MARPOL I-6.pdf

MARPOL 73/78 SCOPE/BACKGROUND OF THE COURSE This course provides training for masters, deck officers, engine officers, and all ratings in order to enable them to maintain and operate a ship in accordance with MARPOL 73/78. GENERAL OBJECTIVES Successful completion of this course should enable candidates to: 1. Appreciate the concern about pollution of the marine environment. 2. Explain in detail the principles involved in the prevention of marine pollution through specific construction and equipment requirements for oil tankers and all ships. 3. Comply effectively with the relevant operational requirements. SPECIFIC LEARNING OBJECTIVES At the end of the Course, the trainee shall have been able to: 1. explain the objectives of the MARPOL Convention 2. Explain the scope and coverage of the six annexes of the MARPOL Convention 3. Describe the effects of marine pollution. 4. List the main sources of marine pollution. 5. Define MARPOL 73/78. 6. Describe the arrangement of MARPOL 73/78. 7. Explain that parties to MARPOL 73/78 must prohibit and punish any violation of its provisions. 8. Explain the importance of flag state and port state being parties to MARPOL 73/78. 9. Describe in general terms the measures to prevent operational pollution by Oil. 10. Explain basic principles of environmental protection 11. Interpret salient features of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) - Annex I 12. State the basic content of the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) which deals with oil pollution prevention 13. Explain the rules and requirements in oil disposal 14. Examine the requirements and consequences under OPA ’90 in relation to ship operation 15. State the principal aims of the Shipboard Oil Pollution Emergency Plan (SOPEP) 16. Demonstrate how to use the Oil Record Book 17. Record entries, from a given case study, in the Oil Record Book - Part I and Part II 18. Identify various forms and documents specifically used by the company per procedure or SMS 19. Describe in general terms the measures to prevent operational pollution by Noxious Liquid Substances in Bulk. 20. Explain basic principles in control of pollution by noxious liquid substances in bulk Excellence And Competency Training Center, Inc. 1 MARPOL 73/78 21. Categorize NLS pollutants by their type and characteristics according to Reg. 6 and Explain the effects of various types of NLS pollutants 22. Explain the double hull requirement and segregated ballast system 23. Explain Unloading, Stripping and Pre-washing procedure 24. Fill-up appropriate entries in the Cargo Record Book 25. explain actions to be taken in an emergency situation 26. Define the International Rules on NLS and Explain the important provisions of the Rules on NLS 27. Describe in general terms the measures to prevent operational pollution by Harmful substances in packaged form. 28. Determine package based on criteria of harmful substances 29. State the hazards of pollution to aquatic life and to human health 30. Describe methods in marking the technical name and of affixing labels 31. Provide sample of signed certificate or declaration and manifest setting forth the harmful substances on board and the location thereof 32. Point out that in limiting the quantity, due consideration shall be given to size, construction and equipment of the ship 33. Identify the quantity limitations 34. Explain the procedures relating to Port State Control dealing with carrying harmful substances 35. Describe characteristics and properties of substances, materials and articles based on the IMDG Code 36. Describe amendments to SOLAS Chapter VII (Carriage of Dangerous Goods) and Amendment 31 of the IMO 37. Specify exceptions to conditions on harmful substances 38. Describe in general terms the measures to prevent operational pollution by sewage from ships. 39. Show sample of ISPP Certificate 40. Discuss the recommendations on International Effluent Standards and Guidelines for Sewage Treatment Plans (MEPC.2(VI)) 41. Discuss structure of a sewage system used onboard 42. Discuss operation of three types of sewage systems commonly used on board 43. Show dimension of the required discharge connection for port facilities 44. Describe conditions where discharging of sewage is allowed/permitted 45. Illustrate and explain the procedure in discharging operation 46. Describe in general terms the measures to prevent operational pollution by garbage from ships. 47. Discuss the necessity and effect of garbage 48. Discuss experiences and current practices onboard in preventing pollution by garbage 49. Identify special areas using the world map 50. Discuss requirements on disposal of garbage per provisions of regulation within and outside special areas 51. Discuss the use of incinerator 52. Illustrate the proper way of segregation of garbage Excellence And Competency Training Center, Inc. 2 MARPOL 73/78 53. Fill-up appropriate entries on a Garbage Record Book 54. Create a procedure in garbage disposal via reception facilities 55. Discuss provisions of Regulation 6 (Exception) 56. Examine a sample Port State Control inspection report based on Annex V 57. Give possible corrective action or preventive action relative to the report 58. Demonstrate how crew training may be carried out on garbage management 59. Devise a procedure in collecting, processing, storage and disposal of garbage 60. Identify recent installations or equipment used for garbage disposal 61. State requirements for using garbage disposal facilities in ports 62. Describe in general terms the measures to prevent operational pollution by Air from ships. 63. Identify possible effects of air pollution 64. Discuss ways by which air pollution can be prevented 65. Enumerate air pollutants produced in combustion 66. Explain the sources of NOx and SOx and how it is formed 67. Identify proper fuel/air ratio in each form of air pollutant 68. Enumerate air pollutants from other sources 69. Identify which ship operation other air pollutants emanate from 70. Explain recent developments/ requirements under Annex VI 71. Cite examples of deficiencies, violations and/or instances in relation to Annex VI 72. Identify possible corrective actions 73. Identify other instances onboard that will contribute to its apprehension by port state control 74. Create a table/matrix indicating how the International Air Pollution Prevention Certificate (IAPPC) is maintained according to its endorsement, validity, duration and survey schedule 75. Identify conditions or instances that will exempt a particular ship 76. Interpret provisions or regulations in Chapter 2 77. Identify various way of Mitigating and Preventive Action on the following:  Ozone-depleting substances - CFC recovery system  Nitrogen Oxide (NOx)  Sulphur Oxide (SOx)  Volatile Organic Compound  Shipboard Incineration  Reception Facilities 78. Enumerate special requirements for oil rigs 79. Illustrate the installation and operation of an air pollution control equipment 80. Discuss operating principles and system in preventing air pollution of :  Low Sulphur Fuel (LSF)  Selective Catalytic Reactor for NOx  Scrubbers for removal of Sox  Compliant Incinerator  ME Fuel Valve Injection System Excellence And Competency Training Center, Inc. 3 MARPOL 73/78 81. Ozone Depleting Substances (ODS) Record Book 82. List the contents of initial reports. POLLUTION - IS AN INCONVENIENCE OR DAMAGE CAUSE BY HUMAN ACTIVITIES TO HUMAN, ANIMALS, PLANTS & TO OUR WHOLE ENVIRONMENT BY SPREADING COMPOUND TO AIR, WATER AND LAND. EFFECTS OF MARINE POLLUTION Blankets the surface, interfering with the oxygen exchange between the sea and the atmosphere. Blankets the seabed, interfering with the growth of marine life. Pollutants are mostly toxic and can enter the food chain. Interferes with the recreational uses of beaches. Pollutant may enter seawater distilling inlets and it may be deposited on tidal mudflats. MAIN SOURCES OF MARINE POLLUTION Oil exploration and exploitation activities Domestic wastes Run-off from agricultural pesticides and herbicides. Shipping and maritime activities. CAUSES OF POLLUTION FROM SHIPS Accidents Examples: Grounding, Collision, Fire/Explosion, Hull Failure, Capsizing Operations Examples: Loading, Discharging, Lightering(ship to ship transfer), Ballasting, De-ballasting, Tank Washing and bunkering Excellence And Competency Training Center, Inc. 4 MARPOL 73/78 Int’l Conventions dealing with the different forms of pollution International Convention Relating to the Intervention of the High Seas in case of Oil pollution (Intervention),1969 Convention on the Prevention of Marine Pollution by dumping of Wastes and other Matter (LDC), 1972. International Convention on Oil Pollution Preparedness, Response and Cooperation (OPRC), 1990 Introduction The MARPOL Convention is the main international convention covering prevention of pollution of the marine environment by ships from operational or accidental causes. It is a Excellence And Competency Training Center, Inc. 5 MARPOL 73/78 combination of two treaties adopted in 1973 and 1978 respectively and updated by amendments through the years. The International Convention for the Prevention of Pollution from Ships (MARPOL) was adopted on 2 November 1973 at IMO and covered pollution by oil, chemicals, harmful substances in packaged form, sewage and garbage. The Protocol of 1978 relating to the 1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol) was adopted at Conference on Tanker Safety and Pollution Prevention in February 1978 held in response to a spate of tanker accidents in 1976-1977. (Measures relating to tanker design and operation were also incorporated into a Protocol of 1978 relating to the 1974 Convention on the Safety of Life at Sea, 1974). As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument is referred to as the International Convention for the Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes I and II). History of MARPOL 73/78 Oil pollution of the seas was recognized as a problem in the first half of the 20 th century and various countries introduced national regulations to control discharges of oil within their territorial waters. In 1954, the United Kingdom organized a conference on oil pollution which resulted in the adoption of the International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL), 1954. Following entry into force of the IMO Convention in 1958, the depository and Secretariat functions in relation to the Convention were transferred from the United Kingdom Government to IMO. OILPOL Convention The 1954 Convention, which was amended in 1962, 1969 and 1971, primarily addressed pollution resulting from routine tanker operations and from the discharge of oily wastes from machinery spaces - regarded as the major causes of oil pollution from ships. The 1954 OILPOL Convention, which entered into force on 26 July 1958, attempted to tackle the problem of pollution of the seas by oil - defined as crude oil, fuel oil, heavy diesel oil and lubricating oil in two main ways: - it established "prohibited zones" extending at least 50 miles from the nearest land in which the discharge of oil or of mixtures containing more than 100 parts of oil per million was forbidden; and - it required Contracting Parties to take all appropriate steps to promote the provision of facilities for the reception of oily water and residues. In 1962, IMO adopted amendments to the Convention which extended its application to ships of a lower tonnage and also extended the "prohibited zones". Amendments adopted Excellence And Competency Training Center, Inc. 6 MARPOL 73/78 in 1969 contained regulations to further restrict operational discharge of oil from oil tankers and from machinery spaces of all ships. Although the 1954 OILPOL Convention went some way in dealing with oil pollution, growth in oil trade and developments in industrial practices were beginning to make it clear that further action, was required. Nonetheless, pollution control was at the time still a minor concern for IMO, and indeed the world was only beginning to wake up to the environmental consequences of an increasingly industrialized society. Torrey Canyon In 1967, the tanker Torrey Canyon ran aground while entering the English Channel and spilled her entire cargo of 120,000 tons of crude oil into the sea. This resulted in the biggest oil pollution incident ever recorded up to that time. The incident raised questions about measures then in place to prevent oil pollution from ships and also exposed deficiencies in the existing system for providing compensation following accidents at sea. First, IMO called an Extraordinary session of its Council, which drew up a plan of action on technical and legal aspects of the Torrey Canyon incident. Then, the IMO Assembly decided in 1969 to convene an international conference in 1973 to prepare a suitable international agreement for placing restraints on the contamination of the sea, land and air by ships. In the meantime, in 1971, IMO adopted further amendments to OILPOL 1954 to afford additional protection to the Great Barrier Reef of Australia and also to limit the size of tanks on oil tankers, thereby minimizing the amount of oil which could escape in the event of a collision or stranding. 1973 Convention Finally, an international Conference in 1973 adopted the International Convention for the Prevention of Pollution from Ships. While it was recognized that accidental pollution was spectacular, the Conference considered that operational pollution was still the bigger threat. As a result, the 1973 Convention incorporated much of OILPOL 1954 and its amendments into Annex I, covering oil. But the Convention was also intended to address other forms of pollution from ships and therefore other annexes covered chemicals, harmful substances carried in packaged form, sewage and garbage. The 1973 Convention also included two Protocols dealing with Reports on Incidents involving Harmful Substances and Arbitration. The 1973 Convention required ratification by 15 States, with a combined merchant fleet of not less than 50 percent of world shipping by gross tonnage, to enter into force. By 1976, it had only received three ratifications - Jordan, Kenya and Tunisia - representing less than one percent of the world's merchant shipping fleet. This was despite the fact that States could become Party to the Convention by only ratifying Annexes I (oil) and II (chemicals). Annexes III to V, covering harmful goods in packaged form, sewage and garbage, were optional. Excellence And Competency Training Center, Inc. 7 MARPOL 73/78 It began to look as though the 1973 Convention might never enter into force, despite its importance. 1978 Conference In 1978, in response to a spate of tanker accidents in 1976-1977, IMO held a Conference on Tanker Safety and Pollution Prevention in February 1978. The conference adopted measures affecting tanker design and operation, which were incorporated into both the Protocol of 1978 relating to the 1974 Convention on the Safety of Life at Sea (1978 SOLAS Protocol) and the Protocol of 1978 relating to the 1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol) - adopted on 17 February 1978. More importantly in terms of achieving the entry into force of MARPOL, the 1978 MARPOL Protocol allowed States to become Party to the Convention by first implementing Annex I (oil), as it was decided that Annex II (chemicals) would not become binding until three years after the Protocol entered into force. This gave States time to overcome technical problems in Annex II, which for some had been a major obstacle in ratifying the Convention. As the 1973 Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument - the International Convention for the Prevention of Marine Pollution from Ships, 1973 as modified by the Protocol of 1978 relating thereto (MARPOL 73/78) - finally entered into force on 2 October 1983 (for Annexes I and II). Annex V, covering garbage, achieved sufficient ratifications to enter into force on 31 December 1988, while Annex III, covering harmful substances carried in packaged form, entered into force on 1 July 1992. Annex IV, covering sewage, enters into force on 27 September 2003. Annex VI, covering air pollution, was adopted in September 1997 and enters into force on 19 May 2005. INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROM SHIPS ARRANGEMENT OF MARPOL 73/78 Preamble – the main body of the convention of articles. MARPOL 73/78 IS COMPOSED OF THE FOLLOWING ARTICLES: ARTICLE 1 General Obligation under the Convention Excellence And Competency Training Center, Inc. 8 MARPOL 73/78 ARTICLE 2 Definition ARTICLE 3 Application ARTICLE 4 Violation ARTICLE 5 Certificates and rules on inspection of ships ARTICLE 6 Detection of violations and enforcement of the Convention ARTICLE 7 Undue delay to ships ARTICLE 8 Reports on incidents involving harmful substances ARTICLE 9 Other treaties and interpretation ARTICLE 10 Settlement of disputes ARTICLE 11 Communication of information ARTICLE 12 Casualties to ships ARTICLE 13 Signature, ratification, acceptance, approval and accession. ARTICLE 14 Optional annexes ARTICLE 15 Entry in force ARTICLE 16 Amendments ARTICLE 17 Promotion of technical co-operation ARTICLE 18 Denunciation ARTICLE 19 Deposit and registration ARTICLE 20 Languages MARPOL 73/78 TECHNICAL ANNEXES ANNEX I – Regulations for the Prevention of Pollution by oil Entry into Force: 02 October 1983 Reg. 1-43 ANNEX II – Regulations for the prevention of pollution by noxious liquid substances (NLS) in Bulk Entry into Force: 06 April 1987 Excellence And Competency Training Center, Inc. 9 MARPOL 73/78 Reg. 1-18 ANNEX III – Regulations for the Prevention of pollution by harmful substances in packaged form Entry into Force: 01 July 1992 Reg. 1-8 ANNEX IV – Regulations for the Prevention of pollution by sewage from ships Entry into Force: 27 September 2003 Reg. 1-12 ANNEX V – Regulations for the Prevention of pollution by garbage from ships Entry into Force: 31 December 1988 Reg. 1-9 ANNEX VI – Regulations for the Prevention of air pollution from ships Entry into force: 19 May 2005 Reg. 1-18 ANNEX VII – Regulations & Prevention of marine pollution from unwanted organism in ballast water. A proposed addition to the existing annexes. ( O No Ha Se Ga A Ba ) Protocols Protocol I – Provisions of report on incidents involving harmful substances Protocol II - Arbitration Parties to MARPOL 73/78 must prohibit and punish any violations to its provision: Provisions in the IMO & ILO Conventions give powers to port state to enforce these penalties to erring ships. Penalties is also imposed on the ship’s master, officers and ratings if found to personally caused PROCEEDINGS CONCERNING A VIOLATION MAY INVOLVED: State whose coast is threatened by pollution (Coastal State) State Visited by ships (Port State) PROCEEDINGS CONCERNING A VIOLATION MAY INVOLVED: The state whose flag the ship is flying (Flag State) The ship is bound by National Law of the Flag State. The Importance of being flag state and port state being parties to MARPOL 73/78 Flag State – ensures implementation of the requirements of Marpol 73/78 Port State – inspect / arrest violators of Marpol 73/78 Excellence And Competency Training Center, Inc. 10 MARPOL 73/78 The Importance of being flag state and port state being parties to MARPOL 73/78 - A ship built and equipped in accordance with MARPOL 73/78 is issued with an IOPP certificate. - The port state authorities may inspect the ship and it’s certificates but that control measures should not result in undue delay to the ship. Annex I: Regulations for the Prevention of pollution by oil Entry into force: 2 October 1983 Prevention of Pollution by Oil Oil tankers transport some 1,800 million tons of crude oil around the world by sea including 50 percent of U.S. oil imports (crude oil and refined products). Most of the time, oil is transported quietly and safely. Measures introduced by IMO have helped ensure that the majority of oil tankers are safely built and operated and are constructed to reduce the amount of oil spilled in the event of an accident. Operational pollution, such as from routine tank cleaning operations, has also been cut. The most important regulations for preventing pollution by oil from ships are contained in Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), The International Convention for the Safety of Life at Sea (SOLAS), 1974 also includes special requirements for tankers. Oil pollution – background The world's first oil tankers appeared in the late 19th century and carried kerosene for lighting, but the invention of the motor car fuelled demand for oil. During the Second World War, the standard oil tanker was the T2, 16,400 tons deadweight, but tankers grew rapidly in size from the 1950’s onwards. The first 100,000-tonne crude oil tanker was delivered in 1959 to cover the route from the Middle East to Europe round the Cape of Good Hope (thereby avoiding the Suez Canal which had been temporarily closed following political conflicts in 1956). Shippers saw economies of scale in larger tankers and by the mid-1960s, tankers of 200,000 tons deadweight- the Very Large Crude Carrier or VLCC - had been ordered. The potential for oil to pollute the marine environment was recognized by the International Convention for the Prevention of Pollution of the Sea by Oil, 1954 (OILPOL 1954). The Conference adopting the Convention was organized by the United Kingdom government, and the Convention provided for certain functions to be undertaken by IMO when it came Excellence And Competency Training Center, Inc. 11 MARPOL 73/78 into being. In fact, the Convention establishing IMO entered into force in 1958 just a few months before the OILPOL convention entered into force, so IMO effectively managed OILPOL from the start, initially through its Maritime Safety Committee. The OILPOL Convention recognized that most oil pollution resulted from routine shipboard operations such as the cleaning of cargo tanks. In the 1950’s, the normal practice was simply to wash the tanks out with water and then pump the resulting mixture of oil and water into the sea. OILPOL 54 prohibited the dumping of oily wastes within a certain distance from land and in 'special areas' where the danger to the environment was especially acute. In 1962 the limits were extended by means of an amendment adopted at a conference organized by IMO. Meanwhile, IMO in 1965, set up a Subcommittee on Oil Pollution, under the auspices of its Maritime Safety committee, to address oil pollution issues. Torrey Canyon disaster Although the OILPOL Convention had been ratified, pollution control was at the time still a minor concern for IMO, and indeed the world was only beginning to wake up to the environmental consequences of an increasingly industrialized society. But in 1967, the Torrey Canyon ran aground while entering the English Channel and spilled her entire cargo of 120,000 tons of crude oil into the sea. This resulted in the biggest oil pollution incident ever recorded up to that time. The incident raised questions about measures then in place to prevent oil pollution from ships and also exposed deficiencies in the existing system for providing compensation following accidents at sea. It was essentially this incident that set in motion the chain of events that eventually led to the adoption of MARPOL - as well as a host of Conventions in the field of liability and compensation. First, IMO called an Extraordinary session of its Council, which drew up a plan of action on technical and legal aspects of the Torrey Canyon incident. It was still recognized, however, that although accidental pollution was spectacular, operational pollution was the bigger threat. In 1969, therefore, the 1954 OILPOL Convention was again amended, this time to introduce a procedure known as 'load on top' which had been developed by the oil industry and had the double advantage of saving oil and reducing pollution. Under the system, the washings resulting from tank cleaning are pumped into a special tank. During the voyage back to the loading terminal the oil and water separate. The water at the bottom of the tank is pumped overboard and at the terminal oil is pumped on to the oil left in the tank. Excellence And Competency Training Center, Inc. 12 MARPOL 73/78 At the same time, the enormous growth in the maritime transport of oil and the size of tankers, the increasing amount of chemicals being carried at sea and a growing concern for the world's environment as a whole, made many countries feel that the 1954 OILPOL Convention was no longer adequate, despite the various amendments which had been adopted. In 1969, the IMO Assembly decided to convene an international conference to adopt a completely new convention, which would incorporate the regulations contained in OILPOL 1954 (as amended). At the same time, the Sub-Committee on Oil Pollution was renamed the Sub-Committee on Marine Pollution, to broaden its scope, and this became the Marine Environment Protection Committee (MEPC), which was eventually given the same standing as the Maritime Safety Committee, with a brief to deal with all matters relating to marine pollution. The conference was set for October-November 1973, and preparatory meeting began in 1970. Meanwhile, in 1971 IMO adopted amendments to OILPOL 1954, which limited the size of cargo tanks in all tankers ordered after 1972. The intention was that given certain damage to the vessel, only a limited amount of oil could enter the sea. 1973 International Convention for the Prevention of Pollution from Ships The 1973 conference in October-November 1973 incorporated much of OILPOL 1954 and its amendments into Annex I, covering oil, while other annexes covered chemicals, harmful substances carried in packaged form, sewage and garbage. Annex I expanded and improved on OILPOL in several ways. It specified requirements for continuous monitoring of oily water discharges and included the requirement for Governments to provide shore reception and treatment facilities at oil terminals and ports. It also established a number of Special Areas in which more stringent discharge standards were applicable, including the Mediterranean, Red Sea and Gulf, and Baltic Seas. These special areas would be implemented when the littoral States concerned had provided adequate reception facilities for dirty ballast and other oily residues. An important regulation of Annex I was Regulation 13 which required segregated ballast tanks on new tankers over 70,000 deadweight tons. The aim was to ensure that ballast water (taken on board to maintain stability, such as when a tanker is sailing empty to pick up cargo) is never going to be contaminated by oil carried as cargo or fuel. As it turned out, there was slow progress at ratifying the Convention (partly due to technical problems in ratifying Annex II) and the non-ratification of MARPOL became a major concern. At the same time, a series of tanker accidents in 1976-1977, mostly in or near United States waters and including the stranding of the Argo Merchant, led to demands for more Excellence And Competency Training Center, Inc. 13 MARPOL 73/78 stringent action to curb accidental and operational oil pollution. The Argo Merchant ran aground off Massachussetts in December 1976. It was a small tanker, carrying 27,000 tons of oil, but caused huge public concern as the oil slick threatened New England resorts and Georges Bank fishing ground. The United States took the lead in asking the IMO Council, in May 1977, to consider adopting further regulations on tanker safety. The Council agreed to convene a Conference in February 1978 - the Conference on Tanker Safety and Pollution Prevention. A working group met in May, June and July, and a combined MSC/MEPC met in October, to prepare basic documents for the Conference. 1978 Conference on Tanker Safety and Pollution Prevention The Conference, in February 1978, adopted a protocol to the 1973 MARPOL Convention, absorbing the parent Convention and expanding on the requirements for tankers to help make them less likely to pollute the marine environment. The Protocol expanded the requirements for segregated ballast tanks to all new crude oil tankers of 20,000 dwt and above and all new product carriers of 30,000 dwt and above. The Protocol also required segregated ballast tanks to be protectively located, in other words, placed in areas of the ship where they will minimize the possibility of and amount of oil outflow from cargo tanks after a collision or grounding. New tankers over 20,000 dwt were required to be fitted with crude oil washing system. Crude oil washing or COW, is the cleaning or washing of cargo tanks with high-pressure jets of crude oil. This reduces the quantity of oil remaining on board after discharge. The Protocol also called for existing tankers over 40,000 dwt to be fitted with either segregated ballast tanks or crude oil washing systems; while for an interim period, it also allowed for some tankers to use clean ballast tanks, whereby specific cargo tanks are dedicated to carry ballast water only. Additional measures for tanker safety were incorporated into the 1978 Protocol to the International Convention for the Safety of Life at Sea (SOLAS), 1974. These included the requirement for inert gas systems (whereby exhaust gases, which are low in oxygen and thus incombustible, are used to replace flammable gases in tanks) on all new tankers over 20,000 dwt and specified existing tankers. The SOLAS Protocol also included requirements for steering gear of tankers; stricter requirements for carrying of radar and collision avoidance aids; and stricter regimes for surveys and certification. In order to speed up implementation of MARPOL, the Conference allowed that the Parties "shall not be bound by the provisions of Annex II of the Convention for a period of three years from the date of entry into force of the Protocol, so that countries could accept Annex I and have three years to implement Annex II. Excellence And Competency Training Center, Inc. 14 MARPOL 73/78 Both the 1978 MARPOL and SOLAS Protocols were seen as major steps in raising construction and equipment standards for tankers through more stringent regulations. If the world needed further reminder of the need for strict regimes to control oil pollution, it got it just one month after the 1978 Conference, when the Amoco Cadiz ran aground off Brittany, giving France its worst oil spill ever. The tanker, filled with 223,000 tons of crude oil, lost its entire cargo, covering more than 130 beaches in oil. In places, the oil was up to 30 cm thick. Sufficient States had ratified MARPOL by October 1982, and the MARPOL 1973/78 Convention entered into force on 2 October 1983. Since the Convention entered into force, there have been a number of amendments to the Convention – see MARPOL 73/78. Exxon Valdez disaster It was another tanker accident which led to one of the most important changes to be made to Annex I of the Convention since the adoption of the 1978 Protocol. In March 1989, the Exxon Valdez, loaded with 1,264,155 barrels of crude oil, ran aground in the northeastern portion of Prince William Sound, spilling about one-fifth of its cargo. It was the largest crude spill, to date, in US waters and probably the one which gained the biggest media coverage to date. The U.S. public demanded action and duly got it. The United States introduced its Oil Pollution Act of 1990 (OPA 90), making it mandatory for all tankers calling at U.S. ports to have double hulls. The United States also came to IMO, calling for double hulls this time to be made a mandatory requirement of MARPOL. The implications of the Exxon Valdez spill were not lost on IMO Members, and the MEPC began discussions on how the U.S. proposals could be implemented. As on previous occasions, there was some resistance on the part of the oil industry to double hulls being made mandatory due mainly to the cost of retrofitting existing tankers. At the same time, several of IMO's Member States said that other designs should be accepted as equivalents and that measures for existing ships should also be contemplated. In 1991 a major study into the comparative performances of the double-hull and mid-height deck tanker designs was carried out by IMO, with funding from the oil and tanker industry. It concluded in January 1992 that the two designs could be considered as equivalent, although each gives better or worse outflow performance under certain conditions. Eventually, the MEPC agreed to make mandatory double hulls or alternative designs "provided that such methods ensure the same level of protection against pollution in the event of a collision or stranding". These design methods must be approved by the MEPC. Excellence And Competency Training Center, Inc. 15 MARPOL 73/78 1992 “double hull” amendments The amendments introducing double hulls (or an alternative) were contained in Regulation 13F - prevention of oil pollution in the event of collision or stranding. The amendments were adopted in March 1992 and entered into force in July 1993. Regulation 13F applies to new tankers - defined as delivered on or after 6 July 1996 - while existing tankers must comply with the requirements of 13F not later than 30 years after their date of delivery. Tankers of 5,000 dwt and above must be fitted with double bottoms and wing tanks extending the full depth of the ship's side. The regulation allows mid-deck height tankers with double-sided hulls as an alternative to double hull construction. Oil tankers of 600 dwt and above but less than 5,000 dwt, must be fitted with double bottom tanks and the capacity of each cargo tank is limited to 700 cubic meters, unless they are fitted with double hulls. The MEPC also adopted Regulation 13G, concerned with existing tankers, which makes provision for an enhanced program of inspections to be implemented, particularly for tankers more than five years old. Regulation 13G also allowed for future acceptance of other structural or operational arrangements - such as hydrostatic balance loading (HBL) - as alternatives to the protective measures in the Regulation. The Erika disaster and revised single-hull phase out schedule On 12 December 1999 the 37,238-dwt tanker Erika broke in two in heavy seas off the coast of Brittany, France, while carrying approximately 30,000 tons of heavy fuel oil. Although the crew were saved, some 14,000 tons of oil were spilled and more than 100 miles of Atlantic coastline were polluted. As a result of the Erika disaster, proposals were submitted to the MEPC to accelerate the phase-out of single-hull tankers contained in the 1992 MARPOL amendments. The amendments to Regulation 13G in Annex I of MARPOL 73/78 were adopted by the MEPC’s 46th session in April 2001. Excellence And Competency Training Center, Inc. 16 MARPOL 73/78 The Prestige disaster The Prestige tanker incident of 2002 led to calls for further changes to MARPOL 73/78. The MEPC at its 49th session in July 2003 agreed to an extra session of the Committee, to be convened in December 2003, to consider the adoption of proposals for an accelerated phase-out scheme for single hull tankers, along with other measures including an extended application of the Condition Assessment Scheme (CAS) for tankers. Revised MARPOL Annex I The revised MARPOL Annex I Regulations for the prevention of pollution by oil was adopted in October 2004 and entered into force on 1 January 2007. It incorporates the various amendments adopted since MARPOL entered into force in 1983, including the amended regulation 13G (regulation 20 in the revised annex) and regulation 13H (regulation 21 in the revised annex) on the phasing-in of double hull requirements for oil tankers. It also separate in different chapters, the construction and equipment provisions from the operational requirements and makes clear the distinctions between the requirements for new ships and those for existing ships. The revision provides a more user- friendly, simplified Annex I. New requirements in the revised Annex I include the following:  Regulation 22 Pump-room bottom protection: on oil tankers of 5,000 tons deadweight and above constructed on or after 1 January 2007, the pump-room shall be provided with a double bottom.  Regulation 23 Accidental oil outflow performance - applicable to oil tankers delivered on or after date of entry into force of revised Annex I plus 36 months 1 January 2010; construction requirements to provide adequate protection against oil pollution in the event of stranding or collision. Oman Sea - new special area under MARPOL Annex I The Oman Sea area of the Arabian Seas is designated a special area in the revised Annex I. The other special areas in Annex I are: Mediterranean Sea area; Baltic Sea area; Black Sea area; Red Sea area, Gulfs area, Gulf of Aden area, Antarctic area and North West European Waters. In the special areas, there are stricter controls on discharge of oily wastes. (Revised Annex I enters into force 1 January 2007) The 1973 Convention maintained the oil discharge criteria prescribed in the 1969 amendments to the 1954 Oil Pollution Convention, without substantial changes, namely, that operational discharges of oil from tankers are allowed only when all of the following conditions are met: Excellence And Competency Training Center, Inc. 17 MARPOL 73/78 - the total quantity of oil which a tanker may discharge in any ballast voyage whilst under way must not exceed 1/15,000 of the total cargo carrying capacity of the vessel; - the rate at which oil may be discharged must not exceed 60 liters per mile travelled by the ship; and - no discharge of any oil whatsoever must be made from the cargo spaces of a tanker within 50 miles of the nearest land. An oil record book is required, in which is recorded the movement of cargo oil and its residues from loading to discharging on a tank-to-tank basis. In addition, in the 1973 Convention, the maximum quantity of oil permitted to be discharged on a ballast voyage of new oil tankers was reduced from 1/15,000 of the cargo capacity to 1/30,000 of the amount of cargo carried. These criteria applied equally both to persistent (black) and non-persistent (white) oils. As with the 1969 OILPOL amendments, the 1973 Convention recognized the "load on top" (LOT) system which had been developed by the oil industry in the 1960s. On a ballast voyage the tanker takes on ballast water (departure ballast) in dirty cargo tanks. Other tanks are washed to take on clean ballast. The tank washings are pumped into a special slop tank. After a few days, the departure ballast settles and oil flows to the top. Clean water beneath is then decanted while new arrival ballast water is taken on. The upper layer of the departure ballast is transferred to the slop tanks. After further settling and decanting, the next cargo is loaded on top of the remaining oil in the slop tank, hence the term load on top. A new and important feature of the 1973 Convention was the concept of "special areas" which are considered to be so vulnerable to pollution by oil that oil discharges within them have been completely prohibited, with minor and well-defined exceptions. The 1973 Convention identified the Mediterranean Sea, the Black Sea, and the Baltic Sea, the Red Sea and the Gulfs area as special areas. All oil carrying ships are required to be capable of operating the method of retaining oily wastes on board through the "load on top" system or for discharge to shore reception facilities. This involves the fitting of appropriate equipment, including an oil discharge monitoring and control system, oily water separating equipment and a filtering system, slop tanks, sludge tanks, piping and pumping arrangements. New oil tankers (i.e. those for which the building contract was placed after 31 December 1975) of 70,000 tons deadweight and above, must be fitted with segregated ballast tanks large enough to provide adequate operating draught without the need to carry ballast water in cargo oil tanks. Secondly, new oil tankers are required to meet certain subdivision and damage stability requirements so that, in any loading conditions, they can survive after damage by collision or stranding. Excellence And Competency Training Center, Inc. 18 MARPOL 73/78 The Protocol of 1978 made a number of changes to Annex I of the parent convention. Segregated ballast tanks (SBT) are required on all new tankers of 20,000 dwt and above (in the parent convention SBTs were only required on new tankers of 70,000 dwt and above). The Protocol also required SBTs to be protectively located - that is, they must be positioned in such a way that they will help protect the cargo tanks in the event of a collision or grounding. Another important innovation concerned crude oil washing (COW), which had been developed by the oil industry in the 1970s and offered major benefits. Under COW, tanks are washed not with water but with crude oil - the cargo itself. COW was accepted as an alternative to SBTs on existing tankers and is an additional requirement on new tankers. For existing crude oil tankers (built before entry into force of the Protocol) a third alternative was permissible for a period of two to four years after entry into force of MARPOL 73/78. The dedicated clean ballast tanks (CBT) system meant that certain tanks are dedicated solely to the carriage of ballast water. This was cheaper than a full SBT system since it utilized existing pumping and piping, but when the period of grace has expired other systems must be used. Drainage and discharge arrangements were also altered in the Protocol, regulations for improved stripping systems were introduced. Some oil tankers operate solely in specific trades between ports which are provided with adequate reception facilities. Some others do not use water as ballast. The TSPP Conference recognized that such ships should not be subject to all MARPOL requirements and they were consequently exempted from the SBT, COW and CBT requirements. It is generally recognized that the effectiveness of international conventions depends upon the degree to which they are obeyed and this in turn depends largely upon the extent to which they are enforced. The 1978 Protocol to MARPOL therefore introduced stricter regulations for the survey and certification of ships. The 1992 amendments to Annex I made it mandatory for new oil tankers to have double hulls – and it brought in a phase-in schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and 2003. The 1984 amendments Adoption: 7 September 1984 Entry into force: 7 January 1986 The amendments to Annex I were designed to make implementation easier and more effective. New requirements were designed to prevent oily water being discharged in special areas, and other requirements were strengthened. But in some cases they were Excellence And Competency Training Center, Inc. 19 MARPOL 73/78 eased, provided that various conditions were met: some discharges were now permitted below the waterline, for example, which helps to cut costs by reducing the need for extra piping. The 1987 Amendments Adoption: December 1987 Entry into force: 1 April 1989 The amendments extended Annex I Special Area status to the Gulf of Aden The 1990 (HSSC) amendments Adoption: March 1990 Entry into force: 3 February 2000 (coinciding with the entry into force of the 1988 SOLAS and Load Lines Protocols). The amendments are designed to introduce the harmonized system of survey and certificates (HSSC) into MARPOL 73/78 at the same time as it enters into force for the SOLAS and Load Lines Conventions. All three instruments require the issuing of certificates to show that requirements have been met and this has to be done by means of a survey which can involve the ship being out of service for several days. The harmonized system alleviates the problems caused by survey dates and intervals between surveys which do not coincide, so that a ship should no longer have to go into port or repair yard for a survey required by one convention shortly after doing the same thing in connection with another instrument. The 1990 (Annexes I and V) amendments Adoption: November 1990 Entry into force: 17 March 1992 The amendments extended Special Area Status under Annexes I and V to the Antarctic area. The 1992 amendments Adoption: 6 March 1992 Entry into force: 6 July 1993 The amendments to Annex I of the convention which deals with pollution by oil brought in the "double hull" requirements for tankers, applicable to new ships (tankers ordered after 6 July 1993, whose keels were laid on or after 6 January 1994 or which are delivered on or after 6 July 1996) as well as existing ships built before that date, with a phase-in period. New-build tankers are covered by Regulation 13F, while regulation 13G applies to existing crude oil tankers of 20,000 dwt and product carriers of 30,000 dwt and above. Regulation Excellence And Competency Training Center, Inc. 20 MARPOL 73/78 13G came into effect on 6 July 1995. Regulation 13F requires all new tankers of 5,000 dwt and above to be fitted with double hulls separated by a space of up to 2 meters (on tankers below 5,000 dwt the space must be at least 0.76m). As an alternative, tankers may incorporate the "mid-deck" concept under which the pressure within the cargo tank does not exceed the external hydrostatic water pressure. Tankers built to this design have double sides but not a double bottom. Instead, another deck is installed inside the cargo tank with the venting arranged in such a way that there is an upward pressure on the bottom of the hull. Other methods of design and construction may be accepted as alternatives provided that such methods ensure at least the same level of protection against oil pollution in the event of a collision or stranding and are approved in principle by the Marine Environment Protection Committee based on guidelines developed by the Organization. For oil tankers of 20,000 dwt and above new requirements were introduced concerning subdivision and stability. The amendments also considerably reduced the amount of oil which can be discharged into the sea from ships (for example, following the cleaning of cargo tanks or from engine room bilges). Originally oil tankers were permitted to discharge oil or oily mixtures at the rate of 60 liters per nautical mile. The amendments reduced this to 30 liters. For non-tankers of 400 grt and above the permitted oil content of the effluent which may be discharged into the sea is cut from 100 parts per million to 15 parts per million. Regulation 24(4), which deals with the limitation of size and arrangement of cargo tanks, was also modified. Regulation 13G applies to existing crude oil tankers of 20,000 dwt and product carriers of 30,000 dwt and above. Tankers that are 25 years old and which were not constructed according to the requirements of the 1978 Protocol to MARPOL 73/78 have to be fitted with double sides and double bottoms. The Protocol applies to tankers ordered after 1 June 1979, which were begun after 1 January 1980 or completed after 1 June 1982. Tankers built according to the standards of the Protocol are exempt until they reach the age of 30. Existing tankers are subject to an enhanced program of inspections during their periodical, intermediate and annual surveys. Tankers that are five years old or more must carry on board a completed file of survey reports together with a conditional evaluation report endorsed by the flag Administration. Tankers built in the 1970s which are at or past their 25th must comply with Regulation 13F. If not, their owners must decide whether to convert them to the standards set out in Excellence And Competency Training Center, Inc. 21 MARPOL 73/78 regulation 13F, or to scrap them. Another set of tankers built according to the standards of the 1978 protocol will soon be approaching their 30th birthday - and the same decisions must be taken. The 1994 amendments Adoption: 13 November 1994 Entry into force: 3 March 1996 The amendments affect four of the Conventions five technical annexes (II III, V, and I) and are all designed to improve the way it is implemented. They make it possible for ships to be inspected when in the ports of other Parties to the Convention to ensure that crews are able to carry out essential shipboard procedures relating to marine pollution prevention. These are contained in resolution A.742 (18), which was adopted by the IMO Assembly in November 1993. The amendments are similar to those made to SOLAS in May 1994. Extending port State control to operational requirements is seen as an important way of improving the efficiency with which international safety and anti-pollution treaties are implemented. The 1997 amendments Adoption: 23 September 1997 Entry into force: 1 February 1999 Regulation 25A to Annex 1 specifies intact stability criteria for double hull tankers. Another amendment made the North West European waters a "special area" under Regulation 10 of Annex 1. The waters cover the North Sea and its approaches, the Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North East Atlantic immediately to the West of Ireland. In special areas, discharge into the sea of oil or oily mixture from any oil tanker and ship over 400 gt is prohibited. Other special areas already designated under Annex I of MARPOL include: the Mediterranean Sea area, the Baltic Sea area, the Red Sea area, the Gulf of Aden area and the Antarctic area. The 1999 amendments Adoption: 1 July 1999 Entry into force: 1 January 2001 (under tacit acceptance) Amendments to Regulation 13G of Annex I (Regulations for the Prevention of Pollution by Oil) make existing oil tankers between 20,000 and 30,000 tons deadweight carrying persistent product oil, including heavy diesel oil and fuel oil, subject to the same construction requirements as crude oil tankers. Excellence And Competency Training Center, Inc. 22 MARPOL 73/78 Regulation 13G requires, in principle, existing tankers to comply with requirements for new tankers in Regulation 13F, including double hull requirements for new tankers or alternative arrangements, not later than 25 years after date of delivery. The amendments extend the application from applying to crude oil tankers of 20,000 tons deadweight and above and product carriers of 30,000 tons deadweight and above, to also apply to tankers between 20,000 and 30,000 tons deadweight which carry heavy diesel oil or fuel oil. The aim of the amendments is to address concerns that oil pollution incidents involving persistent oils are as severe as those involving crude oil, so regulations applicable to crude oil tankers should also apply to tankers carrying persistent oils. Related amendments to the Supplement of the IOPP (International Oil Pollution Prevention) Certificate, covering in particular oil separating/filtering equipment and retention and disposal of oil residues were also adopted. The 2001 amendments Adoption: 27 April 2001 Entry into force: 1 September 2002 The amendment to Annex I brought in a new global timetable for accelerating the phase- out of single-hull oil tankers which was subsequently revised again by the 2003 amendments. The flag state administration may allow for some newer single hull ships registered in its country that conform to certain technical specifications to continue trading until the 25th anniversary of their delivery. However, under the provisions of paragraph 8(b), any Port State can deny entry of those single hull tankers which are allowed to operate until their 25th anniversary to ports or offshore terminals. They must communicate their intention to do this to IMO. As an additional precautionary measure, a Condition Assessment Scheme (CAS) will have to be applied to all Category 1 vessels continuing to trade after 2005 and all Category 2 vessels after 2010. Although the CAS does not specify structural standards in excess of the provisions of other IMO conventions, codes and recommendations, its requirements stipulate more stringent and transparent verification of the reported structural condition of the ship and that documentary and survey procedures have been properly carried out and completed. The requirements of the CAS include enhanced and transparent verification of the reported structural condition and of the ship and verification that the documentary and survey procedures have been properly carried out and completed. The Scheme requires that compliance with the CAS is assessed during the Enhanced Survey Program of Inspections Excellence And Competency Training Center, Inc. 23 MARPOL 73/78 concurrent with intermediate or renewal surveys currently required by resolution A.744(18), as amended. The 2003 Amendments Adoption: 4 December 2003 Entry into force: April 2005 Under a revised regulation 13G of Annex I of MARPOL, the final phasing-out date for Category 1 tankers (pre-MARPOL tankers) is brought forward to 2005, from 2007. The final phasing-out date for category 2 and 3 tankers (MARPOL tankers and smaller tankers) is brought forward to 2010 from 2015. The full timetable for the phasing out of single-hull tankers is as follows: Category of oil Date or year tanker Category 1 5 April 2005 for ships delivered on 5 April 1982 or earlier 2005 for ships delivered after 5 April 1982 Category 2 and 5 April 2005 for ships delivered on 5 April 1977 or earlier Category 3 2005 for ships delivered after 5 April 1977 but before 1 January 1978 2006 for ships delivered in 1978 and 1979 2007 for ships delivered in 1980 and 1981 2008 for ships delivered in 1982 2009 for ships delivered in 1983 2010 for ships delivered in 1984 or later Under the revised regulation, the Condition Assessment Scheme (CAS) is to be made applicable to all single-hull tankers of 15 years, or older. Previously it was applicable to all Category 1 vessels continuing to trade after 2005 and all Category 2 vessels after 2010. Consequential enhancements to the CAS scheme were also adopted. The revised regulation allows the Administration (flag State) to permit continued operation of category 2 or 3 tankers beyond 2010 subject to satisfactory results from the CAS, but the continued operation must not go beyond the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years of age after the date of its delivery, whichever is earlier. In the case of certain Category 2 or 3 oil tankers fitted with only double bottoms or double sides not used for the carriage of oil and extending to the entire cargo tank length or double hull spaces, not meeting the minimum distance protection requirements, which are not used for the carriage of oil and extend to the entire cargo tank length, the Administration may allow continued operation beyond 2010, provided that the ship was in service on 1 July 2001, the Administration is satisfied by verification of the official records that the ship complied with the conditions specified and that those conditions remain unchanged. Again, Excellence And Competency Training Center, Inc. 24 MARPOL 73/78 such continued operation must not go beyond the date on which the ship reaches 25 years of age after the date of its delivery. Carriage of heavy grade oil A new MARPOL regulation 13H on the prevention of oil pollution from oil tankers when carrying heavy grade oil (HGO) bans the carriage of HGO in single-hull tankers of 5,000 tons dwt and above after the date of entry into force of the regulation (5 April 2005), and in single-hull oil tankers of 600 tons dwt and above but less than 5,000 tons dwt, not later than the anniversary of their delivery date in 2008. Under the new regulation, HGO means any of the following: - crude oils having a density at 15ºC higher than 900 kg/m3; - fuel oils having either a density at 15ºC higher than 900 kg/ m3 or a kinematic viscosity at 50ºC higher than 180 mm2/s; and - bitumen, tar and their emulsions. In the case of certain Category 2 or 3 tankers carrying heavy grade oil as cargo, fitted only with double bottoms or double sides, not used for the carriage of oil and extending to the entire cargo tank length, or double hull spaces not meeting the minimum distance protection requirements which are not used for the carriage of oil and extend to the entire cargo tank length, the Administration may allow continued operation of such ships beyond 5 April 2005 until the date on which the ship reaches 25 years of age after the date of its delivery. Regulation 13(H) also allows for continued operation of oil tankers of 5,000 tons dwt and above, carrying crude oil with a density at 15ºC higher than 900 kg/ m3 but lower than 945 kg/ m3, if satisfactory results of the Condition Assessment Scheme warrant that, in the opinion of the Administration, the ship is fit to continue such operation, having regard to the size, age, operational area and structural conditions of the ship and provided that the continued operation shall not go beyond the date on which the ship reaches 25 years after the date of its delivery. The Administration may allow continued operation of a single hull oil tanker of 600 tons deadweight and above but less than 5,000 tons deadweight, carrying heavy grade oil as cargo, if, in the opinion of the Administration, the ship is fit to continue such operation, having regard to the size, age, operational area and structural conditions of the ship, provided that the operation shall not go beyond the date on which the ship reaches 25 years after the date of its delivery. The Administration of a Party to the present Convention may exempt an oil tanker of 600 tons deadweight and above carrying heavy grade oil as cargo if the ship is either engaged in voyages exclusively within an area under the Party's jurisdiction, or is engaged in voyages exclusively within an area under the jurisdiction of another Party, provided the Party within whose jurisdiction the ship will be operating agrees. The same applies to vessels operating as floating storage units of heavy grade oil. Excellence And Competency Training Center, Inc. 25 MARPOL 73/78 A Party to MARPOL 73/78 shall be entitled to deny entry of single hull tankers carrying heavy grade oil which have been allowed to continue operation under the exemptions mentioned above, into the ports or offshore terminals under its jurisdiction, or deny ship-to- ship transfer of heavy grade oil in areas under its jurisdiction except when this is necessary for the purpose of securing the safety of a ship or saving life at sea. Resolutions adopted The amendments to MARPOL regulation 13G, the addition of a new regulation 13H, consequential amendments to the IOPP Certificate and the amendments to the Condition Assessment Scheme were adopted by the Committee as MEPC Resolutions Among other resolutions adopted by the Committee, another on early implementation urged Parties to MARPOL 73/78 seriously to consider the application of the amendments as soon as possible to ships entitled to fly their flag, without waiting for the amendments to enter into force and to communicate this action to the Organization. It also invited the maritime industry to implement the aforesaid amendments to Annex I of MARPOL 73/78 effectively as soon as possible. The 2004 (October) Amendments Adoption: 15 October 2004 Entry into force: 1 January 2007 Revised MARPOL Annex I (oil) The revised MARPOL Annex I Regulations for the prevention of pollution by oil incorporates the various amendments adopted since MARPOL entered into force in 1983, including the amended regulation 13G (regulation 20 in the revised annex) and regulation 13H (regulation 21 in the revised annex) on the phasing-in of double hull requirements for oil tankers. It also separates, in different chapters, the construction and equipment provisions from the operational requirements and makes clear the distinctions between the requirements for new ships and those for existing ships. The revision provides a more user- friendly, simplified Annex I. New requirements in the revised Annex I include the following: Regulation 22 Pump-room bottom protection: on oil tankers of 5,000 tonnes deadweight and above constructed on or after 1 January 2007, the pump-room shall be provided with a double bottom. Regulation 23 Accidental oil outflow performance - applicable to oil tankers delivered on or after [date of entry into force of revised Annex I plus 36 months] 1 January 2010; construction requirements to provide adequate protection against oil pollution in the event of stranding or collision. Oman Sea - new special area under MARPOL Annex I The Oman Sea area of the Arabian Seas is designated as a special area in the revised Annex I.The other special areas in Annex I are: Mediterranean Sea area; Baltic Sea area; Excellence And Competency Training Center, Inc. 26 MARPOL 73/78 Black Sea area; Red Sea area; "Gulfs" area; Gulf of Aden area; Antarctic area; and North West European Waters. In the special areas, there are stricter controls on discharge of oily wastes. The 2006 Amendments Adoption: March 2006 Entry into force: 1 August 2007 MARPOL regulation on oil fuel tank protection The amendment to the revised MARPOL Annex I (which was adopted in October 2004 with entry into force set for 1 January 2007) includes a new regulation 12A on oil fuel tank protection. The regulation is intended to apply to all ships delivered on or after 1 August 2010 with an aggregate oil fuel capacity of 600m3 and above. It includes requirements for the protected location of the fuel tanks and performance standards for accidental oil fuel outflow. A maximum capacity limit of 2,500m3 per oil fuel tank is included in the regulation, which also requires Administrations to consider general safety aspects, including the need for maintenance and inspection of wing and double- bottom tanks or spaces, when approving the design and construction of ships in accordance with the regulation. Consequential amendments to the IOPP Certificate were also adopted. The MEPC also agreed to include appropriate text referring to the new regulation in the amendments to the Guidelines for the application of the revised MARPOL Annex I requirements to FPSOs and FSUs and approved a Unified Interpretation on the application of the regulation to column-stabilized MODUs. Definition of heavy grade oil A further amendment to the revised MARPOL Annex I relates to the definition of "heavy grade oil" in regulation 21 on Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo, replacing the words "fuel oils" with "oils, other than crude oils", thereby broadening the scope of the regulation. The 2006 Amendments Adoption: October 2006 Entry into force: 1 March 2008/1 January 2010 Entry into force: 1 March 2008 The designation of the Southern South African waters as a Special Area under Annex I (Regulations for the prevention of pollution by oil from ships) , will provide measures to protect wildlife and the marine environment in an ecologically important region used intensively by shipping. Excellence And Competency Training Center, Inc. 27 MARPOL 73/78 July 2009 amendments Entry into force: 1 January 2011 MARPOL Annex I amendments - transfer of oil cargo between oil tankers at sea amendments to MARPOL Annex I for the prevention of marine pollution during some ship- to-ship (STS) oil transfer operations. The new chapter 8 on Prevention of pollution during transfer of oil cargo between oil tankers at sea will apply to oil tankers of 150 gross tonnage and above and will require any oil tanker involved in oil cargo STS operations to have, on board, a plan prescribing how to conduct STS operations (the STS Plan), which would be approved by its Administration. Notification to the relevant coastal State will be required not less than 48 hours in advance of the scheduled STS operations although some relaxation to this rule is allowed in certain, very specific, cases. The regulations are not intended to apply to bunkering operations. Consequential amendments to the International Oil Pollution Prevention (IOPP) Certificate, the Supplement to the IOPP Certificate and the Oil Record Book. MARPOL Annex I Oil residue (sludge) amendments Amendments to MARPOL Annex I regulations 1, 12, 13, 17 and 38, relating to the on board management of oil residue (sludge). The amendments clarify long standing requirements and remove existing ambiguities in order to facilitate compliance by ships' crews. Definitions for oil residue (sludge), oil residue (sludge) tanks, oily bilge water and oily bilge water holding tanks are introduced for the first time. Related amendments to the Supplement to the IOPP Certificate, Form A and Form B, and to the Oil Record Book. ENTRY INTO FORCE: 01 JANUARY 2010 Regulation 1- Definitions OIL Means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products. OILY MIXTURE Means mixture with any oil content. Excellence And Competency Training Center, Inc. 28 MARPOL 73/78 Principles of Environmental Protection Minimize the generation of oil and water mixture Separate oil from water where mixture cannot be avoided Set limits to the quantity of oil which may be discharged into the sea Set effluent standards Instituting special areas and prohibited coastal zones Carrying oil in spaces protected from direct impact by stranding or collision Limit the size of cargo tanks Carry oil in ships which has greater survival capability in event of damage The principles are implemented through requirements with respect to construction, equipment and operations. The implementation is verified by means of Survey & certification Boarding & ship’s inspection- Vessel’s Inspection Questionaire Airborne surveillance Excellence And Competency Training Center, Inc. 29 MARPOL 73/78 Oil Record Book Records of oil content produced by oil discharge & monitoring and control systems and Oil Filtering Systems Regulation 1(9) -From the nearest land- from the baseline from which the territorial sea of the territory in question is established. Regulation 1(11) -Special Areas-means a sea area where for recognized technical reasons in relation to its oceanographical and ecological condition and to the particular character of its traffic the adoption of special mandatory methods for the prevention of sea pollution by oil is required. Regulation 14- OIL FILTERING SYSTEMS (OFS) - MEANS ANY COMBINATION OF A SEPARATOR, FILTER AND A COALESCER WHICH IS DESIGNED TO PRODUCED EFFLUENT CONTAINING NOT MORE THAN 15 PPM. Regulation 31- Oil Discharge Monitoring and Control System (ODMCS) - IS A SYSTEM WHICH MONITORS THE DISCHARGE INTO THE SEA OF OILY BALLAST OR OTHER OIL-CONTAINED WATER FROM THE SLOP TANKS AND CARGO TANK AREAS. Regulation 17 -OIL RECORD BOOK Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery Space Operations). Regulation 36 -OIL RECORD BOOK Every oil tanker of 150 tons gross tonnage and above shall also be provided with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record Book(s), whether as part of the ship’s official log-book or otherwise, shall be in the form(s) specified in appendix III of Annex I. Regulation 6 -Surveys Every oil tanker of 150 tons gross tonnage and above and every other ship of 400 tons gross tonnage and above shall be subject to the surveys specified below: a) An initial survey before the ship is put in service or before the Certificate required under regulation 7 of this Annex is issued for the first time, which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and material in so far as the ship is covered by this Annex. Excellence And Competency Training Center, Inc. 30 MARPOL 73/78 b) A renewal survey at intervals specified by the Administration, but not exceeding five years, except where regulation 10.2, 10.5, 10.6 or 10.7 of this Annex is applicable. The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex. c) An intermediate survey within 3 months before or after the 2nd anniversary date or within 3 months before or after the 3rd anniversary date of the Certificate, which shall take the place of 1 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 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. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily-water separating equipment and oil filtering systems, fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the certificate issued under regulation 7 or 8 of this Annex. d) An annual survey within three months before and after each anniversary date of the certificate, including a general inspection of the structure, equipment, systems, fitting, arrangements and material referred to in paragraph (1)(a) of this regulation to ensure that they have been maintained in accordance with paragraph 4.1 and 4.2 of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the certificate issued under regulation 7 or 8 of this Annex e) An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph 4.3 of this regulation, or whenever any important repairs or renewals are made. Regulation 7- Issue or Endorsement of Certificate - An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 6 of this Annex, to any oil tanker 150 tons gross tonnage and above and any other ships 400 tons gross tonnage and above which are engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention. Excellence And Competency Training Center, Inc. 31 MARPOL 73/78 IOPP CERTIFICATE THE SUPPLEMENT IS THE RECORD OF CONSTRUCTION AND EQUIPMENT FORM A RECORD OF CONSTRUCTION AND EQUIPMENT FOR SHIP OTHER THAN OIL TANKER. FORM B RECORD OF CONSTRUCTION AND EQUIPMENT FOR OIL TANKER. Regulation 15 -DISCHARGE PROVISIONS THE DISCHARGE PROVISIONS FOR OIL AND OILY WASTES FROM MACHINERY SPACES (ALL SHIPS) A Discharges outside special areas - Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except when all the following conditions are satisfied:.1 the ship is proceeding en route;.2 the oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14 of this Annex;.3 the oil content of the effluent without dilution does not exceed 15 parts per million;.4 the oily mixture does not originate from cargo pump room bilges on oil tankers; and.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues. 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..3 the oil content of the effluent without dilution does not exceed 15 parts per million;.4 the oily mixtures does not originate from the cargo pump room bilges on oil tankers; and.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues..6 In respect of the Antarctic area, any discharge into the sea of oil or oily mixture from any ship shall be prohibited. Excellence And Competency Training Center, Inc. 32 MARPOL 73/78 C Requirements for ships of less than 400 gross tonnage in all areas except the Antarctic area - In the case of a ship of less than 400 tons gross tonnage, oil and all oily mixtures shall either be retained on board for subsequent discharging to reception facilities or discharged into the sea in accordance with the following provisions:.1 the ship is proceeding en route;.2 the ship has an operation equipment of a design approved by the Administration that ensures that the oil content does not exceed 15PPM..3 the oily mixture does not originate from cargo pump room bilges on oil tankers; and.4 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues. Regulation 19-Double hull and double bottom requirements for oil tankers delivered on or after 6 July 1996 (1) This regulation shall apply to oil tankers of 600 tons deadweight and above delivered on or after 6 July 1996 as follows. (2) The entire cargo tank length shall be protected by ballast tanks or spaces other than cargo and fuel oil tanks as follows:.1 Wing tanks or spaces Wing tanks or spaces shall extend either for the full depth of the ship’s side or from the top of the double bottom to the uppermost deck, disregarding a rounded gunwale where fitted. They shall be arranged such that the cargo tanks are located inboard of the moulded line of the side shell plating, nowhere less than the distance w which, as shown in figure 1, is measured at any cross-section at right to the side shell, as specified below: w = 0.5 + __DW__ (m) or 20,000 w = 2.0 m, whichever is the lesser. The minimum value of w = 1.0 m..2 Double bottom tanks or spaces Excellence And Competency Training Center, Inc. 33 MARPOL 73/78 At any cross-section the depth of each double bottom tank or space shall be such that the distance h between the bottom of the cargo tanks and the moulded line of the bottom shell plating measured at right angles to the bottom shell plating as shown in figure 1 is not less than specified below: h = B/15 (m) or h = 2.0 m, whichever is the lesser. The minimum value of h = 1.0 m..3 Turn of the bilge area or at locations without a clearly defined turn of the bilge When the distance h and w are different, the distance w shall have preference at levels exceeding 1.5h above the baseline as shown in figure 1. Regulation 20 Double hull and double bottom requirements for oil tankers delivered before 6 July 1996 (1) Unless expressly provided otherwise this regulation shall:.1 apply to oil tankers of 5,000 tons deadweight and above, which are delivered before 6 July 1996, as defined in regulation of this Annex. Regulation 22 Pump-room bottom protection (1) This regulation applies to oil tankers of 5,000 tons deadweight and above constructed on or after 1 January 2007. (2) The pump-room shall be provided with a double bottom such that at any cross section the depth of each double bottom tank or space shall be such that the distance h between the bottom of the pump-room and the ship’s baseline measured at right angles to the ship’s baseline is not less than specified below: h = B/15 (m) or h = 2 m, whichever is the lesser. The minimum value of h = 1 m. Excellence And Competency Training Center, Inc. 34 MARPOL 73/78 Regulation 34 -Control Of Oil Discharge from Oil Tankers Discharge Provisions A. Discharges outside special areas (1) Any discharge into the sea of oil or oily mixtures come from slop tanks, cargo tanks, DCBT/CBT, Cargo pump-room bilge of oil tankers shall be prohibited except when all following conditions are satisfied:.1 the tanker is not within the special area.2 the tanker is more than 50 nautical miles from the nearest land.3 the tanker is proceeding en route.4 the instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile;.5 the total quantity of oil discharged into the sea does not exceed for tanker delivered on or before 31 December 1979, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for tankers delivered after 31 December 1979, 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and.6 the tanker has in operation an oil discharge monitoring and control system and slop tank arrangement as required by regulations 29 and 31 of this Annex. (2) the provisions of paragraph 1 of this regulation shall not apply to the discharge of clean or segregated ballast. B. Discharges in special areas (3) Discharge into the sea of oil or oily mixture from the cargo area, slop tanks, DCBT/CBT, cargo pump-room bilge of an oil tanker shall be prohibited while in special area. (4) The provisions of this regulation shall not apply to the discharge of clean or segregated ballast. Regulation 37-Shipboard oil pollution emergency plan (1) Every oil tanker of 150 tons gross tonnage and above and every ship other than oil tanker of 400 tons gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. (2) Such a plan shall be in accordance with guidelines developed by the Organization and written in the working language of the master and officers. The plan shall consist at least of: Excellence And Competency Training Center, Inc. 35 MARPOL 73/78.1 the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident, as required in article 8 and Protocol I of the present Convention, based on the guidelines developed by the Organization;.2 the list of authorities or persons to be contacted in the event of an oil pollution incident;.3 a detailed description of the action to be taken immediately persons on board to reduce or control the discharge of oil following the incident; and.4 the procedures and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution. (3) In the case of ships to which regulation 17 of the Annex II of the Convention also apply, such plan may be combined with the shipboard marine pollution emergency plan for noxious liquid substances required under regulation 16 of Annex of the Convention. In this case, the title of a plan shall be “shipboard marine pollution emergency plan”. 79 Excellence And Competency Training Center, Inc. 36 MARPOL 73/78 80 81 Excellence And Competency Training Center, Inc. 37 MARPOL 73/78 82 83 Excellence And Competency Training Center, Inc. 38 MARPOL 73/78 Annex II: Regulation for the prevention of pollution by noxious liquid substances Entry into force: 6 April 1987 Carriage of chemicals by ship Regulations governing the carriage of chemicals by ship are contained in the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Marine Pollution from Ships, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). Chemicals carried in bulk Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous goods and MARPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk. Both Conventions require chemical tankers built after 1 July 1986 to comply with the International Bulk Chemical Code (IBC Code), which gives international standards for the safe transport by sea in bulk of liquid dangerous chemicals, by prescribing the design and construction standards of ships involved in such transport and the equipment they should carry so as to minimize the risks to the ship, its crew and to the environment, having regard to the nature of the products carried. The basic philosophy is one of ship types related to the hazards of the products covered by the Codes. Each of the products may have one or more hazard properties which include flammability, toxicity, corrosivity and reactivity. The IBC Code lists of chemicals and their hazards and gives both the ship type required to carry that product as well as the environmental hazard rating. Chemical tankers constructed before 1 July 1986 should comply with the requirements of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) – the predecessor of the IBC Code. The 1985 amendments Adoption: 5 December 1985 Entry into force: 6 April 1987 The amendments to Annex II, which deals with liquid noxious substances (such as chemicals), were intended to take into account technological developments since the Annex was drafted in 1973 and to simplify its implementation. In particular, the aim was to reduce the need for reception facilities for chemical wastes and to improve cargo tank stripping efficiencies. The amendments also made the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) mandatory for ships built on or Excellence And Competency Training Center, Inc. 39 MARPOL 73/78 after 1 July 1986. This is important because the Annex itself is concerned only with discharge procedures: the Code contains carriage requirements. The Code itself was revised to take into account anti-pollution requirements and therefore make the amended Annex more effective in reducing accidental pollution The 1989 (March) amendments Adoption: March 1989 Entry into force: 13 October 1990 The amendments affected the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), mandatory under both MARPOL 73/78 and SOLAS and applies to ships built on or after 1 July 1986 and the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH). In both cases, the amendments included a revised list of chemicals. The BCH Code is mandatory under MARPOL 73/78 but voluntary under SOLAS 1974. Further amendments affected Annex II of MARPOL - updating and replacing the lists of chemicals in appendices II and III. The 1990 (IBC Code) amendments Adoption: March 1990 Entry into force: On the same date as the March 1990 HSSC amendments i.e. 3 February 2000. The amendments introduced the HSSC into the IBC Code The 1996 amendments Adoption: 10 July 1996 Entry into force: 1 January 1998 One set of amendments concerned Protocol I to the Convention which contains provisions for reporting incidents involving harmful substances. The amendments included more precise requirements for the sending of such reports. Other amendments brought requirements in MARPOL concerning the IBC and BCH Codes into line with amendments adopted to SOLAS. (Revised Annex II enters into force 1 January 2007) Annex II details the discharge criteria and measures for the control of pollution by noxious liquid substances carried in bulk. Some 250 substances were evaluated and included in the list appended to the Convention. The discharge of their residues is allowed only to reception facilities until certain concentrations and conditions (which vary with the category of substances) are Excellence And Competency Training Center, Inc. 40 MARPOL 73/78 complied with. In any case, no discharge of residues containing noxious substances is permitted within 12 miles of the nearest land. More stringent restrictions applied to the Baltic and Black Sea areas. Revised MARPOL Annex II (noxious liquid substances carried in bulk) The revised Annex II Regulations for the control of pollution by noxious liquid substances in bulk includes a new four-category categorization system for noxious and liquid substances. The revised annex is expected to enter into force on 1 January 2007. The new categories are: 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; and Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because they are 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 of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subject to any requirements of MARPOL Annex II. The revised annex includes a number of other significant changes. Improvements in ship technology, such as efficient stripping techniques, has made possible significantly lower permitted discharge levels of certain products which have been incorporated into Annex II. For ships constructed on or after 1 January 2007 the maximum permitted residue in the tank and its associated piping left after discharge will be set at a maximum of 75 liters for products in categories X, Y and Z - compared with previous limits which set a maximum of 100 or 300 liters, depending on the product category. Alongside the revision of Annex II, the marine pollution hazards of thousands of chemicals have been evaluated by the Evaluation of Hazardous Substances Working Group, giving a resultant GESAMP2 Hazard Profile which indexes the substance according to its bio- Excellence And Competency Training Center, Inc. 41 MARPOL 73/78 accumulation; bio-degradation; acute toxicity; chronic toxicity; long-term health effects; and effects on marine wildlife and on benthic habitats. As a result of the hazard evaluation process and the new categorization system, vegetable oils which were previously categorized as being unrestricted will now be required to be carried in chemical tankers. The revised Annex includes, under regulation 4 Exemptions, provision for the Administration to exempt ships certified to carry individually identified vegetable oils, subject to certain provisions relating to the location of the cargo tanks carrying the identified vegetable oil. Transport of vegetable oils An MEPC resolution on Guidelines for the transport of vegetable oils in deep tanks or in independent tanks specially designed for the carriage of such vegetable oils on board dry cargo ships allows general dry cargo ships that are currently certified to carry vegetable oil in bulk to continue to carry these vegetable oils on specific trades. The guidelines also take effect on 1 January 2007. Consequential amendments to the IBC Code Consequential amendments to the International Bulk Chemical Code (IBC Code) were also adopted at the session, reflecting the changes to MARPOL Annex II. The amendments incorporate revisions to the categorization of certain products relating to their properties as potential marine pollutants as well as revisions to ship type and carriage requirements following their evaluation by the Evaluation of Hazardous Substances Working Group. Ships constructed after 1986 carrying substances identified in chapter 17 of the IBC Code must follow the requirements for design, construction, equipment and operation of ships contained in the Code. Amendments to BCH Code Amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) were adopted as a consequence of the revised Annex II of MARPOL 73/78 and the amended International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code), which are expected to enter into force on 1 January 2007. The MEPC also adopted a resolution on Early and Effective Application of the 2006 amendments to the BCH Code to invite MARPOL Parties to consider the application of the amendments to the BCH Code, as soon as practically possible, to ships entitled to fly their flag. Also adopted were the revised Guidelines for the provisional assessment of liquids transported in bulk. In this context the Committee urged industry, in particular the chemical industry, to provide information on the revision of List 2 of the MEPC circular which contains pollutant-only mixtures based on section 5 of the revised Guidelines. Preparedness and response - dealing with pollution incidents involving chemicals The 2000 Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and Noxious Substances, 2000 (HNS Protocol) is based on the International Excellence And Competency Training Center, Inc. 42 MARPOL 73/78 Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), which was adopted in November 1990 and is designed to help Governments combat major oil pollution incidents. The Convention and Protocol are designed to facilitate international co-operation and mutual assistance in preparing for and responding to a major oil pollution incident and to encourage States to develop and maintain an adequate capability to deal with pollution emergencies. Entry into force : 01 January 2010 Regulation 6- Categorization and listing of Noxious Liquid Substances and Other Substances(OS) 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

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