Fighting Pollution proof2

FIGHTING POLLUTION

PREVENTING POLLUTION AT SEA

EDITION 5

Warning: Any unauthorised copying, hiring, lending, exhibition diffusion, sale, public performance or other exploitation of this video and accompanying workbook training package is strictly prohibited and may result in prosecution.

COPYRIGHT © Videotel MMXIII This video and accompanying workbook training package is intended to reflect the best available techniques and practices at the time of production, it is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way concerned with the production or authorised translation, supply or sale of this video and accompanying workbook training package for accuracy of any information given hereon or for any omission herefrom.

FIGHTING POLLUTION

PREVENTING POLLUTION AT SEA EDITION 5

A VIDEOTEL PRODUCTION

The Producers would like to thank the following for their help with this programme: The European Union (EU) Faire Marine Services International Chamber of Shipping (ICS) International Maritime Organization (IMO) V Ships

CONSULTANT: JON WONHAM VIDEO PRODUCER: ROBIN JACKSON VIDEO WRITER/DIRECTOR: ZIGGY USZKURAT PRINT AUTHOR: ROBIN JACKSON

4 CONTENTS 1 : INTRODUCTION 1.1 / AIMS AND OBJECTIVES 1.2 / AN ENVIRONMENTAL POLICY 2 : EXISTING REGULATIONS 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9

/ / / / / / / / / / / / / / / /

Oil-water and oil discharges General requirements Compliance with MARPOL regulations Avoiding accidental oil spills Response to accidental oil spills Some additional points Procedure forms and operational checklists

4 : APPENDICES 4.1 4.2 4.3 4.4 4.5 4.6

/ / / / / /

BUNKERING OPERATIONS CHECKLISTS BALLAST WATER REPORTING FORM GARBAGE RECORD BOOK MARPOL ANNEX I AMENDMENTS INVENTORY OF HAZARDOUS MATERIALS FURTHER RESOURCES

5 : ASSESSMENT QUESTIONS

CONTENTS

5 6 8

MARPOL 73/78 AND ITS ANNEXES 8 OIL, SEWAGE AND GARBAGE DISCHARGE FOR ALL SHIPS 9 OIL DISCHARGES 10 Disposal of sewage 14 Disposal of garbage 17 Air pollution 24 Anti-fouling Paint Control 29 Ballast Water 29 Ship recycling 30

3 : TRAINING TO PREVENT POLLUTION 3.1 3.2 3.3 3.4 3.5 3.6 3.7

5

31 31 32 33 35 36 37 38 40 40 42 43 45 47 50 52

5 1 : INTRODUCTION

1.1 / AIMS AND OBJECTIVES This training package deals with the ways in which professional seafarers can limit the pollution of the seas. It is designed for ships’ officers who should be well aware of the problems of ensuring compliance with the regulations, with company policy and with industry best practice guidelines.

The intention here is to provide a focus for the officers themselves and so help to achieve good training and motivation for other crew members. The strategy is to view compliance with the regulations as an essential minimum and to encourage all those involved to do everything possible to minimise the impact of their operations on the marine environment.

The video consists of four sections for convenience in presentation and ease of assimilation. The first section presents the significance of ship-source pollution and the need for the individual crew member to take it seriously and act accordingly. The second deals with bunker loading and cargo handling. The third covers oil-water separation and monitoring, and the fourth, garbage handling and final disposal.

This workbook should be used together with the video. It is also divided into four sections, the first of which is this introduction. The second section deals with existing regulations of MARPOL; the third covers methods of training to prevent any pollution from operational discharges or from accidental events; the fourth provides a number of references, for example, a bunkering procedures checklist, which help the development of good practice on board. In this revision of the workbook, the content has been considerably extended to cover some of the recent changes to MARPOL as well as other environmental issues which are having an impact on the operation of the ship.

In Section 3 on training, prevention of oil release from safe containment is treated separately from procedures for dealing with operationally produced oily water mixtures. Here are listed causes of oil release, ways of avoidance, and means of response should release occur.

1 : INTRODUCTION

6 These, together with the items in Section 4, can be brought into a training session by photocopying the relevant pages. Crew members could then read through the suggested points, discuss if and how they apply to their particular ship and decide how best to implement any measures not already part of regular practice.

There are many basic precautions against pollution which every ship and every crew member can take.

1.2 / AN ENVIRONMENTAL POLICY Every shipping company and every ship must have an environmental policy in place.

This training package has been designed to assist in training those on board ship to be more aware of this policy. Any such policy must take account of the International Convention for the Prevention of Pollution from Ships, MARPOL 73/78, and its Annexes, and of industry standards and port authority regulations. All shipping companies must ensure that their ships carry a Shipboard Oil Pollution Emergency Plan. Chemical tankers must, in addition, carry a Shipboard Marine Pollution Emergency Plan to cover potential environmental contamination from noxious liquid substances.

The six MARPOL Annexes have had a marked effect in reducing the amount of pollution at sea. Pollution through oil and chemical discharges; the handling of packaged goods, and disposal of garbage and sewage are all covered by these regulations. Air pollution is covered by Annex VI and the amended regulations entered into force on 1 July 2010. In some cases, individual nations may have regulations that are more demanding than MARPOL, and local port requirements should be checked. The United States, for example, has introduced the Vessel General Permit, VGP, an environmental regulatory system that governs the treatment or disposal of the many different effluent streams that may be found on vessels operating in US coastal waters.

In addition the IMO’s International Safety Management Code, (ISM Code), is progressively formalising and tightening up on safety management at sea. The influence of the ISM Code will have affected the environmental policies of all shipping companies.

In 2004, the IMO adopted the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, (BWM Convention). This aims to limit the transfer of harmful organisms and pathogens in ballast water discharges.

Ships constructed from 2010 onwards must be equipped to meet the standards for

1 : INTRODUCTION

7 ballast water treatment established by the regulations and a number of technologies have now been approved that should enable the standards to be met.

Company environmental policy should also take account of the fact that regulation tends to become stricter where it already applies, and to extend its cover to areas not yet regulated. To get ahead of the game and reach a more comfortable state of self regulation, company environmental policy should seek to promote a proper understanding of the need for regulation, and the objectives of the various Conventions, codes of practice and guidelines. This will encourage not only compliance, but also the search for means to improve performance beyond current best practice.

Section 3 on training suggests what could be included in such a programme.

Many companies now appoint one of the officers on board to assume the duties of Environmental Officer, (EO). The EO could set aside times for small groups of crew members to meet and view the video and then discuss the various ways of reducing pollution on board ship. There is no need to make such sessions overly formal - the emphasis should be on practical ways of making sure that pollution incidents do not happen.

Wherever practical, it is preferable to avoid even discharges that are legal. The identification of such opportunities could be made the basis of feedback from ships to company head offices for policy changes, if appropriate.

1 : INTRODUCTION

8 2 : EXISTING REGULATIONS

2.1 / MARPOL 73/78 AND ITS ANNEXES The MARPOL Convention has now been in operation for a good many years and you should be familiar with its main requirements. Its six Annexes deal with discharges from ships of oil; noxious liquids carried in bulk; harmful substances in packaged form; sewage; garbage; and air pollution. These Annexes contain many regulations and are often amended and updated. There should be a current copy aboard your ship.

Annex I deals with oil discharges from all ships and with the special requirements of oil tankers. Annex II deals with the special requirements of bulk chemical tankers.

Annexes I and II have been made more user-friendly and harmonised as far as possible as between oil and chemical tankers through revisions adopted by IMO in October 2004. Further amendments to Annex I entered into force on 1 January 2011.

These resulted in changes to the “Record of construction and equipment” and the “Oil Record Book”. Shipboard personnel, in particular, should be aware of changes to the oil record book, and the background to this. Details of these amendments can be found in Appendix 4.4.

Annex III deals with the carriage of packaged goods. Hazard evaluations continue to be made as new substances enter the market and are regulated through the addition of “marine pollutants” to the International Maritime Dangerous Goods Code (IMDG Code).

Annex IV covers sewage and entered into force on 27 September 2003. The Annex was revised in 2004 and further amendments entered into force on 1 January 2013.

They are referred to later in this workbook.

Annex V, which is concerned with garbage, was changed by wide ranging revisions that entered into force on 1 January 2013. Associated IMO guidelines on implementation of the Annex and on development of garbage management plans were adopted in March 2012 and replace the earlier IMO guidelines. Whereas in the past most categories of garbage could be discharged in limited circumstances, now the rule has been reversed. Most waste streams may not be discharged, except

2 : EXISTING REGULATIONS

9 under certain conditions. For example, the revised regulations extend the definition of garbage to operational wastes not previously included, such as residues from solid bulk cargoes where these are environmentally harmful.

Annex VI on Air Pollution entered into force on 19 May 2005. However, the date at which diesel engines in new builds had to comply with NOx emission limits was 1 January 2000. The 2008 revision of Annex VI entered into force on 1 July 2010.

This workbook is concerned with the Annexes which relate to all ships, i.e. Annexes I, IV, V ­and VI. The video deals principally with Annexes I and V. In addition, both workbook and video include the specialised oil tanker-related aspects of Annex I in respect of tank cleaning and ballast water related discharges.

2.2 / OIL, SEWAGE AND GARBAGE DISCHARGE FOR ALL SHIPS Ideally there should be no discharge but this is thought to be impractical. So permitted limits for discharges are set with regard to what is ‘reasonable and practical’ as judged by international consensus through IMO, in respect of whether they are to occur inside or outside Special Areas and depending on the distance from land at which they are to occur.

This in turn is based on the judgement that some sea areas are more sensitive to pollutants than others and that any impact on shores and inshore waters has to be specially avoided. These two judgements taken together mean that shores and inshore waters are themselves ‘Special Areas’, whatever the designation of the sea area itself may be.

In the case of oil, we also have to accept that oil-contaminated water discharged from tankers within accepted limits may nevertheless form slicks which will affect birds at sea. The slicks may wash up on beaches if they do not disperse into the water column as small droplets before reaching shore. For these reasons, the total amount of permitted discharge, the oil concentration in any discharges, and the distance from shore, are set in such a way as to permit reasonable time for dispersion.

Consideration of the regulations shows that oil as such should not be allowed to enter the sea. Only oily water mixtures from clearly designated sources are permitted and these may have to be processed in order to reduce the oil content to acceptable levels.

This may be achieved either by separation of oil from water by gravity in tanks or by passage through oil-water separators, coalescers and filters.

2 : EXISTING REGULATIONS

10 If the regulation limits cannot be met, the oily waters must be retained onboard and discharged to shore reception facilities. This also applies to cooking oil from the galley; it should be stored onboard and discharged to shore reception facilities.

In the case of sewage, discharge is banned and it must be transferred to a holding tank pending discharge to a shore reception facility or at stipulated distance from shore. Ships may, however, be fitted with a system to comminute and disinfect the sewage, or with a sewage treatment plant, in which case discharge from such systems and plant is permitted, again with regard to stipulated, though shorter, distances from shore.

For garbage, the revisions to Annex V which entered into force on 1 January 2013, referred to earlier, changed the definitions of garbage. Of the six categories previously listed in the Garbage Record Book, only food wastes and non-harmful cargo residues may now be discharged into the sea.

Discharge of garbage is allowed if necessary for “securing the safety of the ship and those on board or saving life at sea”, or if the garbage presents an “imminent health risk” to those on board. Accidental loss of garbage resulting from damage to the ship or its equipment is also exceptionally allowed, on condition that all reasonable precautions to minimise the loss have been taken. The accidental loss of fishing gear is similarly admissible if all reasonable precautions have been taken to prevent the loss, or if it was discharged for the protection of the marine environment or for the safety of the ship or its crew. Garbage does not include fresh fish or parts thereof generated as a result of fishing activities during the voyage.

All discharges of oil must be entered in the Oil Record Book and ballast water on the Ballast Water Reporting Form. It is a legal requirement to keep these up-todate. Likewise all ships should be operating a Garbage Management Plan and record discharges in a Garbage Record Book. Port State inspectors often check these records and inaccurate statements can lead to prosecution.

2.3 / OIL DISCHARGES Special Areas for minimisation of oil pollution have been designated under Annex I of MARPOL. These are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the ‘Gulfs’ area, the Gulf of Aden area, the Antarctic area, North West European waters, the Oman area of the Arabian Sea and the southern South African waters. The last named is the most recent Special Area to be adopted and it entered into effect on August 1st 2008. The term, Special Area means

2 : EXISTING REGULATIONS

11 a sea area where, for recognised technical reasons in relation to its oceanographic 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.

In the case of the Red Sea, Gulf of Aden area and Oman area of the Arabian Sea, the Special Area discharge requirements will become applicable when the IMO determines an appropriate date, dependent on adequate reception facilities being available. However, oil tankers entering these Special Areas for the purpose of loading must make every effort to enter the area with only clean ballast aboard.

In addition, Particularly Sensitive Sea Areas (PSSAs), currently exemplified by the Great Barrier Reef, are likely to be identified in increasing numbers.

A new Chapter 9 has recently been added to Annex I so that, as from February 1st 2011, special requirements for the use or carriage of oils in the Antarctic Area come into force. These basically prohibit the carriage in bulk or the use as fuel of: 1. crude oils having a density at 15°C higher than 900 kg/m3 2. oils, other than crude oils having a density at 15°C higher than 900 kg/m3 or a kinematic viscosity at 50°C higher than 180mm2/s, or 3. bitumen, tar and their emulsions.

Nearest Land This is defined under Regulation 1 of Annex I and indeed is repeated in all the Annexes.

The term ‘distance from nearest land’ means from the baseline from which the territorial sea of the territory in question is established in international law, except that for the purposes of the MARPOL Convention, ‘from nearest land’ on the north-eastern coast of Australia (the Great Barrier Reef) shall mean from a line drawn between a series of points, the positions of which, are set out in paragraph 10 of Regulation 1.

Oil discharges In Special Areas (Regulation 15B) Any discharge into the sea of oil or oily mixture from any oil tanker or any ship of 400 tonnes gross tonnage (GT) and above, other than an oil tanker, is prohibited. In respect of the Antarctic area, any discharge into the sea of oil or oily mixture from any ship is prohibited.

Any discharge into the sea of oil or oily mixture from a ship of less than 400 GT, other than an oil tanker, is prohibited while in a Special Area, except when the oil content of the effluent, without dilution, does not exceed 15 parts per million (ppm).

2 : EXISTING REGULATIONS

12 However, the above provisions do not apply to the discharge of clean or segregated ballast (see later). Nor do they apply to the discharge of processed bilge water from machinery spaces, provided that all the following conditions are satisfied: a) the bilge water does not originate from cargo pumproom bilges b) the bilge water is not mixed with oil cargo residues c) the ship is proceeding en route d) the oil content of the effluent without dilution does not exceed 15ppm e) the ship has in operation oil filtering equipment complying with the Convention (Regulation 14.6) provided with an alarm arrangement to indicate when this level cannot be maintained; and f) t he filtering system is equipped with a stopping device which will ensure that the discharge is automatically stopped when the oil content of the effluent exceeds 15ppm (Regulation 14.7) Saturated filters and sludge from fuel oil purification equipment must be incinerated on board or delivered to reception facilities ashore.

Oil discharges outside Special Areas (Regulation 15A) Any discharge of oil or oily mixtures from ships is prohibited except when all of the following conditions are satisfied. a) for an oil tanker except as provided for in sub-paragraph (b) of this paragraph: i) the tanker is not within a Special Area ii) the tanker is more than 50 nautical miles from the nearest land iii) the tanker is proceeding en route iv) the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile v) the total quantity of oil discharged does not exceed, for existing tankers, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part and for new tankers, 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; and vi) the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by Regulations 29 and 31 of Annex I b) from a ship of 400 GT and above, other than an oil tanker, and from machinery space bilges excluding cargo pumproom bilges of an oil tanker, unless mixed with oil cargo residue:

2 : EXISTING REGULATIONS

13 i) ii) iii) iv)

the ship is not within a Special Area the ship is proceeding en route the oil content of the effluent without dilution does not exceed 15ppm the ship has in operation equipment as required by Regulation 14 of this Annex

In the case of a ship of less than 400 GT, other than an oil tanker, whilst outside Special Areas, the administration shall ensure that it is equipped as far as is practicable and reasonable with installations to ensure the storage of oil residues onboard and their discharge to reception facilities or into the sea in compliance with the requirements of sub-paragraph (b) of this regulation.

The above provisions shall not apply to the discharge of clean or segregated ballast or unprocessed oily mixtures which, without dilution, have an oil content not exceeding 15ppm and which do not originate from cargo pumproom bilges and are not mixed with cargo oil residues.

Segregated ballast, clean ballast and the Load-on-Top system Segregated ballast means the ballast water introduced into a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or cargoes other than oil or noxious liquid substances as defined by MARPOL. Since 6 July 1992, newer tankers have been built with double hulls, or prior to that, protectively located Segregated Ballast Tanks (SBT) which have their own piping and pumping systems. Such tanks never carry oil or have any contact with oil.

Older product tankers may continue to use the Clean Ballast (CBT) system in which tanks formerly used for cargo are now designated as ballast tanks for the carriage of clean ballast, though they still share the cargo piping and pumping system. Such tanks should only be used for ballast.

The discharge operations which are the subject of sub-paragraph (a) earlier, relate to cargo tank cleaning for the purpose of preparing clean ballast tank capacity during the ballast voyage. Such ships retain oil residues removed from tanks during the cleaning process and operate the ‘Load-on-Top’ system (LoT), i.e. the next cargo is loaded on top of the retained residues held in the tank designed as the slop tank for the cleaning process.

‘Clean Ballast’ as defined in Regulation 1 means the ballast in a tank which since oil was last carried therein has been so cleaned, that effluent therefrom, if it were discharged from a ship which is stationary, into clean calm water on a clear day,

2 : EXISTING REGULATIONS

14 would not produce visible traces of oil on the surface of the water or on adjacent shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an oil discharge and monitoring and control system approved by the administration, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15ppm, shall be determinative that the ballast was clean, notwithstanding the presence of visible traces.

Any tanker is allowed under MARPOL to discharge clean ballast anywhere, ports and Special Areas included, under the following conditions: a) before discharging from SBTs, the surface of the ballast water should be inspected for possible signs of oil b) while discharging other clean ballast the oil discharge monitoring or control system should be used to make sure that the oil content is not greater than 15ppm. Monitoring is compulsory in ships using CBT and LoT; and c) while discharging clean ballast, the sea surface should be inspected for possible signs of oil Single hull tanker phase out The rules that apply to the discharge of clean ballast exist principally to meet the pollution prevention requirements of single hull tankers. However these rules are becoming less significant as most tankers of this design have been phased out.

While all single hull tankers were due to be phased out by 2010, a Flag State may permit continued operation of Category 2 or 3 tankers beyond their phase-out date (subject to satisfactory Condition Assessment Scheme, CAS), but the continued operation must not go beyond the anniversary date of the ship in 2015 or the date on which the ship reaches 25 years of age, whichever is earlier.

Clean Ballast Tank operation, a feature in non-SBT ships, has become unnecessary in newer vessels. In future, the situation of extremely heavy weather, where water ballast is taken into oil-contaminated cargo tanks, will probably be the most likely occasion when onboard processing of oily ballast water becomes necessary, or a reception facility is needed for disposal ashore.

2.4 / Disposal of sewage Annex IV of MARPOL deals with sewage but a number of countries, e.g. the USA, have more stringent regulations governing the discharge of sewage into their territorial waters.

2 : EXISTING REGULATIONS

15 Sewage means: zz Drainage and other wastes from any form of toilets and urinals zz Drainage from medical premises (dispensary, sick bays, etc.) via wash basins, wash tubs and scuppers located in such premises zz Drainage from spaces containing living animals, or zz Other waste waters when mixed with the drainage defined above Every ship required to comply must be subject to surveys, as specified below, to ensure: a) when the ship is fitted with a sewage treatment plant, it shall meet operational requirements based on standards and test methods developed by the Organization b) when the ship is fitted with a system to comminute and disinfect the sewage, it shall be of a type approved by the Administration. Such system shall be fitted with facilities, to the satisfaction of the Administration, for the temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land c) when the ship is equipped with a holding tank, it shall have a capacity to the satisfaction of the Administration for retention of all sewage having regard to the operation of the ship, the number of persons onboard, and other relevant factors. The holding tank shall have a means to indicate visually the amount of its contents; and d) that the ship is equipped with a pipeline leading to the exterior for the discharge of sewage to a reception facility and that such a pipeline is fitted with a standard shore connection in compliance with Regulation 10 of this Annex The discharge of sewage is prohibited, except when a) the ship is discharging comminuted and disinfected sewage using a system in accordance with the above 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 nearest land, provided that in any case the sewage which has been stored shall not be discharged instantaneously but at a moderate rate when the ship is en route and proceeding at not less than 4 knots. The rate of discharge shall be approved by the Administration based upon standards developed by the Organization; or

2 : EXISTING REGULATIONS

16 b) the ship has in operation an approved sewage treatment plant to meet the requirements referred to above, and i)

t he test results are laid down in the ship’s International Sewage Pollution Prevention Certificate (1973);

ii) a dditionally, the effluent shall not produce visible floating solids in, nor cause discoloration of, the surrounding water; or c) the ship is situated in the waters under the jurisdiction of a State and is discharging sewage in accordance with such less stringent requirements as may be imposed by such State When the sewage is mixed with water or with waste water having different discharge requirements, the more stringent requirements shall apply.

Special Area requirements In July 2011 IMO adopted Resolution MEPC.200(62) which amended Annex IV and these amendments entered into force on 1 January 2013. They restrict the discharge of sewage into the sea from passenger ships while these are in a Special Area. At present the only designated Special Area is the Baltic Sea. The regulations set out what is meant by a passenger and defines a passenger ship as one which carries more than 12 passengers.

The permitted types of sewage treatment systems on ships are specified in Regulation 9 but Regulation 9.2 sets out an additional equipment requirement for passenger ships operating within a Special Area. There are two options: 1. R eg. 9.2.1 requires a treatment plant approved as meeting the stricter standard laid down in Resolution MEPC.227(64), adopted in October 2012 2. Reg. 9.2.2 requires a holding tank for the retention of all sewage on board A new Regulation, 11.3, deals with the discharge of sewage from passenger ships within a Special Area. Again, there are two options: 1. D ischarge is prohibited – i.e. it is equipped with a holding tank as specified in Reg. 9.2.2 2. The ship has a treatment plant that meets the operational requirements specified in Reg. 9.2.1 and the effluent must not produce visible floating solids nor cause discoloration of the surrounding water.

However, two ‘time’ conditions are imposed by the regulations which, together, determine when the prohibition will take effect. The first is that for new passenger ships the prohibition could begin on 1 January 2016, and for existing passenger

2 : EXISTING REGULATIONS

17 ships on 1 January 2018, but the prohibition could be delayed if a second condition has not been met. The second condition is that facilities for the reception of sewage have been provided in ports and terminals used by passenger ships. Not until the governments of coastal states have notified IMO that their reception facilities are adequate will IMO set a date for the prohibition to take effect.

Reception Facilities Where ships are prohibited from discharging into a state’s waters, then the Government of the state concerned should ensure the provision of adequate facilities at ports and terminals for the reception of sewage or waste without causing any delay.

(Regulation 12) In some areas, however, provision remains poor. IMO continues to press for improvement in provision and operation of such facilities but it will be some while before all ports achieve the same standards. With regard to Special Areas, adequate provision is integral with Special Area Status, as indicated above.

To further assist with the provision by others of adequate facilities, IMO in 1995, published the comprehensive Manual on Port Reception Facilities which covers, amongst other things, the legal background; waste management; strategy development; national implementation; the planning of facilities; choice of location; types and quantities of ship generated wastes; recycling; options for final disposal; financing and cost recovery, coordination of port and ship requirements; and options for enforcement and control.

Ship’s captains should be aware that they can report any inadequacies they find in shore reception facilities.

2.5 / Disposal of garbage Annex V of MARPOL requires every ship of 100 GT, or certified to carry 15 or more persons, and fixed and floating platforms, to have a Garbage Management Plan on board which the crew must follow. The plan must be based on the guidelines developed by IMO {see Resolution MEPC.220(63)} and written in the working language of the crew. It must designate a person or persons in charge of carrying out the plan and set out the equipment, arrangements and procedures – including the training and education programmes required - for the handling of garbage, covering: zz collection zz processing zz storage zz discharge

2 : EXISTING REGULATIONS

18 Furthermore, every ship of 400 GT and above, or certified to carry 15 or more persons, engaged in voyages to ports or offshore terminals under the jurisdiction of another Party to the Convention, and every fixed or floating platform, must be provided with a Garbage Record Book (which details the discharge or incineration of waste at sea and in port).

An example of such a record can be seen in Appendix 4.3. The records in the book should be kept for a minimum of two years from the date of the last entry.

For the purposes of the Garbage Record Book (GRB) or the ship’s official log book, garbage is grouped into the following categories; A Plastics B Food wastes C Domestic wastes D Cooking oil E Incinerator ashes F Operational wastes G Cargo residues H Animal carcasses I Fishing gear An Administration may waive the requirements for GRBs for: zz any ship engaged on voyages of one hour or less which is certified to carry 15 or more people zz fixed or floating platforms Entries in the GRB must be made whenever: zz garbage is discharged to a reception facility ashore or to other ships zz garbage is incinerated zz garbage is discharged into the sea in accordance with regulations 4, 5 or 6 of Annex V of MARPOL zz garbage is accidentally or exceptionally discharged or lost into the sea, including in accordance with regulation 7 of Annex V of MARPOL Details of the information that must be entered into the GRB under each of the above headings can be found in Section 4.3.

Residual water from cargo holds may be discharged during a voyage if it goes though a fixed line and the quantities are recorded in the Garbage Record book. Examining

2 : EXISTING REGULATIONS

19 Port State Inspectors often check the record books and inaccurate statements can lead to prosecution .

Ships and platforms must ensure that placards alerting crew and passengers to the Annex V prohibition and restrictions for discharging garbage are placed in prominent places in the crew and passenger accommodation and recreational areas.

The placards must be written in the working language of the ship’s or platform’s crew and, for ships engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention, they must also be in English, French or Spanish.

Note that keeping garbage on-board may create a fire risk. The storage area should be equipped to the appropriate fire protection standards of SOLAS Chapter II-2.

Generally, garbage should be separated when it is collected according to how it is to be disposed of. Many ships have different types of containers. zz One for food wastes zz One for other biodegradable garbage such as paper and wood zz One for plastics and mixed plastic and non-plastic non-biodegradable or recyclable wastes zz Bins for recyclable wastes such as glass, steel cans, aluminium cans etc.

Most ships colour code these bins to make them easier to find and recognize.

Special equipment is used to reduce the volume of garbage, either for easier storage or for disposal. The main types of processing are: a) Comminution: a comminutor pulps or grinds food and other wastes for disposal or incineration. Pre-treatment using a comminutor is recommended for any food waste to be disposed of at sea, and is essential for any food wastes which are intended to be disposed of between 3 and 12 nautical miles from land when outside a Special Area, and when at least 12 nautical miles from land while inside a Special Area. b) Compaction: a compactor (or baler) compresses waste into blocks which take up less space. They are particularly good for reprocessing ‘recyclables’ ready for disposal at on-shore reception facilities. c) Incineration: an incinerator reduces waste to ash, which is not only easier to handle and store but is more hygienic. Incineration is the commonest method of processing wastes on board; however, as from 1 January 2013, all incinerator ash must be stored for disposal at an onshore reception facility.

2 : EXISTING REGULATIONS

20 Some countries restrict the use of incinerators in port because of the risk of atmospheric pollution.

Disposal of garbage within Special Areas: Regulation 6 The Special Areas designated under Annex V of MARPOL are the Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area, the North Sea area, the Antarctic area, and the Wider Caribbean Region. (For the last named region, the regulations came into force on 1 May 2011.) These are defined under Regulation 1 of Annex V. As for Annex I, Regulation 1 of Annex V defines ‘nearest land’ in general and includes the specification relating to the Great Barrier Reef region of north-eastern Australia.

Only the following is permitted: a) Food wastes disposal shall be made as far as is practicable from land, but in any case not less than 12 nautical miles from the nearest land or ice shelf.

Food wastes must be comminuted or ground and shall be capable of passing through a screen with openings no greater than 25mm., and they must not be contaminated with other garbage types. Discharge of introduced avian products, including poultry and poultry parts, is not permitted in the Antarctic Area unless it has been sterilized. b) Cargo residues that cannot be recovered using commonly available methods for unloading may be discharged only where the following conditions are satisfied: i)

argo residues, cleaning agents or additives contained in hold wash C water do not include any substances classified as harmful to the marine environment

ii) B oth the port of departure and the next port of destination are within a Special Area and the ship will not transit outside the area between those ports iii) No adequate reception facilities are available at those ports iv) W here conditions (i), (ii) and (iii) are fulfilled, discharge of cargo hold wash water containing residues must be made as far as practicable from the nearest land or ice shelf and not less than 12 nautical miles from the same.

2 : EXISTING REGULATIONS

21 Cleaning agents Cleaning agents or additives contained in deck and external surfaces wash water may be discharged into the sea but only if these substances are not harmful to the marine environment. The Annex V guidelines state that this means: zz it is not a “harmful substance� in accordance with the criteria in MARPOL Annex III, and zz it does not contain any components which are known to be carcinogenic, mutagenic or reprotoxic (CMR) Antarctic Area a) Ports at which ships depart to, or arrive en route from, the Antarctic Area must ensure as soon as practicable, the provision of garbage reception facilities adequate to the needs of ships using them and without causing undue delay. b) Before entering the Antarctic Area, ships must have sufficient onboard capacity for retention of garbage while operating in the area and have made arrangements with a reception facility to receive the garbage after leaving the area.

Disposal of garbage outside Special Areas: Regulation 4 a) The following garbage discharges are allowed only while the ship is en route and as far as practical from the nearest land, but no less than: i)

nautical miles for comminuted or ground food wastes able to pass 3 through a screen with openings no greater than 25mm;

ii) 12 nautical miles for food wastes not so treated; iii) 1 2 nautical miles for cargo residues that cannot be recovered using commonly available methods for unloading and which do not contain any substances classified as harmful to the marine environment. iv) A nimal carcasses should be discharged as far as possible from the nearest land, taking into account the IMO guidelines. b) Cleaning agents or additives contained in cargo hold, deck and external surfaces wash water may be discharged into the sea subject to their not being classified as harmful to the marine environment, taking into account the IMO guidelines.

When garbage is mixed with other discharges having different disposal or discharge requirements, the more stringent requirements shall apply.

2 : EXISTING REGULATIONS

22 TIME TAKEN FOR OBJECTS TO DISSOLVE AT SEA Paper bus ticket Cotton cloth

2-4 weeks 1-5 months

Rope

3-14 months

Woollen cloth

1 year

Painted wood

13 years

Tin can

100 years

Aluminium can

200-500 years

Plastic bottle

450 years

Source: Hellenic Marine Environment Protection Association (HELMEPA) Special requirements for discharge of garbage from fixed or floating platforms: Regulation 5 a) With the exception of food wastes, (see (b) below), discharge into the sea of any garbage is prohibited from fixed or floating platforms and from all other ships when alongside or within 500 metres of such platforms. b) Food wastes may be discharged from such platforms located more than 12 nautical miles from the nearest land and from all other ships when alongside or within 500m, but only when passed through a comminuter or grinder and then able to pass through a screen with openings no greater than 25mm.

Further consequences of the revision of MARPOL Annex V Following the adoption of the revised Annex V in 2011, IMO issued the 2012 edition of Guidelines for the implementation of Annex V. The main objectives of these guidelines are to: 1) Assist governments in developing and enacting domestic laws which give force to and implement Annex V 2) Assist ship operators, ships’ crews, cargo owners and equipment manufacturers in complying with the requirements set forth in Annex V and domestic laws; and 3) Assist port and terminal operators in assessing the need for, and providing adequate reception facilities for, garbage generated on all types of ships.

Governments are requested to refer to these guidelines and related IMO guidance when developing and enforcing appropriate national regulations.

2 : EXISTING REGULATIONS

23 Note: A form for reporting alleged inadequacy of port reception facilities for garbage is provided as an appendix to the guidelines and is also available from the IMO website.

Operational wastes Regulation 1.12 of Annex V defines these as all solid wastes (including slurries), not covered by other Annexes, that are collected on board during normal maintenance or operations of a ship, or used for cargo stowage and handling. They also include cleaning agents and additives contained in cargo hold and external wash water. Grey water, bilge water, or other similar discharges essential to the operation of a ship are not included.

Solid bulk cargo residues As indicated above, these can be discharged inside or outside Special Areas as long as they are not harmful to the marine environment. The guidelines also state that cargo hold bilge water should not be treated as cargo residue if it is non-harmful and is discharged from a loaded hold through the ship’s fixed piping bilge drainage system.

It is the responsibility of the shipper to classify solid bulk cargoes in accordance with the 2012 Guidelines for the Implementation of MARPOL Annex V on the basis of which a declaration should be made as to whether or not they are harmful to the marine environment. The latter should be included in the information required in section 4.2 of the International Maritime Solid Bulk Cargoes (IMSBC) Code.

For cargoes classified as environmentally harmful, disposal into port reception facilities may be required and ships will need to check beforehand with the port reception facilities whether they are able to handle these cargo residues and any hold wash water.

The IMO recommends that to minimise the amount of cargo residue spilled, the loading, unloading and onboard handling processes should be made more efficient. For example, as most spillage takes place in port, it should be cleaned up immediately and handled as cargo – taken to its intended cargo space or into the unloading holding area.

Summary To sum up, garbage is defined by categories A to I listed earlier in this Section and is liable to be generated during normal ship operation and disposed of continuously or periodically while the ship is at sea. The conditions of permissible discharge are covered by regulations 3, 4, 5 and 6.

2 : EXISTING REGULATIONS

24 Shipboard incinerators In 1992, IMO published a standard specification for shipboard incinerators covering, inter alia, materials of manufacture, operating controls, documentation, tests certification, marking and quality assurance, and including annexes on emission standards, fire protection, head recovery, flue gas temperatures and a form of IMO type approval certificate for incinerator with capacities up to 1160 kW. Onboard incineration is an efficient means of disposing of solid waste and sludge oil.

In 1997 IMO adopted MARPOL Annex VI on the prevention of air pollution from ships.

This Annex became the focal point for regulation of atmospheric emissions from shipboard incinerators. Accordingly, shipboard incinerators installed on or after 1 January 2000 must have an IMO type approval certificate showing compliance with MEPC Resolution 76(40). To obtain this certificate the incinerator must be designed and built to an approved standard. Each model must be subject to a specified type approval test operation at the factory or an approved test facility. The make-up of solid waste to be used in the approval test is clearly specified.

Details of the Annex VI regulations covering operational aspects of shipboard incineration may be found in the workbook that accompanies Videotel’s production “MARPOL Annex VI - Prevention of Air Pollution from Ships” (Edition 2). Information on some other aspects of MARPOL Annex VI may be found in Section 2.6.

Spoilt cargo While MARPOL covers waste derived from stowage and handling of cargo, and cargo residues resulting from loading and unloading (e.g. spillage), it does not cover “spoilt cargo”. However, the London Convention and Protocol (LC - LP) on the prevention of pollution by dumping of waste at sea does regulate this, assuming that dumping the spoilt cargo overboard might be considered. A joint London Convention/IMO MEPC working group drafted a document titled “Guidance on Managing Spoilt Cargo”, which was formally adopted by IMO’s Marine Environment Protection Committee (MEPC) in July 2009. This document is an important source of information in dealing with spoilt cargo. It also suggests that the shipowner or operator considers developing contingency plans for managing spoilt cargo to help timely decision making by regulatory authorities in the port State or flag State, so minimising possible delays to a ship.

2.6 / Air pollution Annex VI on Regulations for the Prevention of Air Pollution from Ships entered into force on 18 May 2005. It sets limits on sulphur oxide and nitrogen oxide

2 : EXISTING REGULATIONS

25 emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances. In October 2008 a revised Annex VI was adopted by IMO with entry into force set for 1 July 2010.

The progressive limits on the sulphur content of fuel oil are, from now: i) 3.50% m/m on and after 1 January 2012 ii) 0.50% m/m on and after 1 January 2020 IMO is called upon to monitor the worldwide average sulphur content of residual fuel oil with a view to possible future revisions of these figures.

While ships are operating within an Emission Control Area, the sulphur content of fuel shall not exceed: i) 1.00% m/m on and after 1 July 2010 ii) 0.10% m/m on and after 1 January 2015 There is a requirement under MARPOL Annex VI for a sample to be taken during bunkering for verification that sulphur content is within allowable limits. The aim of sampling is to obtain four representative samples which are a record of the quality of fuel delivered to the ship. The four samples are for: 1) The ship’s own reference 2) The supplier 3) Laboratory analysis 4) MARPOL compliance To be ‘representative’, the samples should be taken throughout the delivery, not at the beginning or end. The MARPOL sample, which has a special label, must be at least 400 ml.

The Bunker Delivery Note (BDN) The BDN is a record of the fuel delivered and copies are kept by the supplier and receiving ship. Appendix V to Regulation 18 of MARPOL requires that the BDN includes the following information: zz Name and IMO Number of receiving ship zz Port zz Date of commencement of delivery zz Name, address and telephone number of marine fuel oil supplier zz Product name(s) zz Quantity in metric tons

2 : EXISTING REGULATIONS

26 zz Density at 15°C, kg/m3 zz Sulphur content (% m/m) There must also be a declaration signed and certified by the fuel oil supplier’s representative that the fuel oil supplied is in conformity with MARPOL Annex VI Regulation 14(1) or (4)(a) and Regulation 18(1).

The figures should be agreed by the barge Master and the Chief Engineer, signed and countersigned on the BDN. The BDN must be signed regardless of whether the receiving ship is satisfied that the quantity of fuel oil received is the same as had been ordered. The letter of protest is the means of recording dissatisfaction with a short delivery.

The BDN should be kept in an available place for three years, and shown to Port State Control officers who request it.

Ozone depleting substances The Annex prohibits the deliberate emissions of ozone depleting substances, (ODS), which include halons and chlorofluorocarbons (CFCs). New installations containing ozone-depleting substances are prohibited on all ships but new installations containing hydro-chlorofluorocarbons (HCFCs) are permitted until 1 January 2020.

Ships that have rechargeable systems that contain ODS must maintain an ODS Record Book which may form part of an existing log book or electronic recording system approved by the Administration. Entries in terms of mass (kg) must be completed in respect of: i) recharge, full or partial, of equipment containing ODS ii) repair or maintenance of such equipment iii) discharge of ODS to the atmosphere, both deliberate and non-deliberate iv) discharge of ODS to land based reception facilities v) supply of ODS to the ship.

Annex VI also sets limits on emissions of nitrogen oxides (NOx) from diesel engines and a mandatory Technical Code has been developed which defines how this shall be done.

Annex VI contains detailed provisions on shipboard incineration (Regulation 16). The annex prohibits the incineration onboard of certain products such as contaminated packaging materials and polychlorinated biphenyls (PCBs), and restricts incineration of polyvinyl chlorides (PVCs) to shipboard incinerators for which IMO Type Approval certificates have been issued.

2 : EXISTING REGULATIONS

27 The Annex also has provisions for controlling the emissions of volatile organic compounds (VOCs) from tankers in ports or terminals under the jurisdiction of a Party to Annex VI. Energy efficiency New amendments to Annex VI entered into force on 1 January 2013 which included regulations intended to improve energy efficiency for ships and so reduce emissions of any substances that originate from fuel oil and its combustion. Regulations 19 to 23 in a new Chapter 4 of the Annex set out the new requirements on energy efficiency.

These apply to all ships of 400 GT and above engaged in international voyages.

As evidence that a ship has been surveyed to be in compliance with Chapter 4, it must be issued with an International Energy Efficiency Certificate (IEE Certificate), as set out in Appendix VIII to Annex VI. The regulations provide a method for calculating the estimated energy efficiency of a ship, designated the Energy Efficiency Design Index (EEDI) and require the calculation of the “Attained EEDI”.

To achieve improvements, regulation 21 defines the “Required EEDI”, a specified measure of energy performance for the ship, which the “Attained EEDI” must equal or exceed over time in a phased manner. Table 1 of regulation 21 sets out the reduction factors which must be met. Meeting technological requirements of this sort is mainly a task for ship designers and engineers whereas ships’ operational personnel will be more concerned with the Ship Energy Efficiency Management Plan, or SEEMP, as required by regulation 22.

Each ship must keep on board a ship specific SEEMP, which may form part of the ship’s Safety Management System, SMS. The SEEMP must be developed in accordance with the IMO guidelines. The supplement to the IEE Certificate, referred to above, comprises The Record of Construction Relating to Energy Efficiency.

Heading 5 of this verifies that the ship has on board a SEEMP in compliance with regulation 22.

Key elements in the 2012 Guidelines for the development of a SEEMP The following headings extracted from the Guidelines illustrate the various issues that can be addressed in developing a SEEMP.

2 : EXISTING REGULATIONS

28 1. FRAMEWORK AND STRUCTURE OF THE SEEMP a) Planning zz Ship-specific measures zz Company-specific measures zz Human resource development zz Goal setting b) Implementation zz Establishment of implementation system zz Implementation and record-keeping c) Monitoring zz Monitoring tools zz Establishment of monitoring system d) Self-evaluation and improvement 2. GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS a) Fuel-Efficient Operations zz Improved voyage planning zz Weather routeing zz Just in time zz Speed optimization zz Optimized shaft power b) Optimized ship handling zz Optimum trim zz Optimum ballast zz Optimum propeller and propeller inflow considerations zz Optimum use of rudder and heading control systems (autopilots) c) Hull maintenance d) Propulsion system e) Propulsion system maintenance f) Waste heat recovery g) Improved fleet management h) Improved cargo handling i) Energy management

2 : EXISTING REGULATIONS

29 j) Fuel Type k) Other measures l) Compatibility of measures zz Age and operational service life of a ship zz Trade and sailing area Note: With regard to ‘Monitoring Tools’ in 1c above, the Energy Efficiency Operational Indicator, EEOI, developed by IMO is one of the internationally established tools used to obtain a quantitative indicator of the energy efficiency of a ship and/or fleet in operation.

If the EEOI is used it is calculated in accordance with the IMO Guidelines (Circular MEPC.1/Circ.684) and adjusted as necessary to a specific ship and trade.

2.7 / Anti-fouling Paint Control Anti-fouling reduces the drag of a vessel through the water and, consequently, helps reduce fuel consumption. Without some form of protection, algae and crustaceans would grow on the hull, affecting efficiency, speed and manoeuvrability. In the past, tributyltin (TBT) was a base component in commonly used, self-polishing co-polymer (SPC) paint systems. However TBT is an extremely poisonous toxin that remains in the sea for some time, causing harm to other organisms.

In 2001, IMO adopted the International Convention on the Control of Harmful Anti-fouling Systems (the AFS Convention 2001), phasing out anti-fouling systems using organotin compounds, like TBT. This convention entered into force on 17 September 2008.

2.8 / Ballast Water The problems encountered by several nations following the accidental introduction of ‘foreign’ species of marine plants, animals and pathogens through discharged ballast water, has led the IMO to adopt the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, (BWM Convention). At the time of writing, this has not yet received enough ratifications from governments to enter into force. Current procedures agreed for ballast water to be exchanged at sea or discharged to a Port reception facility remain valid and each ship should have a Ballast Water Management Plan; a person responsible for developing and operating it and records which demonstrate, if required, that the plan has been implemented.

However, ships constructed from 2010 onwards must be equipped with technologies

2 : EXISTING REGULATIONS

30 that will enable them to meet the standards for ballast water management established by the Convention. These systems aim to treat ballast water to render it harmless so that it can safely be discharged in coastal waters.

Although the Convention defines acceptable limits, you should be aware that various regional authorities such as certain US states are demanding far more rigorous standards in future for vessels entering their waters.

2.9 / Ship recycling Following widespread concern about the environmental and safety aspects of ship scrapping in some parts of the world, a new International Convention for the Safe and Environmentally Sound Recycling of Ships was adopted by the IMO in Hong Kong in May 2009. This defines “new” and “existing” ships for the purposes of implementing the Convention. One consequence of this Convention is that ship owners and operators are required to document the life cycle and history of the vessel with particular reference to the materials used in its structure and equipment, and to prepare an inventory of Hazardous Materials (IHM) that may also include cargo residues and any other substances on board at the time the ship is sent for recycling. The items to be listed in the IHM are shown in Appendix 4.5.

3 : TRAINING TO PREVENT POLLUTION

31 3 : TRAINING TO PREVENT POLLUTION 3.1 / Oil-water and oil discharges The MARPOL Annex I Regulations are designed to minimise the discharge of oil from clearly identified sources, i.e. from tank cleaning operations and from deballasting; or from the discharge of bilge water. These are situations where it is normal practice to mix oil and water, as in tank washing, or to find oil mixed with water as in machinery space bilges. The quantity of unwanted oil should be predictable and manageable by agreed procedures and the installed equipment. The procedures and appropriate equipment have been developed to ensure that the discharge limits set for all these processes can be met so that the oil content in the discharge water is minimised at all times.

Of course oil can escape from its normal containment by accident or through low grade leakage of the type thought acceptable for operating machinery, rather than by being intentionally mixed with water. Such accidental releases of oil are comparatively unpredictable and difficult to handle. Every effort must be made to ensure that such releases are as small and as infrequent as possible.

Potential discharges of oil above regulation limits can occur due to inadequate separation of oil and water, as may happen in tank cleaning and bilge emptying operations. However, it is when loading or unloading cargo and during bunker loading that the most dramatic consequences of oil spills can occur. Such spills could vary in size and occur in a wide range of locations with considerable environmental impact.

So training must have two objectives. First, we need to ensure that the procedures and the equipment required for compliance with MARPOL regulations are fully understood and efficiently operated.

Second, we need to ensure that: zz all sources and locations for possible accidents, sudden malfunctions, and the scope for human error are identified zz the scale and frequency of any release of oil from safe containment is quantified as far as possible zz methods of avoidance and response are developed

2 : EXISTING REGULATIONS

32 All of these factors must be built into the training scheme. The contents of such a scheme are now dealt with under the following headings: 1) General requirements 2) Compliance with MARPOL Regulations 3) Avoiding accidental oil spills 4) Response to accidental oil spills zz onboard ship zz external to ship IMO recognizes that many ships operate with comprehensive and effective emergency plans such as the Shipboard Oil Pollution Emergency Plan (SOPEP).

Nonetheless, in 1996, IMO produced Guidelines for a Structure of an Integrated System of Contingency Planning for Shipboard Emergencies for the attention of maritime administrators and relevant industry organisations. Reference should be made to such documentation in preparing operational and training materials for shipboard use.

3.2 / General requirements Every ship has her own individual characteristics, nature of trade, range of equipment and degree of crew experience. A realistic training programme will cover all aspects of the ship and her operations in regard to oil and garbage, and have regard to the trainees’ personal duties and responsibilities.

General training requirements should include:

Awareness of: zz the importance of pollution prevention zz the ways in which pollution can arise zz the means of pollution avoidance

Familiarisation with: zz operations likely to cause pollution zz the relevant discharge requirements zz the ancillary equipment associated with compliance zz operations which can cause oil discharges zz the means of response to oil discharges both onboard the ship and external to the ship

3 : TRAINING TO PREVENT POLLUTION

33

Provision of: zz instruction on the above zz demonstration of all aspects under operational conditions zz supervision and monitoring of all aspects of crew performance

Relevant training materials include: zz the accompanying video zz this workbook zz special briefing documentation zz operation manuals zz permanently posted instructions zz checklists for all equipment operations and for all procedures

3.3 / Compliance with MARPOL regulations The evidence suggests that operational oil pollution from ships has been reduced through compliance with MARPOL Annex I Regulations covering tank cleaning and ballasting operations including LOT and COW, SBT and CBT; the use of oil water separation for oily bilge water; and oil content monitoring and control systems in general. The IMO requirement for double hulls in new tanker builds has also meant that segregated ballast is held in the double hull spaces.

With regard to Annex V, the revisions that entered into force on 1 January 2013, have strengthened the requirement to retain garbage on board for disposal on shore, by prohibiting the discharge of garbage into the sea, apart from food wastes and nonharmful cargo residues under specified conditions. In addition, the revisions have expanded the definition of garbage to include “cargo residues” and “operational wastes”, which means all solid wastes not covered by other MARPOL Annexes as well as cleaning agents and additives contained in cargo hold and external wash water. This presents the shipping community with urgent new challenges in terms of solid and liquids waste management. In particular, solid bulk cargo residues that are harmful to the marine environment are explicitly brought within the remit of MARPOL and additional waste reception facilities will need to be provided.

Clearly the reduction of marine pollution through compliance with these Annexes, requires the knowledge and cooperation of seafarers. This, in turn, requires ship owners and managers to train and motivate their crews.

3 : TRAINING TO PREVENT POLLUTION

34 This training will depend on ship type and mode of operation, and may include:

Uptake of ballast water into uncleaned tanks in port: zz avoidance of backflow of oil to the sea zz drainage of pipelines to remove static head zz correct sequence for opening sea valves and pump start-up

Tank cleaning procedures: zz cleaning by use of sea water zz preliminary tank cleaning by Crude Oil Washing (COW). Subsequent final tank cleaning by water washing at sea zz maintenance of inert atmospheres during COW operations zz maintenance of SBT and operations for maintenance of the CBT option

Discharge of settled/gravity separated tank cleaning water at sea: zz c are to be exercised in approach of oil/water interface to the discharge pumps inlet in final stages of water discharge zz observation of sea surface/use of interface detectors zz transfer of separated oil and interface water to the slop tank

Discharge of “clean� ballast water: zz inspection of surface of ballast prior to discharge zz observation of sea surface zz attention to oil content and control equipment

Specialised equipment associated with the above: zz tank washing machines zz monitoring and control equipment zz pumps, pipelines, etc.

Operation of oil/water separators for bilge waters: zz care and maintenance of gravity separator zz care, maintenance and use of associated oil content monitoring equipment zz replacement schedule for coalescers and filter units

Garbage procedures and arrangements: zz consideration of purchasing options to minimise garbage arising, zz e.g. less packaging zz segregation of garbage

3 : TRAINING TO PREVENT POLLUTION

35 zz storage of garbage zz disposal of garbage, preferably to shore reception zz use of a garbage record book

Operation of garbage related equipment: zz maintenance of grinders, comminuters, compactors and incinerators zz avoidance of damage to comminuters, compactors and grinders by introduction of extraneous materials with which they are not designed to deal zz ensuring incinerators are operated at their optimum temperatures

3.4 / Avoiding accidental oil spills MARPOL Annex I deals with minimising oil discharge to the sea in situations when it becomes mixed with water during normal ship operations. Thus oil may be mixed with ballast water through use of cargo tanks for the carriage of such ballast, or through discharge or leakage from machinery into bilge waters. The Annex also deals with SBT and CBT operations as an alternative means of avoiding the deliberate contacting of oil and water in the first place; and with COW as an intermediate stage in tank cleaning whereby most of the residue is re-dissolved in the cargo and unloaded with it to shore. In addition, it deals with ship construction aspects of tank size, double hulls and double bottoms to minimise oil release in conditions of hull damage.

The Annex does not specifically deal with avoiding accidental release of oil from safe containment, during cargo loading and unloading, or during bunker loading operations. Here, recourse is to industry standards, port regulations, and the need for ships to comply with these additional requirements.

Again, training and motivation are essential. Training under this heading should include:

Compliance with all industry standards and port regulations for:

zz safe mooring zz loading/unloading procedures zz tank loading sequence and delivery rates zz tank topping-off procedures zz final tank topping-off procedure zz emergency stop arrangements Establishment of ship/shore operational agreements for all of the above.

3 : TRAINING TO PREVENT POLLUTION

36

Onboard equipment checks to ensure full operational state and availability of: zz the cargo handling system zz the bunker handling system zz loading arms zz manifold zz associated pumps, valves, pipelines, couplings, and blanks zz vents and overflow systems

Onboard procedure checks to ensure that all equipment will be properly used: zz ensuring pressure testing of delivery lines zz availability of cargo handling check lists zz availability of bunker handling check lists zz ensuring all couplings are properly made up zz ensuring blank flanges are completely secure – no missing nuts and bolts zz ensuring that ullages can, and will be, checked 3.5 / Response to accidental oil spills The previous sections dealt with minimising the oil content of water discharges through compliance with MARPOL regulations, and avoiding oil spills through good operational practice according to industry standards. Now let’s consider the actions to be taken when oil does escape from safe containment. This section deals also with action onboard and, if pollution arises external to the ship, with the necessary reporting procedures.

Training here should include:

The need to arrange for back-up provisions in case of unwanted release of oil: zz positioning of drip trays zz checking for holes/cracks in gutter bars zz plugging of scuppers

The need to ensure that such first line defences are not overwhelmed: zz maintain an efficient deck watch during all cargo and bunker operations zz ensure that dump valves, from drip trays, into slop tanks (if fitted) can be easily opened

The need to ensure that on-deck spillage can be cleaned up by: zz emergency pumping capacity

3 : TRAINING TO PREVENT POLLUTION

37 zz adequate supplies of absorbent materials zz storage for oil soaked absorbents If oil escapes from the ship Provided any escape of oil can be retained and dealt with onboard by the means discussed earlier, there will be no effect external to the ship. If, however, oil escapes to the sea either directly from the transfer area or as overspill from the deck, because onboard back-up is overwhelmed, or from inappropriate use of sea valves in ballasting, the incident should be reported to the relevant authorities.

Oil releases may also occur from collision damage to tanks but that aspect is outside the scope of this training package.

Training in the reporting of spills should emphasise the need to have the following contact details readily available: zz terminal representative zz ship’s agent zz port authorities zz US National Response Centre (NRC) and the US Coastguard Marine Safety Office when trading in the USA zz reporting requirements specific to other national administrations, as appropriate 3.6 / Some additional points The training topics outlined above, together with the accompanying video and the check lists in the appendices to this workbook, provide a good basis for the creation and delivery of an onboard training scheme for ships’ crews. Here, we will look again at a number of the points mentioned earlier because of their importance as sources of unwanted oil release.

Experience has shown that pollution incidents have often been caused by leaking cargo line dresser couplings, valve flanges, faulty pressure gauge connections, and other parts of the main cargo piping system on deck. External or internal pipe corrosion, in particular at the bottom of the cargo pipes, often proceeds without being detected, so regular and frequent hydrostatic pressure tests should be carried out at maximum working pressure. The test pressure used and the results obtained should be logged .COW lines should be tested prior to arrival in port if COW operations are to be carried out there.

3 : TRAINING TO PREVENT POLLUTION

38 The test pressure to be used is the pressure to which the pump relief valve is set. If there is no relief valve, then the highest pressure attainable by the pump in service should be used. It should be applied for 15 to 30 minutes and thrust stoppers in the way of expansion joints and dresser couplings should be checked after the test.

Another cause of pollution incidents is simply by continuing to deliver oil to a tank after it is full. Careful topping-off procedures to avoid tank overflows are essential.

The draining of pipelines, secure blanking off at the end of oil deliveries and pump start-up before opening a sea valve to the sea in ballasting, are all essential to avoid unwanted release of oil to the external environment.

Finally, it is essential to ensure a clear chain of command for all operations, clear instruction and a fully trained crew - that is one which understands the need for, and the function of, all steps and actions taken. While checklists are necessary, you must avoid simply ticking-off the entries without actually carrying out each identified action on the list. This can only be achieved through concentration and understanding and both require leadership and motivation for success.

3.7 / Procedure forms and operational checklists Procedure Forms provide a convenient means of focusing in an operational manner on the points covered earlier in this workbook. They summarise information on: zz the provision of drip trays zz spillage response techniques zz equipment for on-deck spillage response zz identification of responsible and operational personnel zz topping-off details zz emergency shut-down procedures They should also provide details of the pipeline systems to which they refer.

Checklists are a very convenient means of ensuring that all relevant points are noted in preparing for and conducting any particular operation involving oil in bulk, in order to avoid its escape from safe containment. The use of checklists is only an aid to safe working, however. They do not do the job for the operator. It is all too easy simply to check-off items on the list in a semi-conscious way. This can result in the checklist itself becoming the cause of accidents. Operators must fully understand the function of each item on the list and its interaction with other items; and they must remain vigilant and active in carrying out the operation according to the aide memoire which the list provides.

3 : TRAINING TO PREVENT POLLUTION

39 With this warning in mind, the checklist included in the Appendices is recommended as a guide in the development of operational procedures onboard your ship.

Operators should also fully appreciate and understand the design and function of the bunker transfer pipeline system which they are operating. This is best achieved by reference to diagrams which must of course be freely and readily available.

3 : TRAINING TO PREVENT POLLUTION

40 4 : APPENDICES 4.1 / BUNKERING OPERATIONS CHECKLISTS With thanks to West of England P&I This shows the detail necessary to ensure onboard and overboard spillage is avoided.

Initial Preparation Ensure all personnel are aware of intention to bunker and emergency response procedures Discuss bunkering plan and tank sequence with officers involved Close and secure all associated overboard discharge valves Close and blank off all unnecessary manifold valves/connections Plug all deck scuppers and make oil/watertight Empty out and plug save-alls Place oil absorbent materials in key locations Provide means of draining off any accumulations of water on deck Establish common communication link between bunkering station, duty officer and engine room Check all bunker tank air pipes are open and unblocked Ensure all sounding pipe caps are tight, except when sounding tank Reconfirm space remaining in all bunker tanks to be filled Check all bunker tank high level alarms are functioning Ensure all fire precautions are observed Prior to Bunkering Check hose is of sufficient length Inspect hose and couplings for damage Check weight of hose does not exceed SWL (Safe Working Load) of vessel’s lifting gear Place drip trays under hose couplings and flanges Check delivery note quantity and specification are correct

4 : APPENDICES

41 Discuss bunkering plan with supplier Discuss vessel’s emergency response procedures with supplier Discuss supplier’s own emergency response procedures Establish communication link between vessel and supplier Agree signalling system with supplier Commence pumping Reduce pumping rate Cease pumping Emergency stop Agree with supplier the quantity of oil to be pumped aboard Agree unit of measurement (metric tonnes, cubic metres, barrels etc) Agree maximum pumping rate and pressure Carry out spot analysis with vessel’s fuel test kit (if carried) Conduct compatibility test, if necessary Sight, agree and record shore/barge meter readings Appoint seaman to tend mooring lines during bunkering Rig fire wires fore and aft (if applicable) Ensure designated overflow tank is prepared Prepare filling line and open all relevant valves During Bunkering Commence bunkering at minimum pumping rate Monitor supply line pressure Examine hose connections for leakage Reduce pumping rate/open next tank before topping up Close valves as each tank is completed Witness, date, jointly countersign and retain sealed bunker samples Ensure sufficient ullage* in final tank for hose draining/line blowing Notify supplier when final tank is reached Give suppliers timely warning to stop pumping Drain hoses on completion of bunkering and close all filling valves * ullage = the distance between the top of the oil and the top of the tank

4 : APPENDICES

42 Completion of Bunkering Ensure all hoses are fully drained Close and blank off manifold connection Blank off disconnected hose couplings Reconfirm all bunker line and tank filling valves are secured Reconfirm all bunker tank soundings Sight, agree and record shore/barge meter readings Verify all bunker receipt details are correct Complete entry in oil record book 4.2 / BALLAST WATER REPORTING FORM The version shown is recommended by IMO. Some countries, such as Australia, have their own form and will not accept anyone else’s.

BALLAST WATER REPORTING FORM (To be provided to the Port State Authority upon request)

1. SHIP INFORMATION Ship’s Name: Owner: Flag: Last Port and Country: Next Port and Country:

2. BALLAST WATER Type: Gross Tonnage: Arrival Date:

IMO Number: Call Sign: Agent: Arrival Port:

Specify Units: M3, MT, LT, ST Total Ballast Water on Board: Total Ballast Water Capacity:

3. BALLAST WATER TANKS Ballast Water Management Plan on board? YES NO_______________________ Management Plan Implemented? YES NO Total number of ballast tanks on board: ____________ No. of tanks in ballast: _________ IF NONE IN BALLAST GO TO No. 5.

No. of tanks exchanged: No. of tanks exchanged: 4. BALLAST WATER HISTORY: RECORD ALL TANKS THAT WILL BE DEBALLASTED IN PORT STATE OF ARRIVAL; IF NONE GO TO 5.

Tanks/ Holds

(List multiple sources per tank separately)

BALLAST WATER SOURCE Date DDMMYY

Port or Lat/Long

Volume (units)

Temp (units)

BALLAST WATER EXCHANGE Circle one: Empty/Refill or Flow Through Date DDMMYY

Endpoint Lat/Long.

Volume (units)

LE

% Exch.

Sea Hgt. (m)

BALLAST WATER DISCHARGE Date DDMMYY

Port or Lat/Long

Volume (units)

Sallinity (units)

P SAM

Ballast Water Tank Codes: Forepeak = FP, Aftpeak = AP; Double Bottom = DB; Wing = WT; Topside = TS; Cargo Hold = CH; Other = O

IF EXCHANGES WERE NOT CONDUCTED, STATE OTHER CONTROL ACTION(S) TAKEN:_______________________________ IF NONE STATE REASON WHY NOT: ___________________________________________________________ 5. IMO BALLAST WATER GUIDELINES ON BOARD (RES. A.868(20))? YES NO

RESPONSIBLE OFFICER’S NAME AND TITLE (PRINTED) AND SIGNATURE: ____________________________

4 : APPENDICES

43 4.3 / GARBAGE RECORD BOOK

4 : APPENDICES

44 When to make entries Entries in the GRB must be made whenever: zz Garbage is discharged to a reception facility ashore or to other ships: 1) Date and time of discharge 2) Port or facility, or name of ship 3) Categories of garbage discharged 4) Estimated amount discharged for each category in cubic metres 5) Signature of officer in charge of the operation zz Garbage is incinerated: 1) Date and time of start and stop of incineration 2) Position of the ship (latitude and longitude) at the start and stop of incineration 3) Categories of garbage incinerated 4) Estimated amount incinerated in cubic metres 5) Signature of the officer in charge of the operation zz G arbage is discharged into the sea in accordance with regulations 4, 5 or 6 of Annex V of MARPOL: 1) Date and time of discharge 2) Position of the ship (latitude and longitude). Note: for cargo residue discharges, include discharge start and stop positions.

3) Category of garbage discharged 4) Estimated amount discharged for each category in cubic metres 5) Signature of the officer in charge of the operation zz G arbage is accidentally or exceptionally discharged or lost into the sea, including in accordance with regulation 7 of Annex V of MARPOL: 1) Date and time of occurrence 2) Port or position of the ship at time of occurrence (latitude, longitude and water depth if known) 3) Categories of garbage discharged or lost 4) Estimated amount for each category in cubic metres 5) The reason for the discharge or loss and general remarks

4 : APPENDICES

45 4.4 / MARPOL ANNEX I AMENDMENTS On 17 July 2009 IMO adopted amendments to MARPOL Annex I which better defined “oily bilge water” and “oil residue (sludge).” By setting out formal definitions of these substances in terms of the situations from which they derive, the regulations concerning their subsequent onboard retention and, ultimately, transfer or disposal have been greatly clarified.

New definitions Oil residue (sludge) is defined as the residual oil products generated during the normal operations of a ship, such as resulting from purification of fuel or lubricating oil from main or auxiliary machinery, separated waste oil from oil filtering equipment, waste oil collected from drip trays, and waste hydraulic and lubricating oils.

Oily bilge water is defined as water which may be contaminated by oil resulting from things such as leakage or maintenance work in machinery spaces. Any liquid entering the bilge system including bilge wells, bilge piping, tank top or bilge holding tanks is considered oily bilge water.

Holding tanks The amendments also define the onboard tanks required for storage of the above.

The oil residue (sludge) tank is defined as a tank which holds oil residue (sludge) from which sludge may be disposed directly through the standard discharge connection or any other approved method of disposal.

The oily bilge water holding tank is defined as a tank collecting oily bilge water prior to its discharge, transfer or disposal.

Consequent changes The regulations concerning a machinery space construction requirement for oil residue (sludge) tanks has been extended to include the mandatory provision of a designated pump for disposal that is capable of taking suction from such a tank.

Furthermore, these tanks must have no discharge connections to the bilge system, oily bilge water holding tank, tank top or oily water separators. The exception to this is the fitting of drains allowing settled water to be led to an oily bilge water holding tank (with specified safeguards, such as self-closing valves) provided there is no direct connection with the bilge piping system.

4 : APPENDICES

46 Other changes are: Record of construction and equipment for ships other than oil tankers The above described change to the machinery space construction requirements has necessitated a number of minor amendments to Form A - Supplement to the IOPP Certificate: Section 3 of Form A on recording the means for retention and disposal of oil residues (sludge) (regulation 12) and oily bilge water holding tank(s) now requires the maximum capacity of an incinerator for oil residue (sludge) disposal to be explicitly specified.

Note: Although the provision of bilge water holding tanks is not mandatory, Form A sets out the recording format for ships having such tanks.

Oil Record Book: Part I - Machinery space operations Minor changes have also been made to the list of items to be recorded, particularly in the event that transfer of oil residue (sludge) between onboard tanks takes place.

There is a new heading (C)11.4 “quantity of residue collected by manual operation ... metre cubed” with the annotation “Operator initiated manual collections where oil residue (sludge)is transferred into the oil residue (sludge) holding tanks”. Heading (C)12 which records “method of disposal and quantity of oil residues disposed of” has been amended so that “disposal” has been replaced by “transfer and disposal” indicating that disposal by incineration or other methods, as well as between tanks, also involves transfer as well as disposal.

Headings (D) and (E) on disposal of bilge water which has accumulated in machinery spaces are similarly amended to include transfer as well as disposal.

Note: Section (J) of Oil Record Book: Part ii - Cargo/ballast operations - which records “Disposal of residues and oily mixtures not otherwise dealt with” has also been amended to reflect transfer as well as disposal, so that heading (J)57 now reads “Method of transfer or disposal” and (J)57.3 is now as follows: “transferred to or from (an) other tank(s) including transfer from machinery space oil residue (sludge) and oily bilge water tanks (identify tank(s): state quantity transferred and total quantity in tank(s), in metres cubed)”

4 : APPENDICES

47 4.5 / INVENTORY OF HAZARDOUS MATERIALS APPENDIX 1 ITEMS TO BE LISTED IN THE INVENTORY OF HAZARDOUS MATERIALS TABLE A Materials listed in appendix 1 of the Annex to the Convention

Materials

No.

Inventory Part I

A-1 Asbestos

x

A-2 Polychlorinated biphenyls (PCBs)

x

A-3

Ozone Depleting Substances

CFCs Halons Other fully halogenated CFCs Carbon tetrachloride 1, 1, 1-Trichloroethane (Methyl chloroform) Hydrochlorofluorocarbons Hydrobromofluorocarbons Methyl bromide Bromochloromethane

Anti-fouling systems A-4 containing organotin compounds as biocide

Part II

Part III

Threshold level no threshold level no threshold level

x x x x x x x x x

no threshold level

x

2500 mg total tn/kg

TABLE B Materials listed in appendix 2 of the Annex to the Convention

No.

Materials

B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9

Cadmium and cadmium compounds Hexavalent chromium and hexavalent chromium compounds Lead and lead compounds Mercury and mercury compounds Polybrominated biphenyl (PBBs) Polybrominated diphenyl ethers (PBDEs) Polychlorinated naphthalenes (more than 3 chlorine atoms) Radioactive substances Certain shortchain chlorinated paraffins (Alkanes, C10-13, chloro)

Inventory Part I

x x x x x x x x x

Part II

Part III

Threshold level 100 mg/kg 1,000 mg/kg 1,000 mg/kg 1,000 mg/kg 1,000 mg/kg 1,000 mg/kg no level threshold no level threshold 1%

* For materials in this Table with no threshold level, quantities occurring as unintentional trace contaminants should not be listed in Material Declarations and in the Inventory.

4 : APPENDICES

48 TABLE C Potentially hazardous items

No. C-1 C-2 C-3 C-4 C-5 C-6 C-7 C-8 C-9 C-10 C-11 C-12 C-13 C-14 C-15 C-16 C-17 C-18 C-19 C-20 C-21 C-22 C-23 C-24 C-25 C-27 C-28 C-29 C-30 C-31 C-32 C-33 C-34 C-35 C-36 C-37 C-38

Properties Oiliness

Liquid

Explosives/ inflammables Gas Green House Gases

Oiliness Liquid

Gas

4 : APPENDICES

Goods Kerosene White spirit Lubricating oil Hydraulic oil Anti-seize compounds Fuel additive Engine coolant additives Antifreeze fluids Boiler and feed water treatment and test re-agents De-ioniser regenerating chemicals Evaporater dosing and descaling acids Paint stabilizers/rust stabilizers Solvents/thinners Paints Chemical refrigerants Battery electrolyte Alcohol, methylated spirits Acetylene Propane Butane Oxygen CO2 Perflourocarbons (PFCs) Methane Hydrofluorocarbons (HFCs) Nitrous oxide (N2O) Sulfur hexaflouride (SF ) Bunkers fuel oil Grease Waste oil (sludge) Bilge Oily liquid cargo tank residues Ballast water Raw sewage Treated sewage Non-oily liquid cargo residues

Explosibility/ inflammability Fuel gas

Inventory Part I Part II Part III

x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x

49 TABLE C Potentially hazardous items

No. C-39 C-40 C-41 C-42 C-43 C-45 C-45 C-46 C-47 C-48

Properties

Solid

C-49 C-50 C-51 C-52 C-53 C-54 C-55

Example

Inventory Part I Part II Part III

Dry cargo residues Medical waste/infectious waste Incinerator ash2) Garbage2) Fuel tank residues Oily solid cargo tank residues Oily/contaminated rags Batteries (incl. lead acid batteries) Pesticides/insecticide sprays Extinguishers Chemical cleaner (incl. electrical equipment cleaner, carbon remover) Detergent/bleacher (could be a liquid) Miscellaneous medicines Fire fighting clothing and equipment Dry tank residues Cargo residues Spare parts which contain materials listed in Table A or Table B

x x x x x x x x x x x x x x x x x

2) Definition of garbage is identical to that in MARPOL Annex V. However, incinerator ash is classified separately because it may include hazardous substances or heavy metals.

TABLE D* Regular consumable goods potentially containing Hazardous Materials

No.

Properties

Goods

D-1

Domestic and accommodation appliances

Computers, refrigerators, printers, scanners, television sets, radio sets, video cameras, video recorders, telephones, consumer batteries, fluorescent lamps, filament bulbs, lamps

Inventory Part I Part II Part III

x

* This Table does not include ship specific equipment integral to ship operations, which has to be listed in Part 1 of the Inventory

4 : APPENDICES

50 4.6 / FURTHER RESOURCES Reading IMO Ballast Water Management Convention and the Guidelines for its Implementation; (2009 Edition) Guidelines for the Development of Shipboard Marine Pollution Emergency Plans, 2010 Guidelines for the Implementation of Annex V of MARPOL (2012 Edition) IMDG Code Supplement (2012 edition) London Convention and Protocol: Guidance (2009 Edition) Manual on Oil Pollution (2011 edition) MARPOL Consolidated Edition 2011 MARPOL Annex VI and NTC 2008 with Guidelines for Implementation (2013 Edition) Comprehensive Manual on Port Reception Facilities (1999 Edition)

International Safety Guide for Oil Tankers and Terminals; (5th Edition, 2006) IAPH/ ICS/OCIMF

4 : APPENDICES

51 Training Materials from Videotel Ballast Water Management (Code 698) Dangerous Goods at Sea Series Edition 6: Part 1 - The IMDG Code (Code 1139) Part 2 - Expecting the Unexpected (Code 1140) Engine Room Waste Management Series: Oil Record Book (Edition 2) (Code 964.2) Oily Water & Separators (Code 963) Sewage & Waste Water Treatment (Code 966) Sludge & the Incinerator (Code 965) Environmental Officer Training Course (Code 864) Garbage Management – MARPOL Annex V Edition 2 (Code 627.2) Good Bunkering Practice Edition 2 (Code 962) Holding Effective Drills (Code 706) ISO 14001 Environmental Management Training Course (Code 828) It’s Not Worth It! Maritime Pollution Offences (Code 944) MARPOL Annex VI - Prevention of Air Pollution from Ships Edition 2 (Code 1119) Personal Survival at Sea (SOLAS) Series Edition 4: Part 1 - Mustering (Code 1114) Part 2 - Lifeboats (Code 1115) Part 3 - Life Rafts (Code 1116) Part 4 - Survival & Rescue (Code 1117) Prevention & Reaction to Marine Oil Spills Series Edition 2: The Seafarer’s Role (Code 794) Under OPA ’90 (Code 793) Under MARPOL (Code 792) Ship Energy Efficiency Management Plan (Code 1121) IMO Model Courses Model course 1.02 Specialised Training for Oil Tankers (2006 Edition)

4 : APPENDICES

52 5 : ASSESSMENT QUESTIONS 1) W hich MARPOL Annex deals with garbage and waste disposal from ships? a) Annex I. b) Annex IV. c) Annex V. d) Annex VI. 2) W hich of the following is not a ‘Special Area’ designated under MARPOL Annex 1? a) The Mediterranean Sea area. b) The Baltic Sea area. c) The Red Sea area. d) The Caribbean Sea area. e) The Black Sea area.

3) V essels smaller than 400 GT can discharge oil or oily mixture into the sea in the Antarctic area. a) True b) False 4) M ARPOL Annex VI limits the emissions into the atmosphere from ships of: a) nitrogen oxides. b) methyl bromide. c) carbon dioxide. d) ozone.

5 : ASSESSMENT QUESTIONS

5) O utside Special Areas, at how many nautical miles from the nearest land can oil or oily mixtures be discharged from an oil tanker? a) 15 miles. b) 35 miles. c) 50 miles. d) 75 miles.

6) According to HELMEPA, how many years does it take for a tin can to disintegrate in the sea? a) one month. b) one year. c) ten years. d) 100 years.

7) W hich MARPOL Annex deals with the Regulations for the Prevention of Pollution of oil? a) Annex I. b) Annex II. c) Annex IV. d) Annex V.

53 8) T he term “segregated ballast� means: a) a ballast system completely separated from the fuel oil system. b) a ballast system completely separated from the cargo oil system. c) a ballast system completely separated from the cargo and fuel oil systems. d) none of the above.

9) S hips may only discharge processed bilge water from machinery spaces into the sea if certain very specific criteria are met. Which of those listed are correct? a) T he ship is sailing within a special area. b) T he ship is proceeding en route. c) T he oil content of the effluent without dilution does not exceed 100 ppm. d) T he ship has in operation equipment as required by Regulation 16(5) of Annex 1 to MARPOL.

10) MARPOL Annex V affects: a) a ll ships (unless expressly provided otherwise). b) ships of 150 GT and above. c) ships of 500 GT and above. d) s hips carrying 12 or more passengers.

11) The disposal of plastics at sea is: a) a llowed anywhere outside the designated Special Areas. b) a llowed as long as they have passed through a comminutor. c) a llowed as long as the ship is no less than 12 nautical miles from the coast. d) strictly prohibited everywhere.

12) The Garbage Record Book must be open for inspection at all times and kept, after entry of the last record, for a minimum of: a) six months. b) one year. c) two years. d) five years.

5 : ASSESSMENT QUESTIONS

54 13) All oily water discharge must be monitored to ensure that the oil content is not greater than the permitted limit. This is: a) 10 parts per million. b) 15 parts per million. c) 25 parts per million. d) 50 parts per million.

14) Sewage which has not been comminuted or disinfected can only be discharged when the ship is more than: a) 3 nautical miles from shore. b) 12 nautical miles from shore. c) 4 nautical miles from shore. d) 50 nautical miles from shore.

15-18) Are the statements listed about bunkering True or False?

15) During fuel transfer the deck scuppers should be plugged True / False

18) Once transfer begins all the hoses and connections should be checked to ensure they are tight under pressure True / False 19) Since 1 July 2010, what has been the maximum permitted sulphur content of fuel oils in an Emission Control Area (ECA) according to MARPOL Annex VI? a) 0.5% b) 1.0% c) 1.5% d) 4.5% 20) MARPOL Annex VI specifies that the Bunker Delivery Note (BDN) should be kept available for inspection for: a) six months. b) one year. c) two years. d) three years.

16) Cleaning materials should be ready to deal with any accidental spill True / False

5 : ASSESSMENT QUESTIONS

Answers 1c 2d 3 False 4a 5c 6d 7a 8c 9b & d 10a 11d 12c 13b 14b 15 True 16 True 17 False 18 True 19b 20d

17) The ullage should be checked once the transfer has been completed True / False

84 NEWMAN STREET LONDON W1T 3EU, UK | T : +44 (0) 20 7299 1800 | F : +44 (0) 20 7299 1818 | E : mail@videotel.com | W : www.videotel.com