dangerous goods in packaged form).
The method of affixing marks or labels on packages containing a harmful substances hall be in accordance with the IMDG Code.
REGULATION 4- DOCUMENTATION
Transport information relating to the carriage of harmful substances shall be in accordance with the relevant provisions of the IMDG Code
Each ship carrying harmful substances shall have a Dangerous goods manifest or stowage plan in accordance with the IMDG Code. A detailed stowage plan provide to identify the class and sets out the location of all dangerous goods on board
REGULATION 5- STOWAGE
Harmful substances shall be properly stowed and secured to minimize the hazards to the marine environment without impairing the safety of the ship and persons on board.
Regulation 6 – Quantity limitations
Certain harmful substances may, for sound scientific and technical reasons, need to be prohibited for carriage or be limited as to the quantity which may be carried aboard any one ship. In limiting the quantity, due consideration shall be given to size, construction, and equipment of the ship, as well as the packaging and the inherent nature of the substances.
Regulation 7 – Exceptions (1) Jettisoning(throw or drop from ship) of harmful substances carried in packaged form shall be prohibited, except where necessary for the purpose of securing the safety of the ship or saving life at sea. (2)Appropriate measures based on the physical, chemical and biological properties of harmful substances shall be taken to regulate the washing of leakages overboard, This should not impair the safety of the ship and persons on board.
Regulation 8 – Port State control on operational requirements* (1) A ship when in a port of another Party is subject to inspection by officers duly authorized where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of pollution by harmful substances. (2) In this circumstances, steps should be taken to ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex.
Reception facilities and cargo unloading terminal arrangements
Regulation 2
Application
Unless expressly provided otherwise, the provisions of this Annex shall apply to all ships certified to carry noxious liquid substances in bulk.
Regulation 6 Categorization and listing of noxious liquid substances and other substances
For the purpose of the regulations of this Annex, noxious liquid substances shall be divided into four categories as follows:
Category X:
Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment
Category Y:
Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment.
Category Z:
Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment;
Other substances:
Substances indicated as OS (Other substances) in the pollution category column of chapter 18 of the International Bulk Chemical Code which have been evaluated and found to fall outside category X, Y or Z of this Annex. At present, considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning or deballasting operations.
Regulations 8 Surveys
Ships carrying noxious liquid substances in bulk shall be subject to the surveys specified below:
1. An initial survey
before the ship is put in service or before the Certificate required (An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk) is issued for the first time. It shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship is covered by this Annex. This survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex.
2. A renewal survey
at intervals specified by the Administration, but not exceeding 5 years. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex.
3. An intermediate survey
within 3 months before or after the second anniversary date or within 3 months before or after the third anniversary date of the Certificate. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems fully comply with the applicable requirements of this Annex and are in good working order. Such survey shall be endorsed on the certificate.
4. An annual survey
within 3 months before or after each anniversary date of the Certificate. It includes a general inspection of the structure, equipment, systems, fittings, arrangements and material in order to ensure that they have been maintained and remain satisfactory for the service. Such survey shall be endorsed on the certificate.
5. An additional survey
shall be made after any important repairs or renewals. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.
Regulation 9 Issue or endorsement of Certificate
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be issued, after an initial or renewal survey to any ship intended to carry noxious liquid substances in bulk and which is engaged in voyages to ports or terminals under the jurisdiction of other Parties to the Convention.
Such Certificate shall be issued or endorsed either by the Administration or by any person or organization duly authorized by it. In every case, the Administration assumes full responsibility for the Certificate.
Regulation 10 Duration and validity of Certificate
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall be issued for a period specified by the Administration which shall not exceed 5 years.
Regulation 11 Design, construction, equipment and operations
The design, construction, equipment and operation of ships certified to carry noxious liquid substances in bulk shall be in compliance with the provisions identified in chapter 17 of the International Bulk Chemical Code, to minimize the uncontrolled discharge into the sea of such substances.
Regulation 12 Pumping, piping, unloading arrangements and slop tanks
Every ship constructed on or after 1 January 2007 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in category X, Y or Z does not retain a quantity of residue in excess of 75 liters in the tank and its associated piping.
Ships certified to carry substances of category X, Y or Z shall have an underwater discharge outlet (or outlets).
The underwater discharge outlet (or outlets) shall be located within the cargo area in the vicinity of the turn of the bilge and shall be so arranged as to avoid the re-intake of residue/water mixtures by the ship’s seawater intakes.
Regulation 13 Control of discharges of residues of noxious liquid substances
The discharge into the sea of residues of substances assigned to category X, Y or Z or ballast water, tank washings or other mixtures containing such substances shall be prohibited unless such discharges are made in full compliance with the applicable operational requirements contained in this Annex.
Before any prewash or discharge procedure is carried out in accordance with this regulation, the relevant tank shall be emptied to the maximum extent
Discharge standards
The ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled
The discharge is made below the waterline through the underwater discharge outlet(s) not exceeding the maximum rate for which the underwater discharge outlet(s) is (are) designed
The discharge is made at a distance of not less than 12 nautical miles from the nearest land in a depth of water of not less than 25 metres
Regulation 14 Procedures and Arrangements Manual
Every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved by the Administration. The Manual shall have a standard format in compliance with this Annex. In the case of a ship engaged in international voyages on which the language used is not English, French or Spanish, the text shall include a translation into one of these languages.
The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of this Annex.
Regulation 15 Cargo Record Book
Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part of the ship’s official log-book or otherwise, in the form specified to this Annex.
In the event of an accidental discharge of a noxious liquid substance or a mixture containing such a substance or a discharge, an entry shall be made in the Cargo Record Book stating the circumstances of, and the reason for, the discharge.
Each entry shall be signed by the officer or officers in charge of the operation concerned and each page shall be signed by the master of the ship
The Cargo Record Book shall be kept in such a place as to be readily available for inspection. It shall be retained for a period of three years after the last entry has been made.
The competent authority of the Government of a Party may inspect the Cargo Record Book on board any ship to which this Annex applies while the ship is in its port, and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry.
Regulation 17 Shipboard marine pollution emergency plan for noxious liquid substances
Every ship of 150 gross tonnages and above certified to carry noxious liquid substances in bulk shall carry on board a shipboard marine pollution emergency plan for noxious liquid substances approved by the Administration.
Such a plan shall be based on the Guidelines developed by the Organization [Resolution MEPC.138(53)] and written in a working language or languages understood by the master and officers. The plan shall consist at least of:
The procedure to be followed by the master or other persons having charge of the ship to report a noxious liquid substances pollution incident.
The list of authorities or persons to be contacted in the event of a noxious liquid substances pollution incident
A detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of noxious liquid substances following the incident.
The procedures and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution.
MARPOL ANNEX-II CERTIFICATES & DOCUMENTS
International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) – MARPOL Annex II, Regulation 8
Procedures and Arrangements Manual (P & A Manual) – MARPOL Annex II, Regulation 14, Resolution MEPC.18(22)
Cargo Record Book (MARPOL Annex II, Regulation 15.2)
Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances -MARPOL Annex II, Regulation 17
ANY CHEMICAL TANKER SHALL CARRY
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
International Bulk Chemical Code (IBC Code), section1.5 ,IBC Code as modified by resolutions MSC.16(58) and MEPC.40(29)
(i) The feed to emulsified bilge water should not result in the discharge overboard of any mixture containing more than 15ppm of oil.
(ii) Fail-safe arrangements to avoid any discharge in case of malfunction should be provided.
(2) The 15ppm Bilge Alarm
(i) The ppm display should not be affected by emulsions and/or the type of oil.
(ii) The response time of the 15ppm Bilge Alarm should not exceed 5 seconds (before it was 20 seconds)
(iii)The 15ppm Bilge Alarm should have a recording device which will
> record date, time and alarm status, and operating status of the 15ppm Bilge Separator.
The recording device should
> store data for at least eighteen months and should be able to display or print a protocol for official inspections as required.
(iv) willful manipulation of 15ppm Bilge Alarms is prevented . Every access of the 15ppm Bilge Alarm beyond the essential maintenance requires the breaking of a seal; and
(b) the 15ppm Bilge Alarm should be so constructed that the alarm is always activated whenever clean water is used for cleaning or zeroing purposes.
(3) Relevant piping arrangements
(i) Automatic stopping device →The automatic stopping device should have a recirculating valve arrangement installed in the effluent outlet line of 15ppm bilge separator. When the oil content of the effluent exceeds 15ppm the device will automatically diverts the effluent mixture from being discharge overboard back to the ship’s bilges or bilge tank
→The means by stopping of bilge pump will not permitted.
(ii) Re-circulating facilities
Re-circulating facilities should be provided, after and adjacent to the overboard outlet of the stopping device to enable the 15ppm Bilge Separator system, the 15ppm Bilge Alarm and the automatic stopping device, to be tested with the overboard discharge closed.
(iii) Capacity of the supply pump →The capacity of the supply pump should not exceed 110% (150% previously) of the rated capacity of the 15ppm Bilge Separator with
→ size of pump and motor, to be stated on the Certificate of Type Approval.
(iv) Overall response time Overall response time between an effluent discharge from the 15ppm Bilge Separator exceeding 15ppm, and the operation of the Automatic Stopping Device preventing overboard discharge, should be as short as possible (including the response time of the 15ppm Bilge Alarm).The maximum time is 20 seconds (it was 40 seconds previously).
(v) Sampling point For future inspection purposes on board ship, a sampling point should be provided in a vertical section of the water effluent piping (from the center of pipe) as close as is practicable to the 15ppm Bilge Separator outlet.
(vi) The arrangement for the extraction of samples to the 15ppm Bilge Alarm
The arrangement for the extraction of samples from the 15ppm Bilge Separator discharge line to the 15ppm Bilge Alarm should give a truly representative sample of the effluent with an adequate pressure and flow. The Sample should be taken from the center of a vertical section of the water effluent piping.)
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(4) Others
(i) Operating and Maintenance manuals
A vessel fitted with a 15ppm Bilge Separator and a 15ppm Bilge Alarm should have a copy of Operating and Maintenance manuals. on board (ii) Calibration of 15ppm Bilge Alarms The accuracy of the 15ppm Bilge Alarms should be checked at IOPP annual/intermediate/renewal surveys (checked at IOPP Certificate renewal surveys)according to the manufacturer’s instructions.
Alternatively, the unit may be replaced by a calibrated 15ppm Bilge Alarm.
The calibration certificate for the 15ppm Bilge Alarm should have the certifying date of last calibration check. It should be kept onboard for inspection purposes.
The accuracy checks can only be done by the manufacturer or persons authorized by the manufacturer.
MEPC.285(70) – amendment to MEPC 107(49):
The latest amendment to MEPC.107(49) is Resolution MEPC.285(70), which was adopted on October 28, 2016
Main Changes
Reference Updates: The amendment replaced references to “regulation 16” with “regulation 14” in several paragraphs, including 1.2.1, 1.2.2.1, 2.1, and 3.1
Calibration Requirements: The most significant change was to section 4.2.11, which deals with the calibration and testing of 15 ppm bilge alarms.
The new requirements are:
Calibration certificates should be checked at IOPP annual/intermediate/renewal surveys.
Accuracy of 15 ppm bilge alarms must be checked by calibration and testing.
This should be done by the manufacturer or authorized persons.
The interval between checks should not exceed five years after commissioning, or within the term specified by the manufacturer, whichever is shorter.
Alternatively, the unit may be replaced by a calibrated 15 ppm bilge alarm.
The calibration certificate, showing the date of the last calibration check, must be kept on board for inspection.
SOPEP stands for Ship oil pollution emergency plan and as per the MARPOL 73/78 requirement under Annex I, an oil tanker 150 GT and all ships with 400 GT and above must carry an oil prevention plan
Master of the ship is the overall in charge of the SOPEP, along with the chief officer as subordinate in charge for implementation of SOPEP on board. SOPEP also describes the plan for the master, officer and the crew of the ship regarding ways to tackle various oil spill scenarios that can occur on a ship.
The essential SOPEP requirements for a ship are:
1. The Ship Oil Pollution Emergency Plan must be a written plan.
2. The plan guides the Master and officers on board the ship concerning the steps to be taken when an oil pollution incident has occurred or if there is a risk of one.
5. A recognized authority has approved the SOPEP, and there are no changes or revisions made without the prior approval of the Administration.
6. If there are any changes in the plan which is non-mandatory, it generally does not require approval from the administration. The owner and ship manager must update about the non-mandatory changes done in the plan
Contents of SOPEP
SOPEP contains the following things:
•The action plan which contains the duty of each crew member at the time of the spill, including emergency muster and actions.
•SOPEP contains the general information about the ship and the owner of the ship etc.
•Steps and procedure to contain the discharge of oil into the sea using SOPEP equipment
•It contains the inventory of the SOPEP material provided for pollution prevention such as an oil absorbent pads, sawdust bags, booms etc.
•Onboard reporting procedure and requirement in case of an oil spill is described
•Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP. Authorities like port state control, oil clean up team etc are to be notified
•SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel with the positioning of vents, save all trays etc.
•The general arrangement of the ship is also listed in SOPEP, which includes the location of all the oil tanks with capacity, content etc.
•The location of the SOPEP locker and contents of the locker with a list of inventories
•Guidance to keep the records of the pollution incident (for liability, compensation and insurance purpose)
•Procedure to maintain the record as required by the authorities
17. Non sparking hand pump (portable air driven pumps)
18. Screwdriver
19. 7-barrel kits for USCG
The SOPEP locker must be stowed in an easily accessible locker, clearly marked, and prior to all bunkering operations SOPEP items to be brought on deck ready for immediate use,
The overview of general duties of ships’ crew under SOPEP:
MASTER: He/she is overall in charge of any incident related to the oil spill and should contact the authorities about it. He/she needs to ensure all crew members are complying with the plan and records are maintained for the incident
Chief Engineer: He/she will be the in charge of the bunkering operation and will instruct the subordinates to prepare SOPEP KIT prior to any oil related operation (Sludge transfer, lube oil bunkering, fuel oil bunkering etc.). Chief engineer should keep the Master informed and updated on the situation, and the results from action taken to limit oil outflow.
Chief Officer: He/she will be the in charge of complete deck operation to prevent any oil spill or in the event of a spill, the Chief officer must always keep the master in the loop and update the situation and action taken to stop or reduce an oil outflow.
Deck Duty Officer: To Assist the chief officer in deck watch and alert and inform Chief Officer/ Chief Engineer on any potential oil spill situation.
Duty Engineer: To assist Chief Engineer for any oil transfer operation which includes preparation of SOPEP material and readiness of firefighting equipment.
Duty Rating(s): To assist and alert the duty officer and engineer for detection of potential oil leakage and to immediately assist by all possible means to restrict and clean an ongoing spill. He/she should bring the additional SOPEP material to the location for preventing oil from reaching the ship’s railing.
SOPEP does not only provide details for preventing and fighting an oil spill, but it also acts similar to any other regulation of SOLAS as it also has the details to save the ship and crew in the event of mishap such as fire, collision, listing etc. and other related incident related to oil.
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.
Chapters:
It has 7 chapters:
Annex I- Regulations for the Prevention of Pollution by Oil
Chapter 2 – Surveys and certification Regulation 6 Surveys Regulation 7 Issue or endorsement of a Certificate Regulation 8 Issue or endorsement of a Certificate by another Government Regulation 9 Form of Certificate Regulation 10 Duration and validity of Certificate Regulation 11 Port State control on operational requirements
Chapter 3 – Requirements for machinery spaces of all ships Part A – Construction
Part C – Control of operational discharge of oil ‘ Regulation 15 Control of discharge of oil
A: Discharges outside special areas B: Discharges in special areas C: Requirements for ships of less than 400 gross tonnage in all areas except the Antarctic area D: General requirements
Regulation 16 Segregation of oil and water ballast and carriage of oil in forepeak tanks Regulation 17 Oil Record Book, Part I – Machinery space operations
Chapter 4 – Requirements for the cargo areas of oil tankers Part A – Construction Regulation 18 Segregated ballast tanks Regulation 19 Double hull and double bottom requirements for oil tankers delivered on or after 6 July 1996 Regulation 20 Double hull and double bottom requirements for oil tankers delivered before 6 July 1996 Regulation 21 Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo Regulation 22 Pump-room bottom protection Regulation 23 Accidental oil outflow performance Regulation 24 Damage assumptions Regulation 25 Hypothetical outflow of oil Regulation 26 Limitations of size and arrangement of cargo tanks Regulation 27 Intact stability Regulation 28 Subdivision and damage stability Regulation 29 Slop tanks Regulation 30 Pumping, piping and discharge arrangement
Part B – Equipment Regulation 31 Oil discharge monitoring and control system Regulation 32 Oil/water interface detector Regulation 33 Crude oil washing requirements
Part C – Control of operational discharge of oil Regulation 34 Control of discharge of oil
A: Discharges outside special areas B: Discharges in special areas C: Requirements for oil tankers of less than 150 gross tonnage D: General requirements
Regulation 35 Crude oil washing operations Regulation 36 Oil Record Book, Part II – Cargo/ballast operations
Chapter 5 – Prevention of oil pollution arising from an oil pollution incident
Regulation 37 Shipboard oil pollution emergency plan
Chapter 7 – Special requirements for fixed or floating platforms Regulation 39 Special requirements for fixed or floating platforms
SPECIAL AREAS UNDER MARPOL ANNEX 1
.eca .annex 1 special area .a1sa
ANTARCTIC SEA
THE BLACK SEA
BALTIC SEA
“GULFS” AREA.
THE GULF OF ADEN
OMAN AREA OF THE ARABIAN SEA
THE RED SEA
THE MEDITERRANEAN SEA
NORTHWEST EUROPEAN WATERS
SOUTHERN SOUTH AFRICAN WATERS
Chapter 01: General
Regulation 1 – Definitions
Regulation 2 – Application
Regulation 3 – Exemptions and waivers
Regulation 4 – Exceptions
This annex shall not apply to the 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
This annex shall not apply to the discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment but reasonable precautions need to be taken after the damage or discovery of the discharge to minimize the discharge
But if the owner or the master willingly and recklessly caused the damage knowing that damage would probably cause the discharge of oil this will not be exempted and necessary actions need to be taken.
This annex shall not apply to the discharge into the sea of substances containing oil, approved by the Administration, to combat specific pollution incidents in order to minimize the damage from pollution.
Chapter 02: Survey and Certifications
Regulation 6 – Surveys
Every oil tanker of 150 gross tonnages and above, and every other ship of 400 gross tonnages and above shall be subject to the surveys specified below
1. An initial survey
before the ship is put in service or
before the Certificate required (An International Oil Pollution Prevention Certificate) is issued for the first time. It shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material. This survey shall ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex.
2. A renewal survey
at intervals specified by the Administration, but not exceeding 5 years. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex.
3. An intermediate survey
Conducted within 3 months before or after the second anniversary date or within 3 months before or after the third anniversary date of the Certificate.
The intermediate survey shall ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily water separating equipment and oil filtering systems, fully comply with the applicable requirements of this Annex
and are in good working order. Intermediate surveys shall be endorsed on the International Oil Pollution Prevention Certificate.
4. An annual survey
Conducted within 3 months before or after each anniversary date of the Certificate, It includes a general inspection of the structure, equipment, systems, fittings, arrangements and material to ensure that they have been maintained in accordance with this regulation and that they remain satisfactory. Such annual surveys shall be endorsed on the International Oil Pollution Prevention Certificate.
5. An additional survey
Either general or partial, according to the circumstances, shall be made after a repair or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made. Ensure that material and workmanship of such repairs or renewals are satisfactory. Also ensure the ship complies in all respects with the requirements of this Annex.
Regulation 7 – Issue or endorsement of certificate
An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey to any oil tanker of 150 gross tonnages and above and any other ships of 400 gross tonnages according to provisions of this annex.
The certificate is supplemented by a Record of Construction and Equipment for Ships Other Than Oil Tankers (Form A) or
Record of Construction and Equipment for Oil Tankers (Form B), as appropriate.
This certificate shall be issued or endorsed by the Administration or any other organization authorized by it.
Regulation 10 – Duration and validity of certificate
An International Oil Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years.
Chapter-3 Requirements for machinery spaces of all ships
Annex 1 Chapter 3
.annex 1 chapter 3 .annex 1 chap 3
Annex 1 chap 3 .a1c3 .an1c3
Annex 1 chapter 3 is requirements for the machinery space
It has 3 part. Part A B and C
Part A- Construction
Regulation 12 – Tanks for oil residues (sludge)
Every ship of 400 gross tonnages and above shall be provided with a tank or tanks of adequate capacity to receive the oil residues (sludge) resulting from the purification of fuel and lubricating oils and oil leakages in the machinery spaces.
Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection
Regulation 13 – Standard discharge connection
To enable pipes of reception facilities to be connected with the ship’s discharge pipeline for residues from machinery bilges and from sludge tanks, both lines shall be fitted with a standard discharge connection of specified dimensions.
.annex 1 sdc .annex 1 isc .a1sdc .sdc
Standard dimensions of flanges for discharge connections
ISC
Annex 1
Annex 4
Description
Outside Diameter (OD)
178mm
215mm
210mm
Inside Diameter (ID)
64mm
According to pipe, max 125 mm outer dia
According to pipe dia, max 100mm outer dia
Bolt Circle Diameter (PCD)
132mm
183mm
170mm
Slots in Flange
4 holes
6 holes
4 holes
Bolt Hole dia
19mm
22 mm
18mm
Bolt dia
16mm
20 mm
16mm
Flange Thickness
14.5 mm minimum
20 mm
16mm
Bolts & Nuts
4 bolts, 4 nuts
6 bolts, 6 nuts
4 bolts, 4 nuts
Bolt length
50mm
Suitable length
Suitable length
Washers
8 nos
12 nos
8 nos
Pressure
10 bar
6 bar
6 bar
Part B – Equipment
Regulation 14 – Oil filtering equipment
→Any ship of 400 gross tonnages and above but less than 10,000 gross tonnages shall be fitted with oil filtering equipment of a design approved by the Administration. This equipment will ensure that any oily mixture discharged into the sea after passing through the system has an oil content not exceeding 15 parts per million.
→Any ship of 10,000 gross tonnages and above shall be fitted with oil filtering equipment, of a design approved by the administration and should ensure that
→any discharge of oily mixtures is automatically stopped when the oil content of the effluent exceeds 15 parts per million.
In addition, it shall be provided with alarm arrangements to indicate when this level cannot be maintained.
Ships, such as hotel ships, storage vessels, etc., which are stationary doesn’t need to be provided with oil filtering equipment.
Such ships shall be provided with a holding tank having a volume adequate for the total retention on board of the oily bilge water.
All oily bilge water shall be retained on board for discharge to reception facilities.
Part C- Control of operational discharge of oil
Regulation 15 – Control of discharge of oil
A Discharges outside special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnages and above shall be prohibited except when all the following conditions are satisfied:
The ship is proceeding en route.
The oily mixture is processed through an oil filtering equipment meeting the requirements of this Annex
The oil content of the effluent without dilution does not exceed 15 parts per million
The oily mixture does not originate from cargo pump-room bilges on oil tankers
The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
B Discharges in special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except when all of the following conditions are satisfied:
1 The ship is proceeding en route;
.2 The oily mixture is processed through an oil filtering equipment equipped with auto stopping device with alarm system
.3 The oil content of the effluent without dilution does not exceed 15 parts per million;
.4 The oily mixture does not originate from cargo pump-room bilges on oil tankers; and
.5 The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
Regulation 16 – Segregation of oil and water ballast and carriage of oil in forepeak tanks
For ships above 400 GT other than oil tankers and oil tankers of 150 GT and above no ballast water shall be carried in any oil fuel tank.
When need to carry large quantities of oil fuel and for this purpose need to carry ballast water in fuel tanks such ballast water shall be discharged to reception facilities and an entry shall be made in the Oil Record Book.
For ships of 400 GT and above built after January 1982, shall not carry oil in fore peak tank or forward of the collision bulkhead.
Regulation 17 – Oil Record Book, Part I (Machinery space operations)
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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).
The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis whenever any of the following machinery space operations takes place in the ship:
Ballasting or cleaning of oil fuel tanks;
Discharge of dirty ballast or cleaning water from oil fuel tanks;
Collection and disposal of oil residues (sludge and other oil residues);
Discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and
Bunkering of fuel or bulk lubricating oil.
Accidental discharge and reason for that
Each operation shall be fully recorded without delay
Each entry shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship.
Entries should have made in English, French or Spanish
Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.
The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all reasonable times and shall be preserved for a period of three years after the last entry has been made.
Chapter 4: Requirements for cargo areas of oil tankers
.a1c4 .an1c4 .annex1 chapter4 .ann1c4
Annex 1 chapter 4 is Requirements for the cargo areas of oil tankers
Part A – Construction
Regulation 30 – Pumping, piping and discharge arrangement
In every oil tanker of 150 gross tonnage and above, a discharge manifold for connection to reception facilities for the discharge of dirty ballast water or oil-contaminated water shall be located on the open deck on both sides of the ship.
And the pipelines for the discharge to the sea of ballast water or oil-contaminated water from cargo tank areas shall be led to the open deck or to the ship’s side above the waterline
Part B- Equipment
Regulation 31 – Oil discharge monitoring and control system
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Oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and control system approved by the Administration.
The system shall be fitted with a recording device to provide a continuous record of the discharge in liters per nautical mile and total quantity discharged, or the oil content and rate of discharge.
The record shall be identifiable by time and date and shall be kept for at least three years.
discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds approved level.
Any failure of this monitoring and control system shall stop the discharge.
In the event of failure of the oil discharge monitoring and control system a manually operated alternative method may be used, but the defective unit shall be made operable as soon as possible. A tanker with a defective oil discharge monitoring and control system can undertake one ballast voyage but after that must go to a repair port.
The system shall be provided with an operational manual approved by the Administration.
Regulation 33 – Crude oil washing requirements
Every crude oil tanker of 20,000 tonnes deadweight and above delivered after 1 June 1982 shall be fitted with a cargo tank cleaning system using crude oil washing.
Part C – Control of discharge of oil
Regulation 34 – Control of discharge of oil
Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker of 150 gross tonnage and above shall be prohibited except when all the following conditions are satisfied:
The tanker is not within a special area.
The tanker is more than 50 nautical miles from the nearest land.
The tanker is proceeding en route.
The instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile.
The total oil discharged into the sea does not exceed 1/30000 of the total quantity of the particular cargo from which the residue formed.
The tanker has in operation an oil discharge monitoring and control system.
Regulation 35 – Crude oil washing operations
Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment Manual. This manual shall have details the system and equipment. Also shall have operational procedures. This manual need be to the satisfaction of the Administration.
Regulation 36 – Oil Record Book, Part II – Cargo/ballast operations
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Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II for Cargo/Ballast Operations.
The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis, whenever any of the following cargo/ ballast operations take place in the ship:
.1
Loading of oil cargo;
.2
Internal transfer of oil cargo during voyage;
.3
Unloading of oil cargo;
.4
Ballasting of cargo tanks and dedicated clean ballast tanks;
.5
Cleaning of cargo tanks including crude oil washing;
.6
Discharge of ballast except from segregated ballast tanks;
.7
Discharge of water from slop tanks;
.8
Closing of all applicable valves after slop tank discharge operations;
.9
Closing of all valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations; and
.10 Disposal of cargo cleaning residues.
Chapter 5: Prevention of Pollution Arising from an Oil Pollution Incident
Regulation 37 – Shipboard oil pollution emergency plan
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.
1. Bulk carrier means the ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces and is intended primarily to carry dry cargo in bulk. Ore carriers & combination carriers are also included as bulk carriers.
2 Application
All bulk carriers need to comply with the provisions of this regulation.
4.Damage stability requirements applicable to bulk carriers
1. Single side skin construction bulk carriers which are 150 m in length & above,
→ designed to carry solid bulk cargoes
→ having a cargo density of 1000 kg/m3 and above,
→ constructed on or after 1 July 1999,
→ when these types of bulk carriers loaded up to their summer load line,
→ they need to withstand flooding of any one cargo hold in all loading conditions and
→ remain afloat in a satisfactory condition of equilibrium.
2. Single side skin construction bulk carriers which are of 150m length & above,
→ constructed before 1 July 1999
→ carrying solid bulk cargoes having a density of 1780 kg/m3 and above,
→ when they are loaded up to their summer load line,
→ they need to be able to withstand flooding of the foremost cargo hold in all loading conditions and
→ remain afloat in a satisfactory condition of equilibrium.
3. The permeability of the loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95.
5.Structural strength of bulk carriers
1. (This regulation applies to the bulk carriers constructed on or after 1 July 1999)
Bulk carriers of 150 m in length & above of single side skin construction,
→ designed to carry solid bulk cargoes having a density of 1000 kg/m3 and above,
→ shall have sufficient strength to withstand flooding of any one cargo hold in all loading and ballast conditions,
→ dynamic effects resulting from the presence of water in the hold also need to be considered.
2. (This regulation applies to the bulk carriers constructed before 1 July 1999)
Bulk carriers of 150 m in length & above of single side skin construction,
→ designed to carry solid bulk cargoes having a density of 1780 kg/m3 and above,
→ shall have sufficient strength to withstand flooding of foremost cargo hold in all loading and ballast conditions,
→ dynamic effects resulting from the presence of water in the hold also need to be considered.
6.Structural and other requirements for bulk carriers
(This regulation applies to the bulk carriers constructed before 1 July 1999)
1. Bulk carriers of 150 m in length & above of single side skin construction,
→ carrying solid bulk cargoes having a density of 1780 kg/m3 and above
2. The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold
→ shall have sufficient strength to withstand flooding of the foremost cargo hold,
→ dynamic effects resulting from the presence of water in the hold also need to be considered.
7.Survey of the cargo hold structure of the bulk carriers
(This regulation applies to the bulk carriers constructed before 1 July 1999)
A bulk carrier of 150 m in length & above of single side skin construction, of 10 years of age and over,
→ shall not carry solid bulk cargoes having a density of 1780 kg/m3 & above unless it has satisfactorily undergone either:
1. A periodical survey according to the enhanced survey program of inspections required by regulation XI/2; or
2. A survey of all cargo holds to the same extent as needed for the periodical surveys in the enhanced survey program of inspections required by regulation XI/2.
8.Information on compliance with requirements for bulk carriers
1. The booklet (Trim and stability booklet – Loading Manual) required to carry in a bulk carrier shall be endorsed by the Administration.
2. If a bulk carrier has limitations on the carriage of solid bulk cargoes having a density of 1780 kg/m3 and above, then that bulk carrier needs to be identified and this information need to be recorded in the booklet.
3. A bulk carrier which has limitations on carrying solid bulk cargo of density 1780 kg/m3, needs to be marked on the side shell plate at three positions at amidships, port and starboard. The mark should be a solid equilateral triangle having sides of 500 mm and its apex 300 mm beneath the deck line. The mark needs to be painted with a contrasting colour to that of the hull.
9. Requirements for bulk carriers not being capable of complying with regulation 4.3 due to the design configuration of their cargo holds
They need to be provided with the bilge well high-water level alarms in all cargo holds, giving an audible and visual alarm on the navigation bridge,
They need to be provided with the complete information on the particular cargo hold flooding scenarios. These instructions shall be included in “Emergency Preparedness” scenario in safety management system(ISM). This information may also be used in training and drills to train the ship’s crews.
10 Solid bulk cargo density declaration
Before loading bulk cargo on bulk carriers 150m in length and above, the shipper shall declare the density of the cargo.
Any cargo declared to have a density 1250 kg/m3 to 1780 kg/m3 shall have its density endorsed by an accredited testing organization.
11 Loading Instrument
Bulk carriers of 150 m in length & above shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments.
12 Water level detectors in cargo holds
Bulk carriers shall be fitted with the water level detectors in the aft end of each cargo hold. Shall give audible and visual alarms on each occasion when the water level above the inner bottom of cargo hold reaches:
(a) A height of 0.5 metres; and
(b) Whichever is the lower of either:
(i) The height of a point which is not less than(<) 15% of the depth of the cargo hold, or
(ii)A height of two metres.
Water level detectors in ballast tanks
A water level detector shall be fitted in each forward ballast tank situated forward of collision bulkhead of a bulk carrier. It shall give both an audible and visual alarm when the liquid in the forward ballast tank reaches a level not exceeding 10% of tank capacity.
A device shall be fitted which overrides the alarm be installed and activated when the forward ballast tank is in use.
Water level detectors in dry or void space
Water level detector shall be fitted in each & every dry or void space of a bulk carrier, any part of which extends forward of the foremost cargo hold, giving an audible & visual alarm at a water depth of 0.1m in that space.
These alarms need not be fitted in the following areas:
(a) a dry/void space which is a chain cable locker; or
(b) in an enclosed space having volume which does not exceed 0.1% of the ship’s maximum displacement volume.
13 Availability of pumping systems:
Pumping system of ballast tanks forward of the collision bulkhead should be such that this can be operated remotely from navigation bridge or engine room.
14 Restrictions from sailing with any hold empty:
Bulk carriers of 150m length and above, single side skin construction,
when they carry cargo having density 1780kg/m3 and above-
and when they reach 10 years of age,
And they cannot withstand flooding in any of the cargo hold,
→ they shall not sail with any cargo hold loaded less than 10% of that hold’s maximum allowable capacity
The International Ship and Port Facility Security (ISPS) Code is part of SOLAS Chapter XI-2, focusing on enhancing maritime security. It applies to:
Passenger ships and high-speed passenger craft
Cargo ships and high-speed craft of 500 GT and upwards
The code consists of two parts:
Part A: Mandatory Provisions
Part B: Recommended Provisions
Objectives of ISPS Code
Detect and assess security threats
Establish cooperation between various entities
Define roles and responsibilities
Facilitate efficient information exchange
Prevent terrorist threats to ships and port facilities
Implement security levels and assessment methods
Prevent unauthorized access
Security Levels
ISPS Code defines three security levels:
MARSEC Level 1: Normal operations
MARSEC Level 2: Heightened risk
MARSEC Level 3: Probable or imminent risk
Key Components
Ship Security Assessment (SSA)
Risk assessment for ship security
Basis for developing Ship Security Plan
Ship Security Plan (SSP)
Protects crew, passengers, cargo, and ship safety
Approved by Flag State or Recognized Security Organization (RSO)
Includes measures for weapons prevention, restricted areas, and security procedures
Port Facility Security Plan (PFSP)
Protects port facilities, ships, cargo, and operations
Key Personnel
Ship Security Officer (SSO): Responsible for ship’s security
Company Security Officer (CSO): Ensures SSP implementation
Port Facility Security Officer (PFSO): Manages port facility security
Important Documents
Declaration of Security (DOS): Agreement between ship and shore on security measures
International Ship Security Certificate (ISSC): Issued after verification, valid for up to 5 years
Security Drills and Exercises
Drills: Conducted at least every 3 months
Exercises: Carried out annually, testing communication and response
Security Systems
Ship Security Alert System (SSAS)
Required for ships 500 GT and above
Minimum two activation buttons
Transmits ship-to-shore security alert
Automatic Identification System (AIS)
Required for ships 300 GT and above
Transmits and receives ship information
Long Range Identification & Tracking (LRIT)
Applies to passenger ships, high-speed craft, and cargo ships 300 GT and above
Reports ship location at least 4 times daily
Voyage Data Recorder (VDR)
Records data from various ship sensors
Stores last 24 hours of data for investigations
Citadel
Secure room for crew protection
Located in ship’s center or engine room
Equipped with communication systems, food, water, and essential controls
ISPS code – memory techniques
ISPS Overview: “SOLAS XI-2”
Security measures for Ships and Ports Objectives: Detect threats, establish cooperation, define roles Levels of security: 3 (MARSEC 1, 2, 3) Applies to: Passenger ships, cargo ships 500 GT and up Structure: Part A (Mandatory) and Part B (Recommended)
Detect and assess threats Restrict access to ships and port facilities Implement security procedures Liaise with authorities and exchange information Level-specific actions (1, 2, 3)
Key Personnel: “SCP”
Ship Security Officer (SSO) Company Security Officer (CSO) Port Facility Security Officer (PFSO)
Security Systems: “SALV”
SSAS: Ship Security Alert System (500 GT and above) AIS: Automatic Identification System (300 GT and above) LRIT: Long Range Identification & Tracking VDR: Voyage Data Recorder
Citadel Essentials: “SAFE ROOM”
Secure location (ship’s center or engine room) Access control (thick metal door, password protection) Food and water (48-hour supply) Equipment (communication systems, CCTV, controls)
Restricted areas protection Overall ship security enhancement Ongoing drills and exercises Maintenance of security measures
ISPS comes under Chapter XI-2 of SOLAS which is “Special measures to enhance Maritime Security
Ø The ISPS Code applies to:
Passenger ships, including high-speed passenger craft;
Cargo ships, including high-speed craft, of 500 GT and upwards;
The ISPS Code comprises of two Parts :
Part (A) : (Mandatory Provisions) and
Part (B) : (Recommended Provisions)
Objective Of ISPS Code:
To detect & assess security threat and take preventive measureto establish cooperation between various government, government agency, local administration, shipping and Port industries.
Establish the role and responsibility of the above bodies at National and international level for ensuring maritime security
Efficient Collection & Exchange of security threats.
Adopt measure to prevent terrorist threat to ships & port facilities
Adopt different level of security & method to assess them
Prevent Unauthorized access to ships, port facilities & their restricted areas
ISPS Security levels :
.security level .sec level .marsec security level
.isps security level .isps sec level
ISPS code has set three security levels.
MARSEC Level – 1 :(Normal Level)
The levelat which ships and port facilities normally operate. This is the minimum appropriate protective level for security measures & shall be maintained at all times.
MARSEC Level – 2 : (Heightened Level)
The level applying for as long as there is a heightened risk of a security incident
MARSEC Level – 3 : (Exceptional)
The level applying for the period of time when there is probable or imminent risk of security incident.
Security Measure :
@Level -1
Adequate deck & over side lighting.
Crew member should be issued photo identification.
Access on & off the vessel should be control & all person identify.
Access to certain area of the vessel to be limited with key control.
Unused room or space should be kept locked.
Periodic inspection/patrol should be made a regular interval.
@Level -2
In addition to level -1
Occasional search should be made at random interval.
Access of all visitors to the vessel should strictly control.
Close security to be paid on deliveries and stores.
Baggage should not be unattended.
Check should make on seal on container & other cargo.
No person other than crew member should be allowed on bridge or E/R.
Maintain close liaison with shore concerned.
All crew members should be reminded of bomb alert security of the vessel.
@Level-3
In addition to level 1 & 2:
Very tight security.
Restricted areas are totally closed.
100% ship’s store to be suspended.
Gangway is lifted.
No stores and bunkers will be loaded unless specifically instructed.
Limiting access to a single & controlled access.
Granting access only to those responding to the security incident.
Carry out full or partial search of the ship.
Suspending cargo-handling operation.
Tighten security patrol of the vessel.
Crew member should be briefed on seriousness of the situation.
.isps psc
.psc isps
To achieve the objectives of ISPS code some new measures have been taken.
Ø Ship Security Assessment (SSA):
Ship security assessment is the first step toward developing a security plan.
Ship security assessment is a kind of risk assessment about the security of the ship.
The purpose of a SSA is to identify and analyzethe security risks for a given type of ship in a trading area. To develop, implement, maintain and update the ship security plan based on the result of security assessment.
The CSO is responsible for satisfactory development of the SSA whether prepared by the company itself or a contracted organization.
Ship Security Plan (SSP) :
It is a plan to protect Crew , Passengers, Cargo & Ship safety.
SSO is responsible under CSO to implement ship security plan onboard vessel.
Ship security plan need to be approved by Flag State of the vessel or by Recognized security organization (RSO) on behalf of flag state.
Master and SSO must not give access of SSP to any external party. Only Company security officer and person conducting security audit can be given access.
If any PSC inspector seeks access to SSP, this request should be politely rejected.
ISPS code gives the minimum points that must be included in the ship security plan.
Measure to prevent weapons, dangerous substance on board the ship
Security Equipment onboard & its maintenance
Restricted areas & measures to prevent unauthorized access
Procedure in case of security threats
Procedure for reporting security incidents
Security Drills & Exercise
Security duty of shipboard personnel
SSO & CSO with contact details
SSAS Location, Testing & Operating procedure
Procedure for review & updating of SSP
Port Facility Security Plan (PFSP) :
It is a plan to protect port facility including ships, cargo, buildings, people & operations associated.
Ship Security Officer (SSO):
According to the ISPS code, every ship must have a SSO, who has the full responsibility of the ship’s security, accountable to the Master. He shall in charge of implementing & maintaining the Ship Security Plan, liaising with the CSO & PFSO.
Company Security Officer (CSO):
Designating CSO to ensure that a Ship Security Plan is developed, submitted to the Administration for approval, implemented & maintained onboard. He is also responsible for the SSA.
Port Facility Security Officer (PFSO) :
Designating a PFSO to be responsible for the development, implementation & maintenance of the port facility security.
Recognized Security Organization (RSO) :
RSO are expertise on security matters, knowledge about ships & port operations. They are capable of carrying out, verifying or approving security assessments as outlined by SOLAS or Part A of the ISPS code.
Declaration of Security (DOS) :
It is the agreement between ship & shore or between two ships regarding the security measures shared between them.
DOS shall be completed by the Master or SSO on behalf of the ship
DOS shall be completed by the PFSO or other Approved Body for Shore side security on behalf of Port.
Certification (ISSC) & Validity :
ISSC (International Ship Security Certificate) issue after initial or renewal verification specified by the Administration validate not exceeding 5 years.
Duties of the Contracting Government (CG) under the ISPS Code :
The Contracting Government plays a vital role in order to ensure that the ISPS code is followed properly by the Companies and Port authorities. It is also the duty of the CG to assimilate information regarding possible maritime threats and their consequences. This information is then to be provided to the ships and ports in form of instructions and security guidelines.
Security Drills & Exercise :
Drills :
The Ship Security Plan shall address drill and training frequency. Drills shall be conducted at least every three (3) months. In cases where more than 25% of the ship’s personnel have changed, drill shall be conducted within one (1) week of the change.
Drills may include situations like – • Bomb threat at port / at sea
During this kind of threat
security level will change
Stowaway or Bomb search will commence
SSO should maintain the records of all the security drill carried out on board for a period of three (3) years.
Exercises :
Various types of exercises, which may include participation of the CSO, PFSO, relevant authorities of contracting governments as well as SSO, if available, should be carried out at least once each calendar year with no more than 18 months between the exercises. These exercises should test communications, coordination, resources availability and response.
These exercises may be:
full scale or live;
table top simulations or seminars;
combined with other exercises such as search and rescue or emergency response.
ISPS requires to identify and declare restricted area of a ship.
Ship Security Alert System (SSAS) :
Every Ship 500 GT & abovesailing the world ocean constructed on or after, 2004 to have a Ship Security Alert System (SSAS).
There needs to be a minimum of two security buttons that can initiate SSAS. One of these buttons should be on the wheel house of the ship, and another one in any other prominent location.
The whole crew onboard must be aware of at least one activation button location.
SSAS when activated, Shall ;
Initiate & transmit a Ship to Shore security alert to a Competent authority designated by the Administration.
Not send the ship security alert to any other ships
Not raise any alarm on board the ship
Continue the ship security alert until deactivated and / or reset
SSAS sends the following details
Name & IMO number of the ship
Call sign of the ship & The ship Position
Date & Time of the alert
Maritime mobile service identity
Generally, when a SSAS button is pressed, the alert goes to the Flag state and the CSO. But some flag state may require that alert is only received by the CSO.
Ship security alert system (SSAS) must be tested at least Annually.
Automatic Identification System (AIS) :
As per SOLAS convention every Ship of 300 GT and above required to fit an Automatic Identification System(AIS ) for international voyage.
AIS may Transmit information about my ship & receive the same from others.
Costal Station can also receive the AIS information
Long Range Identification & Tracking of Ship (LRIT) :
Applies to-
All passenger ships
High speed craft
Cargo ship 300 GT and above
(Mobile Offshore Drilling Unit)
Ships must report their location ( Identity, Position, Date & Time) to their Flag Administration at least 4 times in a day.
Most ship set their existing satellite communication system to automatically make these report.
Ø Voyage Data Recorder (VDR) :
Which is recorder data from various sensor on board the vessel.
And it will store all data in storage unit.
Storage unit is designed to withstand the extreme shock, pressure and heat. If any incident happens than last 24 hour of stored data from the storage unit can be recorded for any investigation.
Data to be Recorded are :
Position of ship
Date, Time, Speed
VHF radio communication
All alarm history
Watertight & Weather tight door status as indicate on bridge.
Audio from bridge including bridge wing.
Citadel:
Citadel is recommended as per IMSC (International Maritime Security Centre)
Citadel construction at strategic locations usually center of the ship, sometimes engine room itself.
Citadel must be properly planned , constructed, camouflaged entrance
Construction of citadel very expensive because the room has to capable to withstand any kind of weapon impact.
Thick metal door & necessary ventilation need to be provided.
Door & bulkhead may be fitted additional protection
Food & water storage for at least 48 hours
Closeable outlet of the floor for the Excretion purpose should be provided. If citadel is in Steering Gear aft peak tk can be used.
Communication system including VHF & Satellite communication need to be provided./ Satellite antenna should be secure
Control of ME & AE to move the ship & GPS receiver should be provided
Room must be fitted with CCTV camera
Pirates drill / Citadel drill should be carried out according to (ship security assessment plan)
Locking out useful equipment from pirates should be provided.
Use password protection for opening the door. Any known person who needs to enter citadel verbal sign is recommended.
The whole concept of citadel is lost if any member of the crew left outside before the citadel secure.
Drills & proper knowledge of citadel & its equipment should be provided which is necessary for the crew
Citadel Equipment:
Citadel should have these items namely
VHF, Satellite & spare batteries
CCTV camera, monitor
GPS/VDR
Important contact list
First Aid kit
Crew list
Food & Water
Garbage Bag
Toilet
Portable Blower
Good gangway watch keeper should check:
Identification
Maintain visitor log
And Control & restrict access
Some common restricted areas are-
Navigation Room
Radio Room
Engine Room
Steering Room
Emc’y Generator area
Bow thruster
Fire Control Room
Crew accommodation area
Ventilation, Air Conditioning equipment room
• Similar key area which are essential to the safe operation of ship
Common ISPS equipment are-
SSAS (Ship Security Alert System)
Metal detector
Security locker
Security log book
CC TV camera
Security vest
Whistle
Identity card
Flash light
Barrier tapes
Pull tile seal
ISPS PSC check:
– security level is displayed near gangway
– gangway is always maintained
– ID is noted for any outsider person and ships ID card is issued
– ISPS equipment are present and working OK.
– All crew know his/her ISPS duties for different security level.
The Shipping company will draw a planning document which will be submitted to the recognised classification society for approval.
The essential data provided in the plan are:
Necessary ship information and particulars
Main structural plans including information regarding the use of high tensile steels (HTS)
Arrangement Plan of holds and tanks
List of holds and tanks with information on use, protection, and condition of the coating
Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation, lighting, etc.)
Provisions and methods for access to structures
Equipment for survey
Appointing the holds, tanks and other areas for the close-up survey
Appointing of sections for thickness measurement
Appointing of tanks for tank testing.
Damage experience related to the ship in question.
Annex:
It has 2 Annexes
Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.
Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.
Annex A has 2 parts:
Part A: Single Skin
Part B: Double skin construction
Annex B has 2 parts:
Part A: oil tankers with double Hull Tankers
Part B: Oil tankers other than double hull
Each Part A & B has 9 chapters which are almost similar. The only dissimilarities being operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers
The chapters
Chapter 1: General application, describes the application and documentation onboard to be completed prior to the inspection
Chapter 2: Renewal Survey.
Chapter 3: Annual Survey
Chapter 4: Intermediate Survey
Chapter 5: Preparation of Survey
Chapter 6: Documentation on board.
Chapter 7: Procedure for thickness measurement
Chapter 8: Acceptance criteria
Chapter 9: Reporting and evaluation of survey
For double hull tanker
1.1.1 The Code applys to all self-propelled double-hull oil tankers of 500 gross tonnage and above.
1.1.2 The Code shall apply to surveys of hull structure and piping systems in way of cargo tanks, pump-rooms, cofferdams, pipe tunnels, void spaces within the cargo area and all ballast tanks.
1.1.3 The Code contains the minimum extent of examination, thickness measurements and tank testing. The survey shall be extended when substantial corrosion and/or structural defects are found and include additional close-up survey when necessary.
During renewal survey the followings are checked for double hull tanker
During renewal survey the followings are checked for double hull tanker
MINIMUM REQUIREMENTS FOR CLOSE-UP SURVEY AT RENEWAL SURVEYS
.espt age .espta
If the ship age is ≤ 5 years
5 < Age ≤ 10 years
10 < Age ≤ 15 years
Age > 15 years
Renewal Survey No. 1
Renewal Survey No. 2
Renewal Survey No. 3
Renewal Survey No. 4 and subsequent
(A) One web frame, in a complete ballast tank (see Note 1) (B) One deck transverse, in a cargo oil tank (D) One transverse bulkhead, in a complete ballast tank (see Note 1) (E) One transverse bulkhead in a cargo oil centre tank (E) One transverse bulkhead, in a cargo oil wing tank (see Note 2)
(A) All web frames, in a complete ballast tank (see Note 1) (F) The knuckle area and the upper part (5 m approximately) of one web frame in each remaining ballast tank (B) One deck transverse, in two cargo oil tanks (D) One transverse bulkhead, in each complete ballast tank (see Note 1) (E) One transverse bulkhead, in two cargo oil centre tanks (E) One transverse bulkhead, in a cargo oil wing tank (see Note 2)
(A) All web frames, in all ballast tanks (G) All web frames, including deck transverse and cross ties, if fitted, in a cargo oil tank (G) One web frame, including deck transverse and cross ties, if fitted, in each remaining cargo oil tank All transverse bulkheads, in all cargo oil and ballast tanks
(A) All web frames, in all ballast tanks (G) All web frames, including deck transverse and cross ties, if fitted, in a cargo oil tank (G) One web frame, including deck transverse and cross ties, if fitted, in each remaining cargo oil tank (C) and (D) All transverse bulkheads, in all cargo oil and ballast tanks Additional transverse areas as deemed necessary by the Administration
MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS OF DOUBLE-HULL OIL TANKERS
Age ≤ 5 years
5 < Age ≤ 10 years
10 < Age ≤ 15 years
Age > 15 years
Renewal Survey No.1
Renewal Survey No.2
Renewal Survey No.3
Renewal Survey No.4 and subsequent
1 within the cargo area: One section of deck plating for the full beam of the ship
1 Within the cargo area: .1 each deck plate.2 one transverse section
1 Within the cargo area: .1 each deck plate.2 two transverse sections (1).3 all wind and water strakes
1 Within the cargo area: .1 each deck plate.2 three transverse sections (1).3 each bottom plate
3Measurements, of those structural members subject to close-up survey for general assessment and recording of corrosion pattern
2 outside the cargo area: Selected wind and water strakes 3Measurements, of those structural members subject to close-up survey for general assessment and recording of corrosion pattern
2 outside the cargo area: Selected wind and water strakes 3 Measurements, of those structural members subject to close-up survey for general assessment and recording of corrosion pattern
2 All wind and water strakes in full length 3 Measurements, of those structural members subject to close-up survey for general assessment and recording of corrosion pattern
3 Suspect areas
4 Suspect areas
4 Suspect areas
4 Suspect areas
(1): at least one section shall be within 0.5L amidships.
Annex three
MINIMUM REQUIREMENTS FOR TANK TESTING AT RENEWAL SURVEY OF DOUBLE-HULL OIL TANKERS
Age of ship (in years at time of renewal survey due date)
Age ≤ 5 years
Age > 5 years
Renewal Survey No.1
Renewal Survey No.2 and subsequent
1 All ballast tank boundaries
1 All ballast tank boundaries
2 Cargo tank boundaries facing ballast tanks, void spaces, pipe tunnels, pump-rooms or cofferdams
2 All cargo tank bulkheads
Chapter 11-2
deals with maritime security measures which all the parties involved in a maritime trade need to follow; i.e. ship, port, shipowner, contracting government and authorities
