marpol practical guide

InternationalConvention for the

Prevention ofPollution from Ships

(MARPOL 73/78)

PRACTICAL GUIDE

2007

MARPOL 73/78 Practical Guide of 50

MTC “Novikontas”, Riga

Contents:

1. Introduction ....................................................................................................................... 3

2. Annex I - Oil ...................................................................................................................... 5

3. Annex II - Noxious Liquid Substances carried in Bulk ...................................................... 11

4. Annex III - Harmful Substances carried in Packaged Form .............................................. 18

5. Annex IV - Sewage ........................................................................................................... 21

6. Annex V - Garbage ........................................................................................................... 25

7. Annex VI - Air Pollution ..................................................................................................... 36

8. Summary of discharge standards ..................................................................................... 45

9. Special areas .................................................................................................................... 49

10. References ...................................................................................................................... 50



International Convention for the Prevention of Pollution from Ships, 1973, as modified by theProtocol of 1978 relating thereto (MARPOL 73/78)

Introduction

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

The International Convention for the Prevention of Pollution from Ships (MARPOL) was adopted on2 November 1973 at IMO and covered pollution by oil, chemicals, harmful substances in packagedform, sewage and garbage. Regulations covering air pollution from ships were adopted on 26September 1997. The Protocol of 1978 relating to the 1973 International Convention for thePrevention of Pollution from Ships (1978 MARPOL Protocol) was adopted at a Conference onTanker Safety and Pollution Prevention in February 1978 held in response to a spate of tankeraccidents in 1976-1977. (Measures relating to tanker design and operation were also incorporatedinto a Protocol of 1978 relating to the 1974 Convention on the Safety of Life at Sea, 1974).

As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocolabsorbed the parent Convention. The combined instrument is referred to as the InternationalConvention for the Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of1978 relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes I andII).

The Convention includes regulations aimed at preventing and minimizing pollution from ships - bothaccidental pollution and that from routine operations - and currently includes six technical Annexes:

Annex I - Oil

Annex II - Noxious Liquid Substances carried in Bulk

Annex III - Harmful Substances carried in Packaged Form

Annex IV - Sewage

Annex V - Garbage

Annex VI - Air Pollution

A State that becomes party to Marpol must accept Annex I and II. Annexes III-VI are voluntaryannexes.

Annex I entered into force on 2 October 1983. Annex II entered into force 6 April 1987. RevisedAnnexes I & II entered into force on 1 January 2007. As at 30 November 2006, 138 countriesrepresenting almost 98% of the world's tonnage had become party to Annexes I and II.

Annex III entered into force on 1 July 1992 and (as at 30 November 2006) 123 countriesrepresenting over 94% of the world's tonnage had become party to it.

Annex IV entered into force on 27 September 2003 and (as at 30 November 2006) 113 countriesrepresenting over 75% of the world's tonnage had become party to it.

Annex V entered into force on 31 December 1988 and (as at 30 November 2006) 128 countriesrepresenting over 96% of the world's tonnage had become party to it.

Annex VI entered into force on 19 May 2005 and (as at 30 November 2006) 37 countriesrepresenting over 72% of the world's tonnage had become party to it.



Enforcement

Any violation of the MARPOL 73/78 Convention within the jurisdiction of any Party to theConvention is punishable either under the law of that Party or under the law of the flag State. In thisrespect, the term "jurisdiction" in the Convention should be construed in the light of international lawin force at the time the Convention is applied or interpreted.

With the exception of very small vessels, ships engaged on international voyages must carry onboard valid international certificates which may be accepted at foreign ports as prima facie evidencethat the ship complies with the requirements of the Convention.

If, however, there are clear grounds for believing that the condition of the ship or its equipment doesnot correspond substantially with the particulars of the certificate, or if the ship does not carry a validcertificate, the authority carrying out the inspection may detain the ship until it is satisfied that theship can proceed to sea without presenting unreasonable threat of harm to the marine environment.

Amendment Procedure

Amendments to the technical Annexes of MARPOL 73/78 can be adopted using the "tacitacceptance" procedure, whereby the amendments enter into force on a specified date unless anagreed number of States Parties object by an agreed date.

In practice, amendments are usually adopted either by IMO's Marine Environment ProtectionCommittee (MEPC) or by a Conference of Parties to MARPOL.



MARPOL 73/78 Annex IRegulations for the prevention of Pollution by Oil from shipsEntered into force on 2 October 1983Revised Annex I entered into force 1 January 2007

Waste oil generated in a ship originates from severalsystems, such as the sludge, slop, bilge, and ballastwater system. The input of oil to the sea from shipoperations is due to illegal and legal discharges.Generally, ship generated oily waste can either bedelivered to shore, incinerated onboard, legally or/andillegally discharged to sea.

Oil tankers transport some 1,800 million tonnes ofcrude oil around the world by sea including 50 percent of U.S. oil imports (crude oil and refinedproducts). Most of the time, oil is transported quietly and safely. Measures introduced by IMO havehelped ensure that the majority of oil tankers are safely built and operated and are constructed toreduce the amount of oil spilled in the event of an accident. Operational pollution, such as fromroutine tank cleaning operations, has also been cut.

Behaviour of Oil at Sea

The effects of oil on marine life, are causedby either the physical nature of the oil(physical contamination and smothering) orby its chemical components (toxic effectsand accumulation leading to tainting).Marine life may also be affected by clean-upoperations or indirectly through physicaldamage to the habitats in which plants andanimals live. The main threat posed to livingresources by the persistent residues ofspilled oils and water-in-oil emulsions("mousse") is one of physical smothering.The animals and plants most at risk arethose that could come into contact with acontaminated sea surface. Marine mammalsand reptiles; birds that feed by diving or formflocks on the sea; marine life on shorelines;and animals and plants in mariculturefacilities. The most toxic components in oil

tend to be those lost rapidly through evaporation when oil is spilt. Because of this, lethalconcentrations of toxic components leading to large scale mortalities of marine life are relativelyrare, localised and short-lived. Sub-lethal effects that impair the ability of individual marineorganisms to reproduce, grow, feed or perform other functions can be caused by prolongedexposure to a concentration of oil or oil components far lower than will cause death. Sedentaryanimals in shallow waters such as oysters, mussels and clams that routinely filter large volumes ofseawater to extract food are especially likely to accumulate oil components. Whilst thesecomponents may not cause any immediate harm, their presence may render such animalsunpalatable if they are consumed by man, due to the presence of an oily taste or smell. This is atemporary problem since the components causing the taint are lost (depurated) when normalconditions are restored.



REQUIREMENTS FOR MACHINERY SPACES OF ALL SHIPS

Control of Operational Discharge of Oil

1. Discharges outside special areas

Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage andabove shall be prohibited except when all the following conditions are satisfied:

.1 the ship is proceeding en route; .2 the oily mixture is processed through an oil filtering equipment meeting the requirements of this Annex; .3 the oil content of the effluent without dilution does not exceed 15 parts per million; .4 the oily mixture does not originate from cargo pump room bilges on oil tankers; .5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

2. Discharges in special areas

Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage andabove shall be prohibited except when all of the following conditions are satisfied:

.1 the ship is proceeding en route; .2 the oily mixture is processed through an oil filtering equipment meeting the requirements of this Annex; .3 the oil content of the effluent without dilution does not exceed 15 parts per million; .4 the oily mixture does not originate from cargo pump room bilges on oil tankers; .5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shallbe prohibited.

Oil Filtering Equipment

Any ship of 400 gross tonnage and above shall be fitted with oil filtering equipment.

Oil filtering equipment shall be of a design approved by the Administration and shall be such as willensure that any oily mixture discharged into the sea after passing through the system has an oilcontent not exceeding 15 parts per million. In addition, it shall be provided with alarm arrangementto indicate when this level cannot be maintained. The system shall also be provided witharrangements to ensure that any discharge of oily mixtures is automatically stopped when the oilcontent of the effluent exceeds 15 parts per million.

Oil Record Book, Part I - Machinery Space Operations

Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and aboveother than an oil tanker shall be provided with an Oil Record Book Part I (Machinery SpaceOperations). The Oil Record Book, whether as a part of the ship’s official log-book or otherwise,shall be in the Form specified in this Annex.

The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis ifappropriate, whenever any of the following machinery space operations takes place in the ship:

.1 ballasting or cleaning of oil fuel tanks; .2 discharge of dirty ballast or cleaning water from oil fuel tanks; .3 collection and disposal of oil residues (sludge and other oil residues);



.4 discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and .5 bunkering of fuel or bulk lubricating oil.

The Oil Record Book Part I, shall be kept in such a place as to be readily available forinspection at all reasonable times and, except in the case of unmanned ships under tow, shall bekept on board the ship. It shall be preserved for a period of three years after the last entry has beenmade.

REQUIREMENTS FOR THE CARGO AREA OF OIL TANKERS

Control of Operational Discharge of Oil

1. Discharges outside special areas

Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker, shall beprohibited except when all the following conditions are satisfied:

.1 the tanker is not within a special area; .2 the tanker is more than 50 nautical miles from the nearest land; .3 the tanker is proceeding en route; .4 the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile; .5 the total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31 December 1979 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for tankers delivered after 31 December 1979 1/30,000 of the total quantity of the particular cargo of which the residue formed a part; .6 the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as required by this Annex.

The provisions of this regulation shall not apply to the discharge of clean or segregated ballast.

2. Discharges in special areas

Any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker shall beprohibited while in a special area.

The provisions of this regulation shall not apply to the discharge of clean or segregated ballast.

Oil Discharge Monitoring and Control System

Oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring andcontrol system approved by the Administration.

The system shall be fitted with a recording device to provide a continuous record of the discharge inlitres per nautical mile and total quantity discharged, or the oil content and rate of discharge. Thisrecord shall be identifiable as to time and date and shall be kept for at least three years. The oildischarge monitoring and control system shall come into operation when there is any discharge ofeffluent into the sea and shall be such as will ensure that any discharge of oily mixture isautomatically stopped when the instantane-ous rate of discharge of oil exceeds that permitted bythis Annex. Any failure of this monitoring and control system shall stop the discharge. In the event offailure of the oil discharge monitoring and control system a manually operated alternative methodmay be used, but the defective unit shall be made operable as soon as possible.



Oil Record Book, Part II - Cargo/Ballast Operations

Every oil tanker of 150 gross tonnage and above shall be provided with an Oil RecordBook Part II (Cargo/Ballast Operations). The Oil Record Book Part II, whether as a part of the ship'sofficial logbook or otherwise, shall be in the Form specified in this Annex.

The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis ifappropriate, whenever any of the following cargo/ballast operations take place in the ship:

.1 loading of oil cargo; .2 internal transfer of oil cargo during voyage; .3 unloading of oil cargo; .4 ballasting of cargo tanks and dedicated clean ballast tanks; .5 cleaning of cargo tanks including crude oil washing; .6 discharge of ballast except from segregated ballast tanks; .7 discharge of water from slop tanks; .8 closing of all applicable valves or similar devices after slop tank discharge operations; .9 closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations; .10 disposal of residues.

Each operation described in this regulation shall be fully recorded without delay in the Oil RecordBook Part II so that all entries in the book appropriate to that operationare completed. Each completed operation shall be signed by the officer or officers in charge of theoperations concerned and each completed page shall be signed by the master of ship. The entriesin the Oil Record Book Part II shall be at least in English, French or Spanish. Where entries in anofficial language of the State whose flag the ship is entitled to fly are also used, this shall prevail incase of dispute or discrepancy.

The Oil Record Book shall be kept in such a place as to be readily available for inspection at allreasonable times and, except in the case of unmanned ships under tow, shall be kept on board theship. It shall be preserved for a period of three years after the last entry has been made.

Slop Tanks

Oil tankers of 150 gross tonnage and above shall be provided with slop tank arrange-ments. In oiltankers delivered on or before 31 December 1979 any cargo tank may be designated as a sloptank.

Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballastresidue and tank washings from the cargo tanks into a slop tank approved by the Administration.

The arrangements of the slop tank or combination of slop tanks shall have a capacitynecessary to retain the slop generated by tank washings, oil residues and dirty ballast residues.

The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil carryingcapacity of the ship.

Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, shall beprovided with at least two slop tanks.

Pump-room bottom protection

This regulation applies to oil tankers of 5,000 tonnes deadweight and above constructedon or after 1 January 2007.



The pump-room shall be provided with a double bottom such that at any cross-section the depth ofeach double bottom tank or space shall be such that the distance h between the bottom of thepump-room and the ship’s base line measured at right angles to the ship’s base line is not less thanspecified below:

h = B/15(m) orh = 2 m, whichever is the lesser.

The minimum value of h = 1 m.

Shipboard Oil Pollution Emergency Plan (SOPEP)

Every oil tanker of 150 gross tonnage and above and every ship other thanan oil tanker of 400 gross tonnage and above shall carry on board ashipboard oil pollution emergency plan approved by the Administration.

The plan shall consist at least of:

.1 the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident; .2 the list of authorities or persons to be contacted in the event of an oil pollution incident; .3 a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; .4 the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution.

All oil tankers of 5,000 tons deadweight or more shall have prompt access tocomputerised, shore-based damage stability and residual structural strength calculation programs.

Special Areas

Special area means a sea area where for recognized technical reasons inrelation to itsoceanographical and ecological condition and to the particular characterof its traffic the adoption of special mandatory methods for the preventionof sea pollution by oil is required.

For the purposes of this Annex, the special areas are defined as follows:

.1 the Mediterranean Sea area; .2 the Baltic Sea area; .3 the Black Sea area; .4 the Red Sea area; .5 the Gulfs area; .6 the Gulf of Aden area; .7 the Antarctic area; .8 the North West European waters include the North Sea and its approaches, the Irish Sea and its approaches, the Celtic Sea, the English Channel and its approaches and part of the North East Atlantic immediately to the west of Ireland; .9 the Oman area of the Arabian Sea.

Reception Facilities

Reception facilities shall be provided in:

.1 all ports and terminals in which crude oil is loaded into oil tankers where such tankers have immediately prior to arrival completed a ballast voyage of not more



than 72 hours or not more than 1,200 nautical miles; .2 all ports and terminals in which oil other than crude oil in bulk is loaded at an average quantity of more than 1,000 tonnes per day; .3 all ports having ship repair yards or tank cleaning facilities; .4 all ports and terminals which handle ships provided with the sludge tank(s); .5 all ports in respect of oily bilge waters and other residues, which cannot be discharged at sea in compliance with the Annex I; .6 all loading ports for bulk cargoes in respect of oil residues from combination carriers which cannot be discharged at sea in compliance with the Annex I.

LIST OF OILS

THE FULL TIMETABLE FOR THE PHASING OUT OF SINGLE-HULL TANKERS



MARPOL 73/78 Annex IIRegulations for the control of Pollution by Noxious Liquid Substances (NLS)Entered into force on 6 April 1987Revised Annex II entered into force 1 January 2007

Main Features of MARPOL 73/78, Annex II

Substances posing a threat of harm to the marine environment are divided into threecategories, X, Y and Z. Category X substances are those posing the greatest threat to the marineenvironment, whilst Category Z substances are those posing the smallest threat.

Annex II prohibits the discharge into the sea of any effluent containing substances falling underthese categories, except when the discharge is made under conditions which are specified in detailfor each Category. These conditions include, where applicable, such parameters as:

- the maximum quantity of substances per tank which may be discharged into the sea; - the speed of the ship during the discharge; - the minimum distance from the nearest land during discharge; - the minimum depth of water at sea during discharge; and - the need to effect the discharge below the waterline.

For certain sea areas identified as “special area” more stringent discharge criteria apply.Under Annex II the special area is the Antarctic area.

Annex II requires that every ship is provided with pumping and piping arrangements toensure that each tank designated for the carriage of Category X, Y and Z substances does notretain after unloading a quantity of residue in excess of the quantity given in the Annex. For eachtank intended for the carriage of such substances an assessment of the residue quantity has to bemade. Only when the residue quantity as assessed is less than the quantity prescribed by theAnnex a tank may be approved for the carriage of a Category X, Y or Z substances.

In addition to the conditions referred to above, an important requirement contained inAnnex II is that the discharge operations of certain cargo residues and certain tank cleaning andventilation operations may only be carried out in accordance with approved procedures andarrangements.

To enable the requirement of the above paragraph to be met, this Procedures and ArrangementsManual contains in section 2 all particulars of the ship’s equipment and arrangements, in section 3operational procedures for cargo unloading and tank stripping and in section 4 procedures fordischarge of cargo residues, tank washing, slops collection, ballasting and deballasting as may beapplicable to the substancesthe ship is certified to carry.

By following the procedures as set out in this Manual, it will be ensured that the shipcomplies with all relevant requirements of Annex II to MARPOL 73/78.

Categorization of Noxious Liquid Substances and Other Substances

For the purpose of the regulations of Annex II, Noxious Liquid Substances shall bedivided into four categories as follows:

1. Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment;



2. Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment;

3. Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment;

4. Other Substances: substances indicated as OS (Other Substances) in the pollution category column of chapter 18 of the International Bulk Chemical Code which have been evaluated and found to fall outside Category X, Y or Z because they are, at present, considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing only substances referred to as “Other Substances” shall not be subject to any requirements of the Annex.

Discharge provisions

The discharge into the sea of residues of substances assigned to Category X, Y or Z or of thoseprovisionally assessed as such or ballast water, tank washings or other mixtures containing suchsubstances shall be prohibited unless such discharges are made in full compliance with theapplicable operational requirements contained in the Annex.

Before any prewash or discharge procedure is carried out in accordance with thisregulation, the relevant tank shall be emptied to the maximum extent in accordance with theprocedures prescribed in the Procedures and Arrangements Manual.



Procedures and Arrangements Manual (P&A Manual)

Every ship certified to carry substances of Category X, Y or Z shall have on board aManual approved by the Administration. The Manual shall have a standard format in compliancewith appendix 4 to Annex II. In the case of a ship engaged in international voyages on which thelanguage used is not English, French or Spanish, the text shall include a translation into one ofthese languages.

The main purpose of the Manual is to identify for the ship’s officers the physicalarrangements and all the operational procedures with respect to cargo handling, tank cleaning,slops handling and cargo tank ballasting and deballasting which must be followed in order to complywith the requirements of the Annex.

Cargo Record Book (CRB)

Every ship to which Annex II applies shall be provided with a Cargo Record Book,whether as part of the ship’s official logbook or otherwise, in the form specified in appendix 2 to theAnnex.

After completion of any operation specified in appendix 2 to Annex II, the operationshall be promptly recorded in the Cargo Record Book.

Each entry shall be signed by the officer or officers in charge of the operation concernedand each page shall be signed by the master of the ship. The entries in the Cargo Record Bookshall be at least in English, French or Spanish. Where entries in an official national language of theState whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute ordiscrepancy.

The Cargo Record Book shall be kept in such a place as to be readily available forinspection and, except in the case of unmanned ships under tow, shall be kept on board the ship. Itshall be retained for a period of three years after the last entry has been made.

Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances

Every ship of 150 gross tonnage and above certified to carry Noxious Liquid Substances in bulkshall carry on board a shipboard marine pollution emergency plan for Noxious Liquid Substancesapproved by the Administration.

The plan shall consist at least of:

1. the procedure to be followed by the master or other persons having charge of the ship to report a Noxious Liquid Substances pollution incident;

2. the list of authorities or persons to be contacted in the event of a Noxious Liquid Substances pollution incident;

3. a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of Noxious Liquid Substances following the incident; and

4. the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution.



Amendments to the IBC Code

Consequential amendments to the International Bulk Chemical Code (IBC Code) were alsoadopted, reflecting the changes to MARPOL Annex II. The amendments incorporate revisions to thecategorization of certain products relating to their properties as potential marine pollutants as wellas revisions to ship type and carriage requirements following their evaluation by the Evaluation ofHazardous Substances Working Group.

Ships constructed after 1986 carrying substances identified in chapter 17 of the IBC Code mustfollow the requirements for design, construction, equipment and operation of ships contained in theCode.

FORM OF CARGO RECORD BOOK FOR SHIPS CARRYINGNOXIOUS LIQUID SUBSTANCES IN BULK



List of items to be recorded

Entries are required for operations involving all Categories of substances.

(A) Loading of cargo

(B) Internal transfer of cargo

(C) Unloading of cargo

(D) Mandatory prewash in accordance with the ship’s Procedures and Arrangements Manual

(E) Cleaning of cargo tanks except mandatory prewash (other prewash operations, final wash, ventilation etc.)

(F) Discharge into the sea of tank washings

(G) Ballasting of cargo tanks

(H) Discharge of ballast water from cargo tanks

(I) Accidental or other exceptional discharge

(J) Control by authorized surveyors

(K) Additional operational procedures and remarks

RECORD OF CARGO/BALLAST OPERATIONS



FLOW DIAGRAMS -- CLEANING OF CARGO TANKS AND DISPOSAL OF TANKWASHINGS/BALLAST CONTAINING RESIDUES OF CATEGORY X,Y,

AND Z SUBSTANCES

Note 1 : This flow diagram shows the basic requirements applicable to all age groups of ships and is for guidance only.

Note 2 : All discharges into the sea are regulated by Annex II.

Note 3 : Within the Antarctic area, any discharge into the sea of Noxious Liquid Substances or mixtures containing such substances is prohibited.



STRIPPING REQUIREMENTS



MARPOL 73/78 Annex IIIRegulations for the prevention of Pollution by harmful substancesin packaged formEntered into force on 1 July 1992

Legal Requirements

The regulations were developed in order to identify marine pollutants so that they could be packedand stowed on board ship in such a way as to minimise accidental pollution as well as to aidrecovery by using clear marks to distinguish them from other (less harmful) cargoes.

The rules on discharging harmful goods are straightforward: "Jettisoning of harmful substancescarried in packaged form shall be prohibited, except where necessary for the purpose of securingthe safety of the ship or saving life at sea".

The Annex states that "appropriate measures based on the physical, chemical and biologicalproperties of harmful substances shall be taken to regulate the washing of leakages overboard,provided that compliance with such measures would not impair the safety of the ship and personson board." (MARPOL Annex III, Regulation 7 (1))

The Annex applies to all ships carrying harmful substances in packaged form, or in freightcontainers, portable tanks or road and rail tank wagons.

The regulations require the issuing of detailed standards on packaging, marking, labelling,documentation, stowage, quantity limitations, exceptions and notifications, for preventing orminimizing pollution by harmful substances.

However, implementation of the Annex was initially hampered by the lack of a clear definition ofharmful substances carried in packaged form. This was remedied by amendments to theInternational Maritime Dangerous Goods Code (IMDG Code) to include marine pollutants.

The IMDG Code was first adopted by IMO in 1965 and lists hundreds of specific dangerous goodstogether with detailed advice on storage, packaging and transportation. The amendments extendingthe Code to cover marine pollutants, which entered into force in 1991, added the identifier "marinepollutant" to all substances classed as such. All packages containing marine pollutants must bemarked with a standard marine pollutant mark.

Annex III of MARPOL was also amended at the same time, to make it clear that "harmfulsubstances are those substances which are identified as marine pollutants in the InternationalMaritime Dangerous Goods Code (IMDG Code)."

International Maritime Dangerous Goods (IMDG) Code

The International Maritime Dangerous Goods (IMDG) Code wasdeveloped as a uniform international code for the transport ofdangerous goods by sea covering such matters as

packing, container traffic and stowage, with particular reference tothe segregation of incompatible substances.

Amendments to SOLAS chapter VII (Carriage of Dangerous Goods) adopted in May 2002 make theIMDG Code mandatory from 1 January 2004.

Also in May 2002, IMO adopted adopted the IMDG Code in a mandatory form - known asAmendment 31.



However, the provisions of the following parts of the Code will remain recommendatory:· chapter 1.3 (Training);· chapter 2.1 (Explosives, Introductory Notes 1 to 4 only);· chapter 2.3, section 2.3.3 (Determination of flashpoint only);· chapter 3.2 (columns 15 and 17 of the Dangerous Goods List only);· chapter 3.5 (Transport schedule for Class 7 radioactive material only),· chapter 5.4, section 5.4.5 (Multimodal dangerous goods form), insofar as layout of theform is concerned;· chapter 7.3 (Special requirements in the event of an incident and fire precautions involvingdangerous goods only).

In practice, this means that from the legal point of view, the whole of the IMDG Code is mademandatory, but provisions of recommendatory nature are editorially expressed in the Code (e.g.using the word "should" instead of "shall") to clarify their status.

The mandatory IMDG Code incorporates certain changes relating to specific products, as well asrelevant elements of the amendments to the UN Recommendations on the Transport of DangerousGoods, Model Regulations adopted by the UN Committee of Experts on the Transport of DangerousGoods at its twenty-first session in Geneva from 4 to 13 December 2000.

The amendments making the IMDG Code mandatory entered into force on 1 January 2004.

The Code lays down basic principles; detailed recommendations for individual substances,materials and articles, and a number of recommendations for good operational practice includingadvice on terminology, packing, labelling, stowage, segregation and handling, and emergencyresponse action.

The two-volume Code is divided into seven parts:

Volume 1 (parts 1, 2 and 4-7 of the Code) contains sections on:

• general provisions, definitions, training• classification• packing and tank provisions• consignment procedures• construction and testing of packagings, IBCs,large packagings, portable tanks and road tank

vehicles• transport operations

Volume 2 contains:

the Dangerous Goods List (equivalent to the schedules in previous editions of the Code), presentedin tabular format

• limited quantities exceptions• the Index• appendices

The Supplement contains the following texts related to the IMDG Code:

• EMS Guide• Medical First Aid Guide• Reporting Procedures• Packing Cargo Transport Units• Safe Use of Pesticides• INF Code



The Amendment Cycle of the IMDG Code

Amendments to the IMDG Code originate from two sources; proposals submitted directly to IMO byMember States and amendments required to take account of changes to the United NationsRecommendations on the Transport of Dangerous Goods which sets the basic requirements for allthe transport modes.

Every two years IMO publishes a new Amendment to the IMDG Code, incorporating changesapproved by the Maritime Safety Committee (MSC). This chart shows the sequence of theseAmendments. The general principle is:

- each Amendment is valid for two years

- there are alternating years for implementation

- in January of the yellow years, a new Amendment is published and can be used

immediately, subject to the timing of National Competent Authority adoption

- also, during the yellow years, the preceding Amendment can also be used, so it's

an overlap period

- in the green years, only the current

Amendment can be used.



MARPOL 73/78 Annex IVRegulations for the prevention of Pollution by Sewage from shipsEntered into force on 27 September 2003

The discharge of raw sewage into the sea can create healthhazards, while in coastal areas; sewage can also lead tooxygen depletion and an obvious visual pollution - a majorproblem for countries with large tourist industries. Sewageoriginates from WCs, drains in galley, sick bays, mortuaryetc, any drainage contaminated with hazardous biologicalmatter.

Legal Requirements

Annex IV entered into force on 27th of September 2003. A revised Annex IV has later been adoptedand entered into force 1st of August 2005. Annex IV contains a set of regulations regarding thedischarge of sewage into the sea.

Annex IV applies to the following ships engaged in international voyages:

- new ships of 400 gross tonnage and above and new ships which are certified to carry more than15 persons.

- existing ships of 400 gross tonnage and above and new ships which are certified to carry morethan 15 persons, five years after the date of entry into force of Annex IV.

Discharge of sewage into the sea is prohibited, except when the ship is discharging comminutedand disinfected sewage using a:

- system approved by the Administration at a distance of more than 3 nm from the nearest land.Such system shall be fitted with facilities to the satisfaction of the Administration, for the temporarystorage of sewage when the ship is less than 3 nm from the nearest land. Sewage which is notcomminuted or disinfected can be discharged into the sea at a distance of more than 12 nm fromthe nearest land. Sewage that has been stored in holding tanks shall, in any case, not bedischarged instantaneously but at a moderate rate when the ship is en route and proceeding at notless than 4 knots. The rate of discharge shall be approved by the Administration based upondeveloped by the Organization, or

- the ship has in operating an approved sewage treatment plant which has been certified by theAdministration, in compliance with the standards and test methods developed by the Organization.

If the ship does not have one of these two sewage systems, they need to have a holding tank of thecapacity to the satisfaction of the Administration for the retention of all sewage, having regard to theoperation of the ship, the number of persons on board and other relevant factors. The holding tankshall be constructed to the satisfaction of the Administration and shall have a means to indicatevisually the amount of its contents.

The prohibition of discharge of sewage shall not apply if:

- the discharge of sewage from a ship is necessary for the purpose of securing the safety of a shipor saving life at sea; or

- the discharge of sewage resulting from damage to a ship or its equipment if all reasonableprecautions have been taken before and after the occurrence of the damage for the purpose ofpreventing or minimizing the discharge.



Sewage Treatment Plant

The sewage treatment plant shall be approved by the Government of the State under whoseauthority the ship is operating. The approval has to be in compliance with the standards and testmethods developed by IMO. The international specifications for effluent standards, construction andtesting of sewage treatment systems is adopted by IMO by Resolution MEPC.2(VI) on 3 December1976.

Sewage Comminuting and Disinfecting System

The sewage comminuting and disinfecting system shall be approved by the Government of theState under whose authority the ship is operating.

Holding Tank

The holding tank shall be constructed to the satisfaction of the Government of the State underwhose authority the ship is operating and shall have a means to indicate visually the amount of itscontents. The holding tank shall have a capacity that is satisfied for the retention of all sewage,having regard to the operation of the ship, the number of persons on board and other relevantfactors.



MARINE SEWAGE HANDLING SYSTEM

The vacuum sewage collection system uses vacuum to transport sewage from toilet bowls andother sanitary fittings to a central collecting point. Vacuum is created by recirculating the sewagethrough one or more ejectors normally fitted to the central collecting tank.

Toilet bowls are connected directly to the vacuum pipe via a discharge valve at the rear of the bowl.When flushing, the discharge valve opens briefly to empty the bowl and extract surrounding air intothe system. Another synchronised valve lets in enough water to clean the bowl and restore the poolof water after the discharge valve has closed. Commonly, between 0.6 and 1.2 litres of water areused.

Other sanitary fittings such as urinals and showers are drained by gravity to interface units knownas vacuum interface valves. Such a unit comprises a small receptacle connected to the vacuumpiping system by means of a discharge valve. The discharge valve opens automatically when apreset amount of liquid is collected in the receptacle.

The drawing above shows the central collecting tank with the circulating pumps, ejectors and controlequipment. A vacuum gauge and pressure switches are fitted tothe incoming mains. The pressure switches start and stop the pumps to maintain the necessaryvacuum in the piping system. Check valves in the ejectors close as soonas the pumps stop running.



The collection tank is under atmospheric pressure and therefore can be of any shape. Vacuum ismaintained only in the piping system. The sewage can be transferred to a treatment plant onboardor ashore, or pumped overboard when at sea. The ejector pumps are also used as dischargepumps. Discharge may be controlled manually or automatically. The control equipment includesfacilities for high-level control, alarm functions and blocking signals from level sensors fitted in thecollecting tank.

The sewage treatment plant must be designed for the following inlet quantities:



MARPOL 73/78 Annex VRegulations for the prevention of Pollution by Garbage from shipsEntered into force on 31 December 1988

Legal Requirements

The Annex deals with different types of garbage and specifies the distances from land and themanner in which they may be disposed of.

The disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishingnets, plastic garbage bags and incineration ashes from plastic products whish may contain toxic orheavy metal residues is prohibited.

The disposal into the sea of dunnage, lining and packing materials which will float shall be made asfar as practicable from the nearest land but in any case is prohibited if the distance from the nearestland is less than 25 nm.

The disposal into the sea of food wastes and all other garbage including paper products, rags,glass, metal, bottles, crockery and similar refuse shall also be made as far as practicable from thenearest land but in any case is prohibited if the distance from the nearest land is less than 12 nm.Disposal into the sea of this type of garbage may be permitted when it has passed through acomminuter or grinder and made as far as practicable from the nearest land but in any case isprohibited if the distance from the nearest land is less than 3 nm. Such comminuter or groundgarbage shall be capable of passing through a screen with openings no grater than 25 mm.

The requirements are stricter in a number of "special areas”. The special areas established underthe Annex are:

- the Mediterranean Sea

- the Baltic Sea Area

- the Black Sea area

- the Red Sea Area

- the Gulfs area

- the North Sea

- the Wider Caribbean Region and

- Antarctic Area

The prohibition of disposal into the sea of garbage shall not apply if:

- the disposal of garbage from a ship is necessary for the purpose of securing the safety of a ship orsaving life at sea; or

- the escape of garbage resulting from damage to a ship or its equipment provided all reasonableprecautions have been taken before and after the occurrence of the damage, for the purpose ofpreventing or minimizing the escape; or

- the accidental loss of synthetic fishing nets, provided that all reasonable precautions have beentaken to prevent such loss.



The Government of each Party to the Convention undertakes to ensure the provision of facilities atports and terminals for the reception of garbage, without causing undue delay to ships, andaccording to the needs of the ship using them. The Government shall also notify the Organizationfor transmission to the Parties concerned of all cases where the facilities provided under thisregulation are alleged to be inadequate.

Shipboard Waste Management

MARPOL 73/78 requires vessels over 400 tons to develop a garbage management plan whichcontains procedures for collecting, storing, processing and disposal of garbage. Ships must be fittedwith appropriate garbage handling equipment such as compactors or incinerators.

Garbage Management Plan

MEPC has developed Guidelines for the Development of Garbage Management Plans. TheseGuidelines provide direction on complying with the mandatory requirements for the development ofa ship's garbage management plan, and are intended to assist the shipowner/operator in theimplementation of regulation 9(2) of Annex V of MARPOL 73/78. In developing a GarbageManagement Plan, it is important to recognize the following definitions:

Food wastes are any spoiled or unspoiled victual substances, such as fruits, vegetables, dairyproducts, poultry, meat products, food scraps, food particles, and all other materials contaminatedby such wastes, generated onboard ship, principally in the galley and dining areas.

Plastic means a solid material which contains as an essential ingredient one or more syntheticorganic high polymers and which is formed (shaped) during either manufacture of the polymer orthe fabrication into a finished product by heat and/or pressure. Plastics have material propertiesranging from hard and brittle to soft and elastic. Plastics are used for a variety of marine purposesincluding, but not limited to, packaging (vapor-proof barriers, bottles, containers, liners), shipconstruction (fiberglass and laminated structures, siding, piping, insulation, flooring, carpets, fabrics,paints and finishes, adhesives, electrical and electronic components), disposable eating utensilsand cups, bags, sheeting, floats, fishing nets, strapping bands, rope and line.

Domestic waste means all types of food wastes and wastes generated in the living spaces onboard the ship.

Cargo-associated waste means all materials which have become wastes as a result of useonboard a ship for cargo stowage and handling. Cargo-associated waste includes but is not limitedto dunnage, shoring, pallets, lining and packing materials, plywood, paper, cardboard, wire, andsteel strapping.

Maintenance waste means materials collected in the engine department and the deck departmentwhile maintaining and operating the vessel, such as soot, machinery deposits, scraped paint, decksweeping, wiping wastes, and rags, etc.

Operational wastes means all cargo-associated waste and maintenance waste, and cargoresidues defined as garbage under cargo residues.

Oily rags are rags which have been saturated with oil as controlled in Annex I to the Convention.

Contaminated rags are rags which have been saturated with a substance defined as a harmfulsubstance in the other annexes to the Convention.

Cargo residues for the purposes of these guidelines are defined as the remnants of any cargomaterial on board that cannot be placed in proper cargo holds (loading excess and spillage) orwhich remain in cargo holds and elsewhere after unloading procedures are completed (unloadingresidual and spillage). However, cargo residues are expected to be in small quantities.



Vessels over 400 tons will also need to enter details of every garbage incineration or disposal in agarbage record book. The record book and any receipt for using a waste reception facility in portmust be kept for two years and be available for inspection by authorities.

Incinerators

Marine incinerators are predominantly designed for intermittent operation, hand firedand fed by hand. The ash or vapor may be hazardous.

Attention is drawn to the separate, but related requirements, of MARPOL Annex VIwhich entered into force on 19 May 2005 and requires that all shipboard incineratorsinstalled on or after 01 January 2000 on ships that are flying the flag of MARPOLAnnex VI signatory State to be approved by the Administration based on therequirements contained in IMO Resolution MEPC 76(40) on Standard Specificationfor Shipboard Incinerators. Such incinerators must also be operated within the limitslaid down in Appendix IV of MARPOL Annex VI. Annex VI prohibits the incinerationof MARPOL Annex I, II & III cargo residues, related contaminated packing materials,polychlorinated biphenyls (PCBs), garbage contaminated with more than traces ofheavy metals and refined petroleum products containing halogen compounds. Theincineration of sewage sludge and sludge oil, generated during the normal operationof the ship, is allowed in main or auxiliary power plant or boilers under Annex VI, butincineration by such methods is banned in ports, harbours and estuaries.

Incinerators installed prior to 01 January 2000 on board ships flying the flag ofMARPOL Annex VI signatory State may still be used after entry into force ofMARPOL Annex VI. Incinerators installed on board ships after 01 January 2000,which may have already been approved by the Administration to resolutionsMEPC.59(33) or MEPC.76(40) specifications, may still be used after entry into forceof MARPOL Annex VI. Incinerators installed on vessels solely engaged in domestictrade may be exempted from the 01 January 2000 deadline but only up to entry intoforce of the Annex.

The ash from the combustion of plastic products which may contain heavy metal orother residues which can be toxic is not to be discharged into the sea. Such ashesshould be retained on board, where possible, and discharged at port receptionfacilities.

Due to the potential environmental and health effects from combustion of byproductse.g. scraped paint, impregnated wood and PVC-based plastics, specialprecaution is required.

Storage

Garbage collected from various areas throughout the ship should be delivered todesignated processing or storage locations. Garbage that must be returned to portfor disposal may require long-term storage depending on the length of the voyage oravailability of port reception facilities. Garbage should be stored in a manner whichavoids health and safety hazards.

Separate cans, drums, boxes, bags or other containers should be used for shortterm(disposable garbage) and throughout the voyage (non-disposable garbage)storage.

All processed and unprocessed garbage which must be stored for any length of timeshould be in tight, securely covered containers.

Food wastes and associated garbage which are returned to port and which maycarry disease or pests should be kept separate from garbage which does not contain



such food wastes. Both types of garbage should be in separate, clearly markedcontainers to avoid incorrect disposal and treatment on land.

Placards

All vessels of 12 metres or more in length are required to display placards which provide informationabout garbage laws. The placards should be visible in areas where garbage may be generated andin full view of crew and passengers. The wording for the placards should be similar to the followingexample:

INTERNATIONAL POLLUTION REGULATIONS

MARPOL73/78 CONVENTION, ANNEX V

DISPOSAL OF ALL PLASTICS INTO THE SEA IS

PROHIBITED

NON-PLASTIC GARBAGE WHICH CANNOT BE RETAINED ON BOARD FOR PROPERDISPOSAL ASHORE MAY ONLY BE DISPOSED OF AT SEA PROVIDED THAT THE VESSEL IS

MORE THAN 12 NM FROM NEAREST LAND.

Disposal

Although disposal is possible consistent with Annex V, discharge of garbage to portreception facilities should be given first priority. When disposing of garbage, thefollowing points should be considered:

• Disposal of uncompacted garbage is convenient but results in a maximumnumber of floating objects which may reach shore even when dischargedbeyond 25 miles from the nearest land. If necessary and possible, weightsshould be added to promote sinking. Compacted bales of garbage shouldbe discharged in water depths of 50 meters or more to prevent breakingup from wave action and currents.

• Maintenance wastes contaminated with substances, such as oil or toxicchemicals, are in some cases controlled under other annexes or otherpollution control laws. In such cases, the more stringent disposalrequirements take precedence.

• To ensure timely transfer of ship-generated garbage to port receptionfacilities, ship agents are to be advised for guidance. Disposal needsshould be identified particularly when arrangements are necessary forgarbage requiring special handling.

Training

Training should be provided for all crew members who are involved in operating thegarbage processing equipment, and handling and disposing of garbage as part oftheir operational responsibilities. Such a program should be reviewed annually andshould define what constitutes garbage and the applicable regulations for handlingand disposal.

Material for training could include posters, brochures, photographs and video tapes.



REQUIREMENTS FOR DISPOSAL OF GARBAGE AT SEA

The following table is based on the IMO Guidelines for the implementation of Annex V of Marpol73/78:

Garbage Type

Outside SpecialAreas

(ExceptPlatforms)

In Special Areas(Except

Platforms)** OffshorePlatforms ***

Plastics - including ropes,nets, plastic bags

Disposalprohibited

Disposalprohibited

Disposalprohibited

Floating dunnage, lining andpacking materials

>25 milesoffshore

Disposalprohibited

Disposalprohibited

Ground –down* paperproducts, rags, glass, metal,bottles, crockery, etc

>3 miles offshore Disposalprohibited

Disposalprohibited

Cargo residues, paperproducts, rags, glass, metal,bottles, crockery etc.

>12 milesoffshore

Disposalprohibited

Disposalprohibited

Food waste >12 milesoffshore

>12 milesoffshore

Disposalprohibited

Food waste comminuted orground *

>3 miles offshore >12miles offshore >12 miles offshore

Mixed refuse types **** **** ****

*Comminuted or ground garbage must be able to pass through a screen with a mesh size no largerthan 25mm.

**Special areas are defined in MARPOL Annex V Regulation 5 as amended

***Offshore platforms and associated ships include all fixed or floating platforms engaged inexploration or exploitation of sea bed mineral resources and all ships alongside or within 500m ofsuch platforms.

****When garbage is mixed with other harmful substances having different disposal ordischarge requirements the more stringent requirements shall apply.



GUIDELINES FOR THE DEVELOPMENT OF GARBAGE MANAGEMENT PLANS

1. Introduction

These guidelines provide direction on complying with the mandatory requirements for thedevelopment of a ship’s garbage management plan and are intended to assist theshipowner/operator in the implementation of regulation 9(2) of Annex V of MARPOL 73/78. TheGarbage Management Plan should be prepared in accordance with the requirements of theMerchant Shipping Regulations and the IMO “Guidelines for the implementation of Annex V ofMARPOL 73/78”.

A ship’s garbage management plan should contain a list of the particular ship’s equipment andarrangements for the handling of garbage, and may contain extracts from and/or references toexisting company instructions.

2. Regulatory Requirements

Regulation 9(2) of Annex V of MARPOL 73/78 reads as follows:

“Every ship of 400 tons gross tonnage and above, and every ship which is certified to carry 15persons or more, shall carry a garbage management plan which the crew shall follow. This planshall provide written procedures for collecting, storing, processing and disposing of garbage,including the use of the equipment on board. It shall also designate the person in charge of carryingout the plan. Such a plan shall be in accordance with the guidelines developed by the Organisationand written in the working language of the crew.”

3. Prevention of Pollution by Garbage

To achieve cost-effective and environmentally sound results, many garbage management plannersuse a combination of three complementary techniques to manage garbage:

- source reduction; - recycling; and - disposal.

When requisitioning stores and provisions, shipping companies should encourage their suppliers toapply the substitutionary principle in order to reduce, to the greatest possible extent and at an earlystage, the generation of garbage on board ships. The ship’s garbage is made up of distinctcategories, some of which are addressed in MARPOL 73/78, whilst others may be addressedlocally, nationally or regionally, ego domestic, operational, cargo-associated, food and maintenancewastes. Each category should be evaluated separately to determine the best waste management.

4. Matters to be addressed in the Garbage Management Plan

Designate the person in charge of carrying out the plan

• In accordance with the regulation, a person shall be designated in the garbage managementplan to be responsible for implementing the procedures within the plan.

• This person should be assisted by departmental staff to ensure that the collection,separation and processing of garbage is efficient in all areas of the ship, and that theprocedures aboard are carried out in accordance with the garbage management plan.

Procedures for collecting garbage

• Identify suitable receptacles for collection and separation.



• Identify locations for receptacles, collection and separation stations.• Describe the process of how garbage is transported from the source of generation to the

collection and separation stations.• Describe the process of how garbage will be handled between collection and separation

stations commensurate with the following:

- needs of reception facilities, taking into account possible local recyclingarrangements;- on-board processing;- storage; and/or,- disposal.

• Describe the training or education programmes to facilitate collection of garbage.

Procedures for processing garbage

• Identify personnel responsible for the operation of the equipment.• Identify available processing devices and their capacities.• Identify location of processing devices and stations.• Identify the categories of garbage that will be processed by each of the available processing

devices.• Describe how garbage will be handled between primary processing stations and the storage

or disposal stations.• Describe processing procedures used commensurate with the following:

- needs of reception facilities, taking into account possible local recycling arrangements;- storage; and/or,- disposal at sea.

• Describe the training or education programmes in use to facilitate the processing of garbage.• Identify available operating and maintenance procedures. (This may be done by reference to

documents available on board).

Procedures for storing garbage

• Identify the location, the intended use and the capacity of storage stations for each categoryof garbage.

• Describe how garbage will be handled between storage stations and disposalcommensurate with the following:

- discharge to reception facilities, taking into account possible local recycling arrangements;and/or,- disposal at sea.

• Describe the training or education programmes in use to facilitate the storing of garbage.

Procedures for disposing of garbage

• Describe the ship's procedures to ensure compliance with the requirements of Annex V ofMARPOL 73/78 for disposal of garbage.



FORM OF GARBAGE RECORD BOOK

1. Introduction

In accordance with Regulation 9 of Annex V of the International Convention for the Prevention ofPollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78), a record is to bekept of each discharge operation or completed incineration. This includes discharges at sea, toreception facilities, or to other ships.

2. Garbage and garbage management

Garbage includes all kinds of food, domestic and operational waste, excluding fresh fish and partsthereof, generated during the normal operation of the vessel and liable to be disposed ofcontinuously or periodically, except those substances which are defined or listed in other annexes toMARPOL 73/78 (such as oil, sewage or noxious liquid substances). The Garbage ManagementPlan for the vessel should be referred to for relevant information.

3. Description of garbage

The garbage is to be grouped into the following categories for the purposes of the entries in therecord book:

(1) Plastics.

(2) Floating dunnage, lining or packaging material.

(3) Ground-down paper products, rags, glass, metal, bottles, crockery, etc.

(4) Paper products, rags, glass, metal, bottles, crockery, etc.

(5) Food waste, and/or,

(6) Incinerator ash.

4. Entries in the Garbage Record Book

Entries in the Garbage Record Book, as regards the particulars stated, shall be made on each ofthe following occasions:

(a) When garbage is discharged into the sea

• Date and time of discharge• Position of ship (latitude and longitude)• Category of garbage discharged• Estimated amount discharged for each category in m3

• Signature of the officer in charge of theoperation

(b) When garbage is discharged to reception facilities ashore or to other ships:

• Date and time of discharge• Port facility, or name of the receiving ship• Category of garbage discharged• Estimated amount discharged for each category in m3

• Signature of the officer in charge of the operation



(c) When garbage is incinerated:

• Date and time of start and stop of incineration• Position of the ship (latitude and longitude)• Estimated amount incinerated in m3

• Signature of the officer in charge of the incineration

(d) Accidental or other exceptional discharge of garbage

• Time of occurrence• Port or position of the ship at time of occurrence• Estimated amount in m3 and category of garbage• Circumstances of disposal, escape or loss, the reason therefore and general remarks.

4.1 Receipts

The master should obtain from the operator of port reception facilities, or from the master of shipreceiving the garbage, a receipt or certificate specifying the estimated amount of garbagetransferred. The receipts or certificates must be kept on board the ship with the Garbage RecordBook for two years.

4.2 Amount of garbage

The amount of garbage before and after processing on board should be estimated in m3, if possibleseparately according to category. It is recognised that the accuracy of estimating amounts ofgarbage is left to interpretation. Volume estimates will differ before and after processing. Someprocessing procedures may not allow for a usable estimate of volume, eg the continuous processingof food waste. Shipboard procedures adopted in accordance with IMO recommended guidance forthe handling, storage and processing of garbage may, on some vessels (eg ferries) give rise toplastics not being segregated and therefore an estimate of their quantity being impossible. Also,weight measurement, rather than volumetric measurement, may be a more appropriate way ofestimating and recording amounts of processed garbage. Such variations will continue to beacceptable.

4.3 Record of garbage discharges



OPTIONS FOR SHIPBOARD HANDLING AND DISPOSAL OF GARBAGE



MARPOL 73/78 Annex VIRegulations for the prevention of Air Pollution from shipsEntered into force on 19 May 2005

Basically the code covers the following:

Regulation 12 - Emissions from Ozone depleting substances from refrigerating plants and fire fighting equipment.

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

Regulation 14 - Sulphur Oxide (SOx) emissions from ships

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

Regulation 16 - Emissions from shipboard incinerators.

Regulation 18 - Fuel Oil quality.

and apply to all ships of 400 gross tons and above which have to carry an International Air PollutionPrevention Certificate (IAPP Certificate). This certificate must be on board at delivery for a shipconstructed (keel laid) after 19 May 2005. For ships constructed before this date, the IAPPcertificate must be on board at the first scheduled dry-docking after 19 May 2005, but not later than19 May 2008. Ships constructed (keel-laid) before 1 January 2000 need to comply with operationalrequirements in MARPOL Annex VI from 19 May 2005. Unless existing engines are subject to majormodification, or new engines or incinerators are fitted, the requirements in Regulation 13 andconstructive requirements in Regulation 16 do not apply to vessels constructed before 1 January2000.

Ships of less than 400 tons still have to comply with the legislation where applicable, but in therecase the Administration may establish appropriate measures in order to ensure that Annex VI iscomplied with.

Ozone Depleting Substances (Regulation 12)

Chlorofluorocarbons or CFCs (also known as Freon) are non-toxic, non-flammable and non-carcinogenic. They contain atoms of fluorine, carbon and chlorine. CFCs are widely used ascoolants in refrigeration and air conditioners, as solvents in cleaners, particularly for electroniccircuit boards, as a blowing agents in the production of foam (for example fire extinguishers), and aspropellants in aerosols. Emissions of CFCs from the world shipping fleet were estimated at 3000-6000 tons for the year 1990 - equivalent to around 1-3 percent of annual global emissions. It isanticipated that these would show a significant reduction in CFC emissions on account of the phaseout of these substances as a consequence of the Montreal Protocol. Ozone depleting CFC is of keyconcern; although ‘alternative media are seldom without environmental impact and should also beincluded in any inventory.

Hydrochlorofluorocarbons or HCFCs are compounds containing carbon, hydrogen, chlorine andfluorine. Industry and the scientific community view certain chemicals within this class of compoundsas acceptable temporary alternatives to CFCs. The HCFCs have shorter atmospheric lifetimes thanCFCs and deliver less reactive chlorine to the stratosphere where the ozone layer is found. It isexpected that HCFC chemicals will contribute much less to stratospheric ozone depletion thanCFCs. Because they still contain chlorine and have the potential to destroy stratospheric ozone,they are viewed only as temporary replacements for the CFCs. Current international legislation hasmandated production caps for HCFCs.



Hydrofluorocarbons (HFCs) are compounds containing carbon, hydrogen, and fluorine. Certainchemicals within this class of compounds are viewed by industry and the scientific community asacceptable alternatives to CFCs and HCFCs on a long-term basis. Because the HFCs contain nochlorine they do not directly affect stratospheric ozone. Concern over global warming effects maymake it necessary to regulate production and use of these compounds at some point in the future.Such restrictions have been proposed in the Kyoto Protocol.

Halons are gases containing bromine, which breaks down ozone in the stratosphere. Halons areused primarily in fire extinguishers. Although the use of halons in developed countries has beenphased out since 1996, the atmospheric concentration of these potent, ozone destroyers is stillrising because of their long atmospheric lifetimes. To date halons have accounted for about 5% ofglobal ozone depletion. The production and consumption of new halons has already ceased underthe terms of the Montreal Protocol. However, whilst replacements have been developed thesecannot be used in existing systems, which can only be maintained with recycled halons usingsurplus material from redundant installations. Halon emissions from shipping for the year 1990 wereestimated to be 300-400 tons, or around 10 percent of world total. It is anticipated that these wouldshow a significant reduction in halon emissions on account of the phase out of these substances asa consequence of the Montreal Protocol. Ozone depleting halons are of key concern; although"alternative" media are seldom without environmental impact and should also be included in anyinventory.

Annex VI prohibits deliberate emissions of ozone depleting substances, which include halons andchlorofluorocarbons (CFCs). New installations containing ozone-depleting substances areprohibited on all ships. But new installations containing hydro-chlorofluorocarbons (HCFCs) arepermitted until 1 January 2020.

NOx Emissions (Regulation 13)

Nitrogenious oxides (NOX) include NO, NO2 and other oxides of nitrogen. The main NOX, Nitrogendioxide (NO2) is a reddish brown, highly reactive gas that is formed in the ambient air through theoxidation of nitric oxide (NO). The major sources of man-made NOX emissions are high-temperaturecombustion processes.

NOX plays a major role in the formation of ground level Ozone by the reaction with VOC under theinfluence of sunlight. Nitrogen oxides also contribute to the formation of acid rain and to a widerange of environmental effects, including potential changes in the composition and competition ofsome species of vegetation in wetland and terrestrial systems, visibility impairment, acidification offreshwater bodies, eutrophication (i.e., explosive algae growth leading to a depletion of oxygen inthe water) of estuarine and coastal waters and increases in levels of toxins harmful to fish and otheraquatic life. NOX also presents a serious health threat.

This regulation applies to diesel engines with a power output of more than 130 kW each which areinstalled on a ship constructed on or after 1 January 2000; and each diesel engine with a poweroutput of more than 130 kW which undergoes a major conversion on or after 1 January 2000. Itdoes not apply to lifeboat engines or emergency generators.

The NOx limits are shown on the graph. The limits are set as follows:

- For engines less than 130 RPM (most 2 stroke crosshead engines): 17g/kWh

- For engines between 130 and 2000 RPM, a formula is used:

45 × n-0.2 g/kWh where n is the engine speed.

e.g For an engine running at 600rpm: 45 × 600-0.2 = 12.52g/kWh

- For engines above 2000 RPM: 9.8g/kWh



All certified engines are delivered with an individual Technical File that contains the engine’sspecifications for compliance with the NOx regulation, and the applicable onboard verificationprocedure. The certification process includes an emission test for compliance with the NOxrequirements on the manufacturer’s test bed.

There are three on board verification procedures which can be used The method used is initiallydecided by the engine manufacturer, and is usually a specific chapter in the engine’s Technical File.- Engine parameter check method

- Simplified measurement method

- Direct measurement and monitoring method

The engine parameter check ensures that the present state of the engine corresponds to thespecified components, calibration or parameter adjustment state at the time of initial certification.The engine’s Technical File identifies the components, settings and operating values that influencesthe exhaust emissions and these must be checked to ensure compliance during surveys andinspections. The components and settings will be those which affect the NOx produced by theengine, such as:

- Injection timing

- Injection system components (nozzle, injector, fuel pump)

- Injection pressure

- Camshaft components (fuel cam, inlet- and exhaust cam)

- Valve timing

- Combustion chamber (piston, cylinder head, cylinder liner)

- Compression ratio (connecting rod, piston rod, shim, gaskets)

- Turbocharger type and build (internal components)

- Charge air cooler/charge air pre-heater

- Auxiliary blower



- NOx reducing equipment

The simplified measurement method is where the NOx content of the exhaust gas is measuredduring a 20 minute full load run of the engine. Due to the possible deviations when applying thesimplified measurement method, an allowance of 10% of the applicable limit value is accepted forconfirmation tests and during periodical and intermediate surveys.

For the direct measurement and monitoring method, the engine will be fitted with a directmeasurement system which monitors the NOx emissions, either as spot checks logged regularly orcontinuous monitoring. Records must be kept for at least 3 months and must have been taken in thepast 30 days.

SOx Emissions (Regulation 14)

Sulphur oxide gases are formed when fuel containing sulphur (mainly, coal and oil) is burned andduring metal smelting and other industrial processes. Sulphur dioxide (SO2), the main sulphur oxidegas is a colourless, non-flammable gas with a penetrating odour that irritates the eyes and airpassages. It reacts on the surface of a variety of airborne solid particles, is soluble in water and canbe oxidised within airborne water droplets.

IMO has been monitoring the worldwide average sulphur content of residual fuel supplied for use onboard ships since 1999 following the adoption of resolution MEPC.82(43) „Guidelines for monitoringthe world wide average sulphur content of residual fuel supplied for use on board ships” . Themonitoring, which is based on bunkers report all around the world, shows that the average sulphurcontent is 2.67% m/m in bunkers.

Marpol annex VI In force from May 19 2005 limits the maximum sulphur content of fuel to 4.5%. InSOx Emission Control Areas (SECAs) Sulphur limit in fuel is 1.5%.

Instead of limiting the sulphur content to 1.5% a scrubber can be used to reduce sulphur emissionsto 6 g SOx/kWh.

SECAs are:

The Baltic (from 19th May 2006).

North European Waters (from 19th November2007)

Low and high sulphur fuel have to be storedin different tanks. Different grades of cylinderoils may have to be carried if operating withlow sulphur fuel for any length of time toprevent excessive calcium deposits andresultant wear. If low sulphur fuels are used,high wear rates may be experienced with fuelinjection equipment.

VOC - Volatile Organic Compounds (Regulation 15)

Volatile Organic Compounds or VOCs are organic chemicals that easily vaporize at roomtemperature. They are called organic because they contain carbon in their molecular structures.VOCs have no colour, smell, or taste. VOCs include a very wide range of individual substances,such as hydrocarbons (for example benzene and toluene), halocarbons and oxygenates.Hydrocarbon VOCs are usually grouped into methane (CH4) and other non-methane VOCs(NMVOC).



VOC is generated during combustion, and handling of oil products, whereas the latter is the mostsignificant emission source related to shipping. The petroleum sector is the most importantEuropean source of emissions of VOCs due to loading of crude oil onto tankers generating largequantities of VOCs.

Related to shipping of petroleum cargoes the first VOC emissions occur when the liquid cargoentering the tanks of the ship displaces the original tank atmosphere during loading. In addition tothe VOC in the tank prior to loading, variable amounts of VOC will be released from the incomingcargo during loading.

Following the loading, the ship commences the loaded voyage. During the voyage, additional gasmay be released from the cargo. Gas release may contribute to tank pressure exceeding thepressure relief valves limit and tank gas containing VOC is emitted.

During unloading inert gas is added to the cargo tanks. There will normally be very limited or noemissions during unloading. But the adding of inert gas will affect the amount of VOC in the tanksafter unloading completion. Most of the remaining VOC will be emitted during the loading operation.

VOC from tankers are regulated in ports or terminals. The relevant Government designates whichports and terminals at which VOC emissions from tankers are to be regulated. A vapour emissioncontrol system approved by the governments shall be ensured. The vapour emission control systemcan be installed onboard the tankers. Terminals which have installed vapour emission controlsystems in accordance with its regulation may accept existing tankers which are not fitted withvapour collection systems for a period of three years after terminal notification submission.

Shipboard Incineration (Regulation 16)

Each incinerator installed on board a ship on or after 1 January 2000 shall meet the requirementscontained in appendix IV to this Annex. Each incinerator shall be approved by the Administrationtaking into account the standard specifications for shipboard incinerators refer to resolution MEPC76(40) „Standard specification for shipboard incinerators”.

Shipboard incineration of the following substances shall be prohibited:

- Annex I, II and III cargo residues of the present convention and related contaminated packing materials; - Polychlorinated biphenyls (PCBs); - Garbage, as defined in Annex V of the present Convention, containing more than traces of heavy metals; and - Refined petroleum products containing halogen compounds.

Shipboard incineration of sewage sludge and sludge oil generated during the normaloperation of a ship may also take place in the main or auxiliary power plant or boilers, but in thosecases, shall not take place inside ports, harbours and estuaries.

Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboardincinerators for which IMO Type Approval Certificates have been issued.

Personnel responsible for operation of any incinerator shall be trained and capable ofimplementing the guidance provided in the manufacturer's operating manual.

Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shallnot be fed into a continuousfeed shipboard incinerator when the temperature is below the minimumallowed temperature of 850°C. For batch-loaded shipboard incinerators, the unit shall be designedso that the temperature in the combustion chamber shall reach 600°C within five minutes after start-up.



Type Approval and Operating Limits for Shipboard Incinerators (Appendix IV)

(1) Shipboard incinerators described in regulation 16(2) shall possess an IMO type approvalcertificate for each incinerator. In order to obtain such certificate, the incinerator shall be designedand built to an approved standard as described in regulation 16(2). Each model shall be subject to aspecified type approval test operation at the factory or an approved test facility, and under theresponsibility of the Administration, using the following standard fuel/waste specification for the typeapproval test for determining whether the incinerator operates within the limits specified inparagraph (2) of this appendix:

Sludge oil consisting of: 75% Sludge oil from HFO; 5% waste lubricating oil; and 20% emulsified water

Solid waste consisting of: 50% food waste 50% rubbish containing approx. 30% paper, 40% cardboard, 10% rags, 20% plastic The mixture will have up to 50% moisture and 7% incombustible solids.

(2) Incinerators described in regulation 16(2) shall operate within the following limits:

O2 in combustion chamber: 6-12%CO in flue gas maximumaverage: 200mg/MJSoot number maximum Bacharach 3 oraverage: Ringelman 1 (20% capacity) (A higher soot number is acceptable only during very short periods such as starting up)Unburned components inash residues: maximum 10% by weightCombustion chamber flue gasoutlet temperature range: 850-1200° C

Fuel Oil Quality (Regulation 18)

Although fuel oil quality is currently primarily a matter between owners/managers and suppliers, it isunder Annex VI of MARPOL 73/78 also a statutory matter. In addition to requirements limiting thesulphur content of oil fuel, Annex VI contains requirements preventing the incorporation ofpotentially harmful substances, and in particular waste streams (e.g. chemical waste), into fuel oils.

Bunker delivery notes must be kept on board for a minimum of three years and must contain thefollowing information:

- Name and IMO number of receiving ship

- Bunkering Port

- Date of commencement of bunkering

- Name, address, and telephone number of marine fuel oil supplier

- Product name



- Quantity (metric tons)

- Density at 15°C (kg/m3)

- Sulphur content (% m/m)

A signed declaration from the fuel oil supplier's representative that the fuel supplied has a sulphurlevel below 4.5% and that the fuel is free from inorganic acid and does not include any addedsubstance or chemical waste which either jeopardises the safety of ships, adversely affects theperformance of the machinery, is harmful to personnel, or contributes overall to additional airpollution is also required.

Samples must be taken by either a manual valve-setting continuous-dripsampler (shown opposite) a time-proportional automatic sampler, or aflow-proportional automatic sampler.

Samples must be kept on board for at least 12 months and the labelsmust contain the following information:

- Location at which, and the method by which, the sample was drawn

- Bunkering date

- Name of bunker tanker/bunker installation

- Name and IMO number of the receiving ship

- Signatures and names of the supplier’s representative and the ship's representative

- Details of seal identification

- Bunker grade

Particulates

Emission of particulates from shipping originates from fuel combustion. Particulate matter is acomplex mixture of organic and inorganic substances, present in the atmosphere as both liquidsand solids. PM10 is used as an expression for the fraction of particulates that are able to stayairborne. The fine particulates (PM2,5) fraction of the coarse fraction (PM10) is regarded to causemost negative effects to human health. Coarse particles usually contain earth crustal materials anddust from road vehicles and industries. Fine particles contain the secondarily formed aerosols,combustion particles and re-condensed organic and metallic vapours. The acid component ofparticulate matter generally occurs as fine particles. A further distinction that can be made is toclassify particulates as either primary or secondary, according to their origin. Primary particulatesare those emitted directly to the atmosphere while secondary particulates are those formed byreactions involving other pollutants. In the urban environment, most secondary particulate matteroccurs as sulphates and nitrates formed in reactions involving sulphur dioxide and nitrogen oxides.

Particulate emissions are mostly a local emission problem and should be reduced wherever theyrepresent a threat to human health or the environment. Related to shipping this is particularly aconcern in ports, straits or other areas where ships travel near land.

Particulates may be reduced by reducing the sulphur content in the fuel. This will reduce the amountof particulate sulphate, but may not affect other particulate components. Some particulates may beabsorbed by sea water scrubbing aimed at reducing SOX emissions. Also SCR may reduceparticulate emissions.



Cyclones, electrostatic filters and filter-bags are well known and tested in the onshore industry forremoval of particulates. However due to lack of information on the efficiency of such methods whenused onboard ships, it is not possible to establish the possible effect when it comes to reduction ofthis type of emission.



CERTIFICATION PROCEDURE AND RESPONSIBILITIES

BUNKER DELIVERY NOTE (BDN)



Summary of Discharge Standards – MARPOL 73/78

Notes:

The table below provides a summary only. The text of the Convention should be consulted in orderto obtain full details of the discharge requirements before undertaking any waste discharge at sea.

Different discharge standards apply in designated “Special Areas”. The text of the Conventionshould be consulted if details are required.

The term “from the Nearest Land” means from the baseline from which the territorial sea of theterritory in question is established in accordance with international law.

Pollution Type Sub-Category Where/When discharge permitted

Oily waste from cargo

tanks of oil tankers

• More than 50 nautical miles fromthe nearest land; and

• Tanker is proceeding en route; and• Instantaneous rate of discharge <

30 litres per nautical mile; and• Total quantity discharge does not

exceed 1/15,000 or 1/30,000 of thetotal cargo (depending on the ageof the vessel); and

• Oil discharge monitoring andcontrol system and slop tankarrangement to be operating.

Oil

(Annex I)

Machinery space bilges

for vessels >= 400 gross

tons (Note: also applies

“as far as practicable and

reasonable” to ships < 400

gross tons)

• Proceeding en route; and• Oil content less than 15 parts per

million; and• Oil discharge monitoring and

control system and oil filteringequipment to be operating;




Category X

Tanks to be prewashed before leaving

unloading port, residues to be pumped

ashore until the concentration of the

substance in the effluent is 0.1% by

weight or less. Any water subsequently

added may be discharged if:

• Ship is proceeding en route at aspeed of at least 7 knots; and

• Discharge below the waterline; and• Ship is > 12 nm from nearest land

and depth of water is >25m.

High-viscosity or

solidifying Category Y

Prewash in accordance with Convention,

residues to be pumped ashore until tank

is empty. Any water subsequently added

may be discharged if:




Noxious LiquidSubstances

(Annex II)

Category Y

Category Z


• Concentration of substance inwake of ship < 1 part per million;and

• Amount not to exceed 1m3 or1/3,000 of tank capacity,whichever is greater; and






HarmfulPackaged

Substances

(Annex III)

• Jettisoning prohibited.

Comminuted and

disinfected sewage using

an approved system

• > 3 nm from nearest land.

Untreated sewage • > 12 nm from nearest land.

Untreated sewage stored

in holding tank

• > 12 nm from nearest land; and• discharged at a moderate rate; and• ship proceeding en route at a

speed of at least 4 knots.

Sewage

(Annex IV)

Sewage from an IMO

approved sewage

treatment plant

• Effluent not to produce visiblefloating solids nor causediscolouration of the surroundingwater.

Plastics, including

synthetic ropes, synthetic

fishing nets, plastic

garbage bags and

incinerator ashes from

plastic products

• Prohibited.

Dunnage, lining and

packing materials which

will float


Food wastes and all other

garbage• > 12 nm from nearest land.

Garbage

(Annex V)

Garbage that has been

ground or comminuted to

particles < 25mm





Ozone-depleting

substances• Prohibited

Nitrogen Oxides• Operation of diesel engines

>130kW prohibited unless engineis certified to meet prescribedemission standards.

Sulphur Oxides • Sulphur content of fuel not toexceed 4.5%.

Air Emissions

(Annex VI)

Incinerators• Incinerators installed after 1

January 2000 must be certified tomeet prescribed emissionstandards.



MARPOL 73/78 Special Areas

Special areas under MARPOL 73/78 are as follows:

Special Areas Adopted Date of Entryinto Force In Effect From

Annex I:Oil

Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983Red Sea 2 Nov 1973 2 Oct 1983 *"Gulfs" area 2 Nov 1973 2 Oct 1983 *Gulf of Aden 1 Dec 1987 1 April 1989 *Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992North West European Waters 25 Sept 1997 1 Feb 1999 1 Aug 1999Oman area 15 Oct 2004 1 Jan 2007 *Southern South African waters 13 Oct 2006 1 March 2008 **

Annex II: Noxious Liquid Substances

Antarctic area 30 Oct 1992 1 July 1994 1 July 1994Annex V:Garbage

Mediterranean Sea 2 Nov 1973 31 Dec 1988 *Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989Black Sea 2 Nov 1973 31 Dec 1988 *Red Sea 2 Nov 1973 31 Dec 1988 *"Gulfs" area 2 Nov 1973 31 Dec 1988 *North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991Antarctic area (south of latitude 60degrees south) 16 Nov 1990 17 Mar 1992 17 Mar 1992

Wider Caribbean region including theGulf of Mexico and the CaribbeanSea

4 July 1991 4 April 1993 *



Special Areas Adopted Date of Entryinto Force In Effect From

Annex VI:Prevention of air pollution byships (SOx Emission Control

Areas)Baltic Sea 26 Sept 1997 19 May 2005 19 May 2006North Sea 22 July 2005 22 Nov 2006 22 Nov 2007

* The Special Area requirements for these areas have not taken effect because of lack of adequatereception facilities, and lack of ratification of the Convention by coastal States concerned.

** Expected date of entry into force

References

1. European Environmental Agency (2002), Accidental and illegal discharges of oil by ships at sea

2. DNV (2001), Technologies for reduction of pollution from ships, DNV report 99-2033

3. IMO (2003), Prevention of Pollution by Garbage from Ships

4. IMO (2004), Prevention of Pollution by Sewage from Ships

5. IMO (1998), ANNEX VI of MARPOL 73/78, Regulations for the Prevention of Air Pollution from Ships and NOx Technical Code

6. DNV (2005), Regulations for the Prevention of Air Pollution from Ships, Technical and Operational Implications

7. IMO (2005), Interim Guidelines for Voluntary Ship CO2 Emission Indexing for Use in Trials

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