n 1992 MARPOL was amended to make it mandatory for tankers of 5,000 dwt and more

ordered after 6 July 1993 to be fitted with double hulls, or an alternative design
approved by IMO (regulation 19 in Annex I of MARPOL).

The requirement for double hulls that applies to new tankers has also been applied to
existing ships under a programme that began in 1995 (under old regulation 13G (now
regulation 20 in Annex I of MARPOL). All tankers would have to be converted (or taken
out of service) when they reached a certain age (up to 30 years old). This measure was
adopted to be phased in over a number of years because shipyard capacity is limited
and it would not be possible to convert all single hulled tankers to double hulls without
causing immense disruption to world trade and industry.

Although the double hull requirement was adopted in 1992, following the Erika incident
off the coast of France in December 1999, IMO Member States discussed proposals for
accelerating the phase-out of single hull tankers. As a result, in April 2001, IMO adopted
a revised phase-out schedule for single hull tankers, which entered into force on 1
September 2003 (the 2001 amendments to MARPOL). The revised requirements set out a
stricter timetable for the phasing-out of single-hull tankers.

In December 2003, further revisions to the requirements were made, accelerating further
the phase-out schedule. These amendments entered into force on 5 April 2005. A new
regulation on the prevention of oil pollution from oil tankers when carrying heavy grade
oil (HGO) banned the carriage of HGO in single-hull tankers of 5,000 tons dwt and above
after the date of entry into force of the regulation (5 April 2005), and in single-hull oil
tankers of 600 tons dwt and above but less than 5,000 tons dwt, not later than the
anniversary of their delivery date in 2008.

Condition Assessment Scheme (CAS)

Condition Assessment Scheme (CAS) is applicable to all single-hull tankers of 15 years, or
older. Regulation 20 of MARPOL Annex I allows the Administration (flag State) to permit
continued operation of category 2 or 3 tankers beyond 2010 subject to satisfactory
results from the CAS, but the continued operation must not go beyond the anniversary
of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years
of age after the date of its delivery, whichever is earlier.

In the case of certain Category 2 or 3 oil tankers fitted with only double bottoms or
double sides not used for the carriage of oil and extending to the entire cargo tank
length or double hull spaces, not meeting the minimum distance protection
requirements, which are not used for the carriage of oil and extend to the entire cargo
tank length, the Administration may allow continued operation beyond 2010, provided
that the ship was in service on 1 July 2001, the Administration is satisfied by verification
of the official records that the ship complied with the conditions specified and that those
conditions remain unchanged. Again, such continued operation must not go beyond the
date on which the ship reaches 25 years of age after the date of its delivery.
Carriage of heavy grade oil
Regulation 21 of MARPOL Annex I on the prevention of oil pollution from oil tankers
when carrying heavy grade oil (HGO) bans the carriage of HGO in single-hull tankers of
5,000 tons deadweight (DWT) and above after the date of entry into force of the
regulation (5 April 2005), and in single-hull oil tankers of 600 DWT and above but less
than 5,000 tons DWT, not later than the anniversary of their delivery date in 2008.

Under regulation 21, HGO means any of the following:

 crude oils having a density at 15ºC higher than 900 kg/m3;

 oils, other than crude oils, having either a density at 15ºC higher than 900 kg/ m3
or a kinematic viscosity at 50ºC higher than 180 mm2/s; and
 bitumen, tar and their emulsions.

In the case of certain Category 2 or 3 tankers carrying HGO as cargo, fitted only with
double bottoms or double sides, not used for the carriage of oil and extending to the
entire cargo tank length, or tankers fitted with double hull spaces not meeting the
minimum distance protection requirements which are not used for the carriage of oil and
extend to the entire cargo tank length, the Administration, under certain conditions, may
allow continued operation of such ships beyond 5 April 2005 until the date on which the
ship reaches 25 years of age after the date of its delivery.

Regulation 21 also allows for continued operation of oil tankers of 5,000 DWT and
above, carrying crude oil with a density at 15ºC higher than 900 kg/ m3 but lower than
945 kg/ m3, if satisfactory results of the Condition Assessment Scheme warrant that, in
the opinion of the Administration, the ship is fit to continue such operation, having
regard to the size, age, operational area and structural conditions of the ship and
provided that the continued operation shall not go beyond the date on which the ship
reaches 25 years after the date of its delivery.

The Administration may allow continued operation of a single hull oil tanker of 600 DWT
and above but less than 5,000 DWT, carrying HGO as cargo, if, in the opinion of the
Administration, the ship is fit to continue such operation, having regard to the size, age,
operational area and structural conditions of the ship, provided that the operation shall
not go beyond the date on which the ship reaches 25 years after the date of its delivery.

The Administration may exempt an oil tanker of 600 DWT and above carrying HGO as
cargo if the ship is either engaged in voyages exclusively within an area under the Party's
jurisdiction, or is engaged in voyages exclusively within an area under the jurisdiction of
another Party, provided the Party within whose jurisdiction the ship will be operating
agrees. The same applies to vessels operating as floating storage units of HGO.
A Party to MARPOL can deny entry of single hull tankers carrying HGO which have been
allowed to continue operation under the exemptions mentioned above, into the ports or
offshore terminals under its jurisdiction, or deny ship-to-ship transfer of heavy grade oil
in areas under its jurisdiction except when this is necessary for the purpose of securing
the safety of a ship or saving life at sea.

Carriage of chemicals by ship

Regulations governing the carriage of chemicals by ship are contained in the International Convention for the
International Convention for the Prevention of Marine Pollution from Ships, as modified by the Protocol of 1

Chemicals carried in bulk

Carriage of chemicals in bulk is covered by regulations in SOLAS Chapter VII - Carriage of dangerous good
the Control of Pollution by Noxious Liquid Substances in Bulk.

Both Conventions require chemical tankers built after 1 July 1986 to comply with the International Bulk Che
international standards for the safe carriage, in bulk by sea, of dangerous chemicals and noxious liquid substa
construction standard of ships involved in the transport of bulk liquid chemicals and identifies the equipment
ship, its crew and to the environment, with regard to the nature of the products carried.

The IBC Code sets out a list chemicals and their hazards, and identifies both the ship type required to carry th
rating.

Chemical tankers constructed before 1 July 1986 should comply with the requirements of the Code for the Co
Dangerous Chemicals in Bulk (BCH Code) – the predecessor of the IBC Code.

MARPOL Annex II - Carriage of noxious liquid substances in bulk

MARPOL Annex II Regulations for the control of pollution by noxious liquid substances in bulk sets out a p
and liquid substances. The four categories are:

 Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting ope
to either marine resources or human health and, therefore, justify the prohibition of the discharge into the m
 Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting ope
either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and
quantity of the discharge into the marine environment;
  Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting op
to either marine resources or human health and therefore justify less stringent restrictions on the quality and
environment; and
 Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because
marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea
The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subj

The annex also includes a number of other requirements reflecting modern stripping techniques, which speci
been incorporated into Annex II. For ships constructed on or after 1 January 2007 the maximum permitted re
left after discharge is set at a maximum of 75 litres for products in categories X, Y and Z (compared with pre
300 litres, depending on the product category).

MARPOL Annex III - Chemicals carried in packaged form

Chemicals which are carried in packaged form, in solid form or in bulk are regulated by Part A of SOLAS Chapter VII - C
provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous

MARPOL Annex III also sets out regulations for the prevention of pollution by harmful substances in packaged form a
of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and no
substances. For the purpose of Annex III, “harmful substances” are those identified as “marine pollutants” in the IMD

Both SOLAS and MARPOL refer to the International Maritime Dangerous Goods (IMDG) Code, which was developed b
transport of dangerous goods by sea.

Preparedness, Response and Liability and Compensation for Chemical Pollution Incidents
Issues related to the preparedness for and response to incidents of chemical pollution is covered by the OPRC-HNS Pr
incidents involving chemical pollution incidents are covered by the HNS Convention 2010, which has yet to enter into

Prevention of Pollution by Sewage from Ships

Regulations for the prevention of pollution by sewage are contained in Annex IV of MARPOL.

Sewage – the problem

The discharge of raw sewage into the sea can create a health hazard. Sewage can also lead
to oxygen depletion and can be an obvious visual pollution in coastal areas - a major
problem for countries with tourist industries.
The main sources of human-produced sewage are land-based - such as municipal sewers or
treatment plants. However, the discharge of sewage into the sea from ships also contributes
to marine pollution.

Annex IV of MARPOL
Annex IV contains a set of regulations regarding the discharge of sewage into the sea from
ships, including regulations regarding the ships' equipment and systems for the control of
sewage discharge, the provision of port reception facilities for sewage, and requirements for
survey and certification.

It is generally considered that on the high seas, the oceans are capable of assimilating and
dealing with raw sewage through natural bacterial action. Therefore, the regulations in Annex
IV of MARPOL prohibit the discharge of sewage into the sea within a specified distance from
the nearest land, unless otherwise provided.

Governments are required to ensure the provision of adequate reception facilities at ports
and terminals for the reception of sewage, without causing delay to ships.

The Annex entered into force on 27 September 2003. A revised Annex IV was adopted on 1
April 2004 and entered into force on 1 August 2005.

The revised Annex applies to new ships engaged in international voyages of 400 gross
tonnage and above or which are certified to carry more than 15 persons. Existing ships are
required to comply with the provisions of the revised Annex IV five years after the date of
entry into force of Annex IV, namely since 27 September 2008. The Annex requires ships to
be equipped with either an approved sewage treatment plant or an approved sewage
comminuting and disinfecting system or a sewage holding tank.

The discharge of sewage into the sea is prohibited, except when the ship has in operation an
approved sewage treatment plant or when the ship is discharging comminuted and
disinfected sewage using an approved system at a distance of more than three nautical miles
from the nearest land. Sewage which is not comminuted or disinfected may be discharged at
a distance of more than 12 nautical miles from the nearest land, and the rate of discharge of
untreated sewage shall be approved by the Administration (see resolution MEPC.157(55))

The MEPC also adopted a standard for the maximum rate of discharge of untreated sewage
from holding tanks at a distance of more than 12 nautical miles from the nearest land (see
resolution MEPC.157(55)).

Special area
A special area established under Annex IV is the Baltic Sea area.
In July 2011, MEPC 62 adopted, by resolution MEPC.200(62), the most recent amendments to
MARPOL Annex IV, which entered into force on 1 January 2013. The amendment introduces
the Baltic Sea as a special area under Annex IV and adds new discharge requirements for
passenger ships while in a special area.

The discharge of sewage from passenger ships within the special area will generally be
prohibited under the new regulations, except when the ship has in operation an approved
sewage treatment plant which has been certified by the Administration (see
resolution MEPC.227(64)). The sewage treatment plant installed on a passenger ship
intending to discharge sewage effluent in special areas should additionally meet the nitrogen
and phosphorus removal standard when tested for its Certificate of Type Approval by the
Administration (resolution MEPC.227(64), section 4.2).

The date on which the requirements in respect of the special area will take effect depends on
sufficient notifications to IMO from the Parties bordering the Baltic Sea, on the availability of
reception facilities for sewage.

Prevention of Pollution by Garbage from Ships

Regulations for the Prevention of pollution by garbage from ships are contained in Annex V of MARPOL.

Background of MARPOL Annex V

Garbage from ships can be just as deadly to marine life as oil or chemicals.

The greatest danger comes from plastic, which can float for years. Fish and mar
plastics for food and they can also become trapped in plastic ropes, nets, bags and other items - even such inn
hold cans of beer and drinks together.

It is clear that a good deal of the garbage washed up on beaches comes from people on shore - holiday-maker
fishermen who simply throw unwanted refuse over the side - or from towns and cities that dump rubbish into
the rubbish found comes from passing ships which find it convenient to throw rubbish overboard rather than

For a long while, many people believed that the oceans could absorb anything that was thrown into them, but
awareness of the environment. Many items can be degraded by the seas - but this process can take months or

Persuading people not to use the oceans as a rubbish tip is a matter of education - the old idea that the sea can
extent but it also involves much more vigorous enforcement of regulations such as Annex V.

The MARPOL Convention seeks to eliminate and reduce the amount of garbage being discharged into the se
otherwise, Annex V applies to all ships, which means all vessels of any type whatsoever operating in the mar
fixed or floating platforms to non-commercial ships like pleasure crafts and yachts.

Although the Annex is optional1, it did receive a sufficient number of ratifications to enable entry into force o
of Annex V prohibited the disposal of plastics anywhere into the sea, and severely restricted discharges of ot
“Special Areas”.

Revised MARPOL Annex V

The Marine Environment Protection Committee (MEPC), at its 55th session in October 2006, established an
develop a framework for a comprehensive review of MARPOL Annex V. This review took into account reso
which had invited IMO to review MARPOL Annex V, in consultation with relevant organizations and bodies
addressing sea-based sources of marine debris.

In July 2011, MEPC 62 adopted, by resolution MEPC.201(62), the revised MARPOL Annex V which entere

In March 2012, MEPC 63 adopted the 2012 Guidelines for the implementation of MARPOL Annex V(resolu
Guidelines for the development of garbage management plans (resolution MEPC.220(63)).

The revised Annex V now generally prohibits the discharge of all garbage into the sea, except as provided ot
Annex, which are related to food waste, cargo residues, cleaning agents and additives and animal carcasses. A
V discharge provisions can be accessed here. Exceptions with respect to the safety of a ship and those on boa
regulation 7 of Annex V.

Under the revised MARPOL Annex V, garbage includes all kinds of food, domestic and operational waste, a
cooking oil, fishing gear, and animal carcasses generated during the normal operation of the ship and liable to
periodically. Garbage does not include fresh fish and parts thereof generated as a result of fishing activities u
aquaculture activities.

Port reception facilities

The effectiveness of ships to comply with the discharge requirements of MARPOL depends largely upon the
facilities, especially within special areas. Hence, the Annex also obliges Governments to ensure the provision
terminals for the reception of garbage without causing undue delay to ships, and according to the needs of the

Special areas
The special areas established under Annex V 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 Wider Caribbean Region and
 the Antarctic area.

These are sea areas where for recognized technical reasons relating to their oceanographic and ecological con
such as heavy maritime traffic, low water exchange, extreme ice states, endangered marine species, etc., the a
the prevention of marine pollution by garbage is required.

Port State control

Provisions to extend port State control to cover operational requirements as regards prevention of marine pol
force on 3 March 1996. Like similar amendments to the other MARPOL Annexes, regulation 9 of Annex V m
can inspect a foreign-flagged vessel at a port or an offshore terminal of its State "where there are clear groun
not familiar with essential shipboard procedures relating to the prevention of pollution by garbage".

Placards
Regulation 10.1 also requires every ship of 12 metres in length or over and every fixed or floating platform to
crew of the disposal requirements of the Annex; these placards should be written in the working language of
or Spanish for ships travelling to other States' ports or offshore terminals.

Garbage management plans

All ships of 100 gross tonnage and above, every ship certified to carry 15 persons or more, and every fixed o
garbage management plan, which includes written procedures for minimizing, collecting, storing, processing
of the equipment on board (regulation 10.2). The garbage management plan should designate the person resp
working language of the crew. Resolution MEPC.220(63) provides the 2012 Guidelines for the development

Garbage Record Book

Implementation and enforcement is also the focus of regulation 10.3, which requires all ships of 400 gross to
certified to carry 15 persons or more engaged in voyages to ports and offshore terminals under the jurisdictio
every fixed or floating platform to provide a Garbage Record Book and to record all disposal and incineration

The date, time, position of the ship, description of the garbage and the estimated amount incinerated or disch
Garbage Record Book must be kept for a period of two years after the date of the last entry. This regulation d
- but it makes it easier to check that the regulations on garbage are being adhered to as it means ship personn
happens to it. It may also prove an advantage to a ship when local officials are checking the origin of dischar
adequately account for all their garbage, they are unlikely to be wrongly penalised for discharging garbage w
MARPOL Annex V provides a standard form for a Garbage Record Book.

Cargo residues
The discharge of cargo residues was one of the issues addressed during the review of MARPOL Annex V. C
any cargo which are not covered by other Annexes to the present Convention and which remain on deck or in
include loading and unloading excess or spillage, whether in wet or dry condition or entrained in wash water
deck after sweeping or dust on the external surfaces of the ship (regulation 1.2 of the revised Annex V). In ad
V also stipulates that only those cargo residues that cannot be recovered using commonly available methods
discharge.

A simplified overview of the regulations regarding the discharge of cargo residues under the revised Annex V
cargo residues which contain substances classified as harmful to the marine environment must not be dischar
reception facilities. Regarding the discharge of cargo residues which do not contain any substances classified
revised Annex V establishes different requirements depending on whether they are contained in wash water o

Solid bulk cargoes should be classified and declared by the shipper as to whether or not they are harmful to t
the criteria set out in paragraph 3.2 of the 2012 Guidelines for the Implementation of MARPOL Annex V.

Recognizing the difficulties experienced by shipowners and operators in finding adequate reception facilities
2013) approved MEPC.1/Circ.810 on Adequate port reception facilities for cargoes declared as harmful to th
MARPOL Annex V, which provides that, until 31 December 2015, cargo hold washwater from holds previou
as HME may be discharged outside special areas, under certain conditions as described in the circular. The A
2015, having noted the concerns regarding the expiry date of 31 December 2015 of the circular which would
be further considered at MEPC 69 in April 2016, requested the Marine Environment Protection Committee to
its next session and encouraged Member Governments to continue applying the provisions of MEPC.1/Circ.8
taken by MEPC 69.

MEPC 69 did not approve the proposal to extend the application of MEPC.1/Circ.810 and invited Member G
inadequacies of reception facilities for HME residues, using the Format for reporting alleged inadequacies of
appendix 1), and to consider making corresponding submissions to the Committee to bring the issue of such
concerned.

Shipboard incinerators
The Standard Specification for Shipboard Incinerators (resolution MEPC.76(40)) covers the design, manufac
incinerators designed to incinerate garbage and other shipboard waste.
_________________
1 See Article 14 (1) of MARPOL: “A State may at the time of signing, ratifying, accepting, approving or acceding to the present Convention declare that it does no

referred to as “Optional Annexes”) of the present Convention. Subject to the above, Parties to the Convention shall be bound by any Annex in its entirety."

Prevention of Pollution by Garbage from Ships

Regulations for the Prevention of pollution by garbage from ships are contained in Annex V of MARPOL.

Background of MARPOL Annex V

Garbage from ships can be just as deadly to marine life as oil or chemicals.

The greatest danger comes from plastic, which can float for years. Fish and mar
plastics for food and they can also become trapped in plastic ropes, nets, bags and other items - even such inn
hold cans of beer and drinks together.

It is clear that a good deal of the garbage washed up on beaches comes from people on shore - holiday-maker
fishermen who simply throw unwanted refuse over the side - or from towns and cities that dump rubbish into
the rubbish found comes from passing ships which find it convenient to throw rubbish overboard rather than

For a long while, many people believed that the oceans could absorb anything that was thrown into them, but
awareness of the environment. Many items can be degraded by the seas - but this process can take months or

Persuading people not to use the oceans as a rubbish tip is a matter of education - the old idea that the sea can
extent but it also involves much more vigorous enforcement of regulations such as Annex V.

The MARPOL Convention seeks to eliminate and reduce the amount of garbage being discharged into the se
otherwise, Annex V applies to all ships, which means all vessels of any type whatsoever operating in the mar
fixed or floating platforms to non-commercial ships like pleasure crafts and yachts.
Although the Annex is optional1, it did receive a sufficient number of ratifications to enable entry into force o
of Annex V prohibited the disposal of plastics anywhere into the sea, and severely restricted discharges of ot
“Special Areas”.

Revised MARPOL Annex V

The Marine Environment Protection Committee (MEPC), at its 55th session in October 2006, established an
develop a framework for a comprehensive review of MARPOL Annex V. This review took into account reso
which had invited IMO to review MARPOL Annex V, in consultation with relevant organizations and bodies
addressing sea-based sources of marine debris.

In July 2011, MEPC 62 adopted, by resolution MEPC.201(62), the revised MARPOL Annex V which entere

In March 2012, MEPC 63 adopted the 2012 Guidelines for the implementation of MARPOL Annex V(resolu
Guidelines for the development of garbage management plans (resolution MEPC.220(63)).

The revised Annex V now generally prohibits the discharge of all garbage into the sea, except as provided ot
Annex, which are related to food waste, cargo residues, cleaning agents and additives and animal carcasses. A
V discharge provisions can be accessed here. Exceptions with respect to the safety of a ship and those on boa
regulation 7 of Annex V.

Under the revised MARPOL Annex V, garbage includes all kinds of food, domestic and operational waste, a
cooking oil, fishing gear, and animal carcasses generated during the normal operation of the ship and liable to
periodically. Garbage does not include fresh fish and parts thereof generated as a result of fishing activities u
aquaculture activities.

Port reception facilities

The effectiveness of ships to comply with the discharge requirements of MARPOL depends largely upon the
facilities, especially within special areas. Hence, the Annex also obliges Governments to ensure the provision
terminals for the reception of garbage without causing undue delay to ships, and according to the needs of the

Special areas
The special areas established under Annex V 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 Wider Caribbean Region and
  the Antarctic area.

These are sea areas where for recognized technical reasons relating to their oceanographic and ecological con
such as heavy maritime traffic, low water exchange, extreme ice states, endangered marine species, etc., the a
the prevention of marine pollution by garbage is required.

Port State control

Provisions to extend port State control to cover operational requirements as regards prevention of marine pol
force on 3 March 1996. Like similar amendments to the other MARPOL Annexes, regulation 9 of Annex V m
can inspect a foreign-flagged vessel at a port or an offshore terminal of its State "where there are clear ground
not familiar with essential shipboard procedures relating to the prevention of pollution by garbage".

Placards
Regulation 10.1 also requires every ship of 12 metres in length or over and every fixed or floating platform to
crew of the disposal requirements of the Annex; these placards should be written in the working language of
or Spanish for ships travelling to other States' ports or offshore terminals.

Garbage management plans

All ships of 100 gross tonnage and above, every ship certified to carry 15 persons or more, and every fixed o
garbage management plan, which includes written procedures for minimizing, collecting, storing, processing
of the equipment on board (regulation 10.2). The garbage management plan should designate the person resp
working language of the crew. Resolution MEPC.220(63) provides the 2012 Guidelines for the development

Garbage Record Book

Implementation and enforcement is also the focus of regulation 10.3, which requires all ships of 400 gross to
certified to carry 15 persons or more engaged in voyages to ports and offshore terminals under the jurisdictio
every fixed or floating platform to provide a Garbage Record Book and to record all disposal and incineration

The date, time, position of the ship, description of the garbage and the estimated amount incinerated or disch
Garbage Record Book must be kept for a period of two years after the date of the last entry. This regulation d
- but it makes it easier to check that the regulations on garbage are being adhered to as it means ship personn
happens to it. It may also prove an advantage to a ship when local officials are checking the origin of dischar
adequately account for all their garbage, they are unlikely to be wrongly penalised for discharging garbage w
MARPOL Annex V provides a standard form for a Garbage Record Book.

Cargo residues
The discharge of cargo residues was one of the issues addressed during the review of MARPOL Annex V. C
any cargo which are not covered by other Annexes to the present Convention and which remain on deck or in
include loading and unloading excess or spillage, whether in wet or dry condition or entrained in wash water
deck after sweeping or dust on the external surfaces of the ship (regulation 1.2 of the revised Annex V). In ad
V also stipulates that only those cargo residues that cannot be recovered using commonly available methods
discharge.

A simplified overview of the regulations regarding the discharge of cargo residues under the revised Annex V
cargo residues which contain substances classified as harmful to the marine environment must not be dischar
reception facilities. Regarding the discharge of cargo residues which do not contain any substances classified
revised Annex V establishes different requirements depending on whether they are contained in wash water o

Solid bulk cargoes should be classified and declared by the shipper as to whether or not they are harmful to t
the criteria set out in paragraph 3.2 of the 2012 Guidelines for the Implementation of MARPOL Annex V.

Recognizing the difficulties experienced by shipowners and operators in finding adequate reception facilities
2013) approved MEPC.1/Circ.810 on Adequate port reception facilities for cargoes declared as harmful to th
MARPOL Annex V, which provides that, until 31 December 2015, cargo hold washwater from holds previou
as HME may be discharged outside special areas, under certain conditions as described in the circular. The A
2015, having noted the concerns regarding the expiry date of 31 December 2015 of the circular which would
be further considered at MEPC 69 in April 2016, requested the Marine Environment Protection Committee to
its next session and encouraged Member Governments to continue applying the provisions of MEPC.1/Circ.8
taken by MEPC 69.

MEPC 69 did not approve the proposal to extend the application of MEPC.1/Circ.810 and invited Member G
inadequacies of reception facilities for HME residues, using the Format for reporting alleged inadequacies of
appendix 1), and to consider making corresponding submissions to the Committee to bring the issue of such
concerned.

Shipboard incinerators
The Standard Specification for Shipboard Incinerators (resolution MEPC.76(40)) covers the design, manufac
incinerators designed to incinerate garbage and other shipboard waste.

_________________
1 See Article 14 (1) of MARPOL: “A State may at the time of signing, ratifying, accepting, approving or acceding to the present Convention declare that it does no

referred to as “Optional Annexes”) of the present Convention. Subject to the above, Parties to the Convention shall be bound by any Annex in its entirety."
 Air Conditioning

Absolute temperature - Entropy

The basic principals of air conditioning

Air conditioning is the control of humidity, temperature,
cleanliness and air motion. Winter conditioning relates to
increasing temperature and humidity whilst summer conditioning
relates to decreasing temperature and increasing humidity
Specific humidity-Is the ratio of the mass of water vapour to the
mass of dry air in a given volume of mixture.
Per cent relative humidity-is the mass of water vapour per m3 of
air compared to the mass of water vapour per m3 of saturated air
at the same temperature. This also equals the ratio of the partial
pressure of actual air compared to the partial pressure of the air
if it was saturates at the same temperature. i.e.
m/mg = p/pg
Partial pressure, Dalton's Laws
Barometer pressure = partial pressure of N2 + p.p.O2 + p.p.H2O,
from Daltons Law viz:
 Pressure exerted by, and the quantity of , the vapour required to
saturate a given space ( i.e. exist as saturated steam ) at any
given temperature, are the same whether that space is filled by a
gas or is a vacuum.
The pressure exerted by a mixture of a gas and a vapour, of two
vapours, or of two gasses, or a number of same, is the sum of
the pressure which each would exert if it occupied the same
space alone, assuming no interaction of constituents.

Dew point
When a mixture of dry air and water vapour has a saturation
temperature corresponding to the partial pressure of the water
vapour it is said to be saturated. Any further reduction of
temperature (at constant pressure) will result in some vapour
condensing. This temperature is called the dew point, air at dew
point contains all the moisture it can hold at that temperature, as
the amount of water vapour varies in air then the partial pressure
varies, so the dew point varies.

It can be seen that cooling a superheated vapour at constant

pressure will bring it to the saturated vapour line, or Dew point. It
can also be seen that cooling at constant temperature raises the
partial pressure until the dew point is reached.
Therefore from the above equation for determining the relative
humidity,
%R.H. = m/mg x 100 = p/pg x 100
= pdew/pg point x 100
where g refers to the sat condition. This means dry air contains
the maximum moisture content (100% R.H.) at the saturation
conditions.
Psychrometric chart

This chart is used for finding the relative humidity of air which
has been measured using a 'wet and dry bulb' thermometer. This
is a pair of thermometers, one of which has its bulb wrapped in a
damp cloth. The drier the air,the greater the evaporation of water
off the cloth and therefore the lower the reading on the 'wet bulb'
thermometer.

Typical system
The core components of the system such as the oil seperator,
filter drier and condenser are dealt with on the Fridge system page,
instead described are those components which are generally
unique to air conditioning plant.
Compressor
May be reciprocating or rotary. In nearly all cases a method of
varying the quantity of delivery is incorporated. For reciprocating
compressors this may take the form of an unloader and for rotary
variable speed drive.
Protection
The compressors have protection systems similar to their fridge
counterparts with High Pressure and Low Pressure cut outs that
require manual resets. In addition to this an interlock is fitted so
that the compressor cannot be started if the air handling unit fan
is not running. Should the fan be stopped the compressor will cut
out.
An alternative to this is to fit solenoid valves before the
compressor, as in the diagram above, which open only when the
fan is running. The compressor will trip on Low suction pressure.
The purpose of both these systems is to prevent liquid returning
to the compressor.
Air Handling Unit
One or more is fitted. In the diagram above a single unit contains
two individual evaporators which are independently supplied by a
compressor. A belt driven fan delivers air to the evaporators via a
fine mesh air filter. This filter is removed on a regular basis and
washed in a soapy solution containing disinfectant.
The air passes over the evaporator where it is cooled and
releases water vapour. The water condenses and is fed away via
a drip tray and pipework, the water is quite clean and can be
used for domestic purposes after treatment although this practice
is not common. On the above design a catcher has been fitted to
remove water droplets entrained in the air, these are not always
fitted.
A perforated pipe is fitted after the evaporator allowing low
quality steam to be fed into the air improving its humidity when
too dry.
Contamination of ships air conditioning systems
by legionnella bacteria
Legionnaires disease is caused by bacteria which flourishes in
stagnant water or sludge . It can also be found in wet matrix
filters, which may be found in the ships filtration system for the
air conditioning plant.
Main danger areas
Air inlet arrangements-This may be direct or indirect from the air
conditioning room via jalousies, which, when incorrectly designed
may lead rain water onto the filters. It may also be allowed to
accumulate in the space where drainage is not efficient
Filters-These filters made of a 25mm thick synthetic material can
trap water as well as insects and soot and provide a rapid growth
area for the bacteria. Regular washing is essential
Cooler unit (dehumidifier)-Ineffective drainage can allow water to
stagnate in the catchment sumps. Also, where air velocities are
high over the block, air can become entrained and carry moisture
into the air stream. An efficient moisture eliminator is required.
Humidifier-Steam humidifiers, where fitted, do not appear to be a
problem. However, adiabatic humidifiers of which the water spray
type appears to offer a special hazard. The enclosed tank and
matrix elements provide an ideal breeding ground for the bacteria
which may then be carried into the air stream when sprayed.
Plenum Insualtion-Where the PVC GRP facing of the rock wool
insulation and sound deadening breaks down the considerable
levels of water may be present.
Recommended countermeasures.
Filters-Should be washed in 50ppm solution on a regular basis
Coolers-Special attention to drainage arrangements as well as
superchlorinating the condensate sump every 3months.
Plenum insulation-Insulation to be examined at refit and
damaged areas resealed.