Retrofitting work forecast according to IMO …...Retrofitting work forecast according to IMO...

Project co-funded by the European Commission within the Seventh Framework Programme (2007- 2013)

Project No.: CP-266268

Project Acronym: ECO-REFITEC

Project Title: Eco innovative refitting technologies and processes for shipbuilding

industry promoted by European Repair Shipyards

Instrument: Collaborative Project

Thematic Priority: Sustainable Surface Transport

Retrofitting work forecast according to IMO

environmental requirements. D 1.1

Document Id. ECOREFITEC-D-1.1-2011-06-30-CTO-Retrofitting work forecast–rev-2

Due date of Deliverable: 2011-06-30

Actual Submission Date: 2011-08-31

1

dissemination level

PU Public

PP Restricted to Programme Participants (including Commission Services)

RE Restricted to a group specified by the Consortium (including Commission

Services)

CDP As for ‗Confidential‘, but only for the duration of the Project. After final

Project Approval by the EC, status for reports classified ‗CDP‘ are

automatically down-graded to ‗Public‘

CO Confidential, only for members of the consortium (including Commission

Services)

Marta Walk, Helena Modrzejewska (CTO) Centrum Techniki Okretowej Spolka Akcyjna CTO

-document author- -organization name of lead beneficiary for this deliverable-

Nedelcho Vilchev (VSTU)

Rima Mickeviciene (KU)

FINAL

-document approved by- -revision type-

2011-08-31 PU1

-date of last update- -distribution level-

Retrofitting work forecast

according to IMO environmental requirements.

D 1.1

Document Id. ECOREFITEC-D-1.1-2011-06-30-CTO-Retrofitting work forecast–rev-2 of 184

Disclaimer

Use of any knowledge, information or data contained in this document shall be at the user's sole risk. The information

contained in this report is subject to change without notice and should not be construed as a commitment by any members of

the ECO-REFITEC Consortium or the authors. In the event of any software or algorithms being described in this report, the

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The information is provided without any warranty of any kind and the ECO-REFITEC Consortium expressly disclaims all

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Acknowledgement of the authors of the document shall be clearly referenced.

All rights reserved.

Document History

Document ID. Date Description

ECOREFITEC-D-1.1-2011-06-30-CTO-Retrofitting work

forecast–rev-0

2011-07-29 First Draft distributed for comments


forecast–rev-1

2011-08-26 Final Version distributed for internal

review


forecast–rev-2

2011-08-31 Final Version implementing the internal

reviewers comments.



D 1.1


Document Control Sheet

Title: Retrofitting work forecast according to IMO environmental requirements.

Executive Summary:

The International Maritime Organization, as the United Nations specialized agency with responsibility

for the safety and security of shipping and the prevention of marine pollution by ships, establishes

legislation - requirements and standard applicable to almost the whole worldwide fleet.

The IMO Conventions aiming at environment protection, analysed is this report, are as follows:

International Convention for the Prevention of Pollution from Ships, 1973 modified by the

Protocol of 1978 (MARPOL 73/78),

International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001 (AFS

Convention),

International Convention for the Control and Management of Ships' Ballast Water and

Sediments, 2004 (BWM Convention),

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling

of Ships, 2009 ( Hong Kong Convention).

Despite of that MARPOL and AFS Conventions entered into force while the BWM Convention and

Hong Kong Convention are in the process of accession, all conventions are subjected to continual

updating and/or developing. In consequence new or changed requirements are introduced by IMO

Resolutions. These resolutions are also analysed in this report.

On the basis of the conducted overview of IMO environmental requirements for the existing ships and

new ones, THE VALUE ADDED TO ECO_REFITEC BY THIS DELIVERABLE IS TO SPECIFY THE RANGE OF

RETROFITTING WORKS FOR ALL TYPES OF VESSELS. The largest workload appears to stem from

fulfilling the requirements of BWM Conventions as well as MARPOL Annex VI.

THE DELIVERABLE 1.1 SPECIFIES KIND OF RETROFITTING WORKS TO BE DONE IN THE FUTURE AND

PROVIDES INFORMATION CONCERNING WORLDWIDE FLEET ALL-ROUND EU COUNTRIES.

One unresolved issues is that taking into account the dynamics of legislative processes in the IMO, the

overview of appropriate requirements demand continuous actualisation.

AS CONCLUSION, THIS DELIVERABLE RELATES TO THE FINAL TARGETED RESULTS OF ECO-REFITEC

SUPPORTING THE EUROPEAN REPAIR SHIPYARD SECTOR IN THE FIELD OF ENVIRONMENTAL

PROTECTION.

The knowledge of the newest IMO environmental requirements is essential for the ship industry, in it

both for ship owners/operators as well as for the shipyard. Furthermore specification of the range of

retrofitting works to be done according to newest IMO requirements will allow ship operators to rough

cost analysis, while shipyards to prepare the technological line and cooperation with subcontractors or

suppliers.



D 1.1


Work carried out by Approved by

Marta Walk, Helena Modrzejewska, CTO

Francisco del Castillo, Igor Blanco, SOERMAR

Laurentiu Oancea, CAES

Dig Vijay Singh, SU

Chris Mullen, SSA

Rocco Gargiulo, CONSAR

Nedelcho Vilchev (VSTU) - name of first internal reviewer

- signature on file -

- signature of first internal reviewer and date of acceptance -

Rima Mickeviciene (KU) - name of second internal reviewer

- signature on file -

- signature of second reviewer and date of acceptance -



D 1.1


Contents

1 Introduction ........................................................................................................................................... 6 1.1 Concretization of Task Description ................................................................................................. 6 1.2 Related ECO-REFITEC Tasks ........................................................................................................ 7

2 List of Glossary (abbreviations) ........................................................................................................... 8 2.1 Abbreviations ................................................................................................................................... 8 2.2 Definitions ..................................................................................................................................... 11

3 Overview IMO new Requirements derived from MEPC current works and IMO

Convention. .......................................................................................................................................... 16 3.1 Overview of the Annex I to the International Convention for the Prevention of Pollution

from Ships (MARPOL – Annex I: Regulations for the prevention of pollution by oil) ................ 19 3.2 Overview of the Annex II to the International Convention for the Prevention of Pollution

from Ships (MARPOL – Annex II: Regulations for the Control of Pollution by Noxious

Liquid Substances in Bulk) ............................................................................................................ 40 3.3 Overview of the Annex III to the International Convention for the Prevention of Pollution

from Ships (MARPOL – Annex III: Regulation for the Prevention of Pollution by Harmful

Substances Carried by Sea in Packaged Form) .............................................................................. 50 3.4 Overview of the Annex IV to the International Convention for the Prevention of Pollution

from Ships (MARPOL – Annex IV: Regulations for the prevention of pollution by sewage

from ships) ..................................................................................................................................... 55 3.5 Overview of the Annex V to the International Convention for the Prevention of Pollution

from Ships (MARPOL – Annex V: Regulations for the prevention of pollution by garbage

from ships) ..................................................................................................................................... 61 3.6 Overview of the Annex VI to the International Convention for the Prevention of Pollution

from Ships (MARPOL – Annex VI: Regulations for the prevention of air pollution from

ships) .............................................................................................................................................. 70 3.7 International Convention for the Control and Management of Ships‘ Ballast Water and

Sediments (BWM) ......................................................................................................................... 84 3.8 Overview of International Convention on the Control of Harmful Antifouling Systems on

Ships (AFS) .................................................................................................................................... 95 3.9 The Hong Kong International Convention for the Safe and Environmentally Sound

Recycling of Ships (SESR) .......................................................................................................... 101 3.10 Noise and vibration ...................................................................................................................... 111

4 Retrofitting work to be done on the basis of conducted requirements overviews ....................... 116

5 Fleet survey ........................................................................................................................................ 122

6 Conclusions......................................................................................................................................... 124

7 Attachments ....................................................................................................................................... 125 7.1 Attachment1: Statistic of Ships Calling EU Ports ...................................................................... 125 7.2 Attachment 2: List of References................................................................................................. 184



D 1.1


1 Introduction

Retrofitting existing vessels with environmentally neutral technologies is a huge challenge faced by Ship

repair yards on a regular basis.

Ships impact on environment in the entire life cycle. Technological processes utilized in shipyards as well

as during the daily ships operations, and in the end, during the dismantling of ships are the source of

emissions to the environment.

Aiming at decreasing ships influence on the stage of exploitation, IMO has been preparing environmental

requirements included in Conventions.

New regulations demand changes not only from new ship but also from existing ones.

in the case of building new ships it is easy to recognize which regulation they should meet, but

in the case of existing fleet new demands are introduced in steps (different time and different scope

for different ships)

Taking into account new and foreseen regulations, the objective of this task is the overview of MEPC

current works and IMO Conventions shaping the limits of the existing legislation, showing the

requirements for the existing ships and new buildings and their pollution prevention technologies.

On that basis enlarging the range of retrofitting works for all type of vessels will be forecasted.

1.1 Concretization of Task Description

The purpose of this task is to conduct an overview of MEPC current works and IMO Conventions to shape

the limits of the existing legislation, showing the requirements for the existing ships and new buildings and

their pollution prevention technologies, in particular:

International Convention for the Prevention of Pollution from Ships (MARPOL) with the last

amendments.

Note: The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main

international convention covering prevention of pollution of the marine environment by ships from

operational or accidental causes and has been updated by amendments through the years.

The Convention includes regulations aimed at preventing and minimising pollution from ships - both

accidental pollution and that from routine operations - and currently includes six technical Annexes:

- Annex I Regulations for the Prevention of Pollution by Oil

- Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk

- Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form

- Annex IV Prevention of Pollution by Sewage from Ships

- Annex V Prevention of Pollution by Garbage from Ships

- Annex VI Prevention of Air Pollution from Ships

International Convention for the Control and Management of Ships' Ballast Water and Sediments,

2004.

International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001.

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of

Ships, 2009.

Code on noise levels on board ships (Resolution A.468(XII)).



D 1.1


The activities carried out in this task will let stakeholder know what modifications must be implemented in

the existing fleet for fulfilment with new environmental regulation and when, and also what new document

must be created for ship e.g. Ballast water management plan, Inventory of hazardous materials etc.

1.2 Related ECO-REFITEC Tasks

The deliverable 1.1 constitutes the base to the Task 1.3 ―Retrofits according to new IMO and EU

environmental regulation-risk assessment for shipyard‖.

The deliverable 1.1 specifies kind of retrofitting works to be done in the future and provides information

concerning EU fleets relevant for Tasks 1.4.



D 1.1


2 List of Glossary (abbreviations)

2.1 Abbreviations

Table 1: Abbreviations.

Abb. Term

AFS Convention International Convention on the Control of Harmful Anti-fouling Systems on Ships

BCF Bio Concentration Factors

BCH Code

Bulk Chemical Code

Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in

Bulk adopted by the Marine Environment Protection Committee of the Organization by

resolution MEPC.20(22), as amended by IMO

BLG Sub-

Committee Sub-Committee on Bulk Liquids and Gases

BMPs Best Management Practices

BWM Convention International Convention for the Control and Management of Ships' Ballast Water and

Sediments

BWMC Ballast Water Management Equivalent Compliance

BWWG Ballast Water Working Group

CAS Condition Assessment Scheme

COW Crude Oil Washing

DDT Dichloro Diphenyl Trichloroethan

DE Sub-

Committee Sub-Committee on Ship Design and Equipment

DMA Danish Maritime Administration

ECAs Emission Control Areas

EDI Electronic Data Interchange

EDP Electronic Data Processing

EEDI Energy Efficiency Design Index

EIAPP Certificate Engine International Air Pollution Prevention Certificate

ESP Enhanced Survey Program

EU European Union

FPSOs Floating Production Storage and Off take units

FSI Sub-

Committee

Sub-Committee on Flag State Implementation and Circular relating to Flag State

Implementation

FSUs Floating Storage Units



D 1.1



Abb. Term

GHS Globally Harmonized System of Classification and Labelling of Chemicals

GT Gross Tonnage

HBL Hydrostatic Balance Loading

HGO Heavy Grade Oil

Hong Kong

Convention

The Hong Kong International Convention for the Safe and Environmentally Sound

Recycling of Ships

IACS International Association of Classification Societies

IAPPC International Air Pollution Prevention Certificate

IBC

International Bulk Chemical Code

International Code for the Construction and Equipment of Ships Carrying Dangerous

Chemicals in Bulk adopted by the Marine Environment Protection Committee of the

Organization by resolution MEPC.19(22), as amended by the Organization

IBTS Integrated Bilge Water Treatment System

ICIHM International Certificate on Inventory of Hazardous Materials

ICS International Chamber of Shipping

IEE Certificate International Energy Efficiency Certificate

IHM Inventory of Hazardous Materials

IMDG Code International Maritime Dangerous Goods Code

IMO International Maritime Organisation

IOPP Certificate International Oil Pollution Prevention Certificate

IPPC International Plant Protection Convention.

The IPPC refers to a “phytosanitary certificate” for export purposes and a

“phytosanitary certificate for re-export” for re-export purposes. In order to keep the

use of these terms simple and clear in this standard “phytosanitary certificate for

export” and “phytosanitary certificate for re-export” are used. The term

“phytosanitary certificates” (plural) is used to cover both types of certificate.

IRRC International Ready for Recycling Certificate

ISO International Organization for Standardization

MARPOL International Convention for the Prevention of Pollution from Ships

MEPC Marine Environment Protection Committee

MSC Maritime Safety Committee



D 1.1



Abb. Term

NLS Noxious Liquid Substances (NLS) means any substance indicated in the Pollution

Category column of chapter 17 or 18 of the International Bulk Chemical Code or

provisionally assessed under the provisions of MARPOL II regulation 6.3 as falling into

Category X, Y or Z.

OCIMF Oil Companies International Marine Forum

ODS Ozone Depleting Substances

OILPOL International Convention for the Prevention of Pollution of the Sea by Oil

PCBs Polychlorinated Biphenyls

PVCs Polyvinyl Chlorides

RTD Research, Technological development and Demonstration

SAR Search and Rescue

SBT Segregated Ballast Tanks

SECAs SOx Emission Control Areas

SEEMP Ship Energy Efficiency Management Plan

SESR Safe and Environmentally Sound Recycling of Ships

SMS Ship's Safety Management System

SOLAS International Convention for the Safety of Life at Sea

SRP Ship Recycling Plan

STS operations Ship-To-Ship Transfer Operations

TBT Organotin Compound Tributylin

UNCED UN Conference on Environment and Development

VOC Volatile Organic Compounds



D 1.1


2.2 Definitions

2.2.1 Definitions of vessel type descriptions

Table 2: Definitions of Vessel type descriptions

Term Definition

Bulk carrier (***)

Means a ship which is intended primarily to carry dry cargo in bulk (solid bulk

cargoes), including such types as ore carriers as defined in SOLAS chapter XII,

regulation 1, but excluding combination carriers.

Chemical Tanker (**) Means a ship constructed or adapted for the carriage in bulk of any liquid product

listed in chapter 17 of the International Bulk Chemical Code;

Combination carrier (***)

Means a ship designed to load 100% deadweight with both liquid and dry cargo in

bulk.

Note:

Ships intended for separate carriage of oil and dry cargoes in bulk

Ships intended for separate carriage of oil and ore in bulk

Combination of the two above, so-called OBO (Oil/Bulk/Ore carrier)

Container ship (***)

Means a ship designed exclusively for the carriage of containers in holds and deck.

Note:

Ships characterised by fixed stowage appliances at the bulkheads and the inner

bottom and in addition by fixed appliances for stowage and lashing on the upper

deck and/or hatch covers

Gas tanker (***)

Means a cargo ship constructed or adapted and used for the carriage in bulk of any

liquefied gas.

Note:

Gas carriers are ships intended for transportation of compressed or liquefied gas.

General cargo ship (***)

Means a ship with a multi-deck or single deck hull designed primarily for the

carriage of general cargo.

Note:

Ships constructed for the carriage of general cargo which will not be carried in

containers

Multi-purpose Dry Cargo

Ship Ships constructed for the carriage of general and bulk cargo

NLS Tanker (**)

Means a ship constructed or adapted to carry a cargo of Noxious Liquid Substances

in bulk and includes an ―oil tanker‖ as defined in Annex I of MARPOL Convention

when certified to carry a cargo or part cargo of Noxious Liquid Substances in bulk.

Oil Tanker (*)

For the purposes of MARPOL Annex I:

Means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces

and includes combination carriers, any "NLS tanker" as defined in MARPOL Annex

II and any gas carrier as defined in regulation 3.20 of chapter II-1 of SOLAS 74 (as

amended), when carrying a cargo or part cargo of oil in bulk.



D 1.1



Term Definition

Oil Tanker

Category 1

Oil Tanker

Category 2

Oil Tanker

Category 3

For the purposes of MARPOL Annex I, Regulation 20:

―Category 1 Oil tanker‖ Means a oil tanker without:

- protectively located segregated ballast tanks,

- crude oil washing and pumping,

- piping and discharge arrangements and

of >= 20.000 dwt, carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as

cargo,

of >= 30.000 dwt carrying other types of oil as cargo.


―Category 2 Oil tanker‖ means a tanker with

- protectively located segregated ballast tanks,

- crude oil washing and pumping,

- piping and discharge arrangements and

of >= 20.000 dwt carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as

cargo resp.

of >= 30.000 dwt carrying other types of oil as cargo.


―Category 3 Oil tanker‖ Means:

An oil tanker of >= 5.000 dwt but < 20.000 dwt carrying crude oil, fuel oil, heavy

diesel oil or lubricating oil as cargo resp.

An oil tanker of >= 5.000 dwt but < 30.000 dwt carrying other types of oil as cargo.

Others Tankers Tankers for special cargoes: Wine, fruit juice, asphalt, ....

Passenger ship (***)

Means a ship which carries more than 12 passengers.

Note:

Ships complying with the construction rules and safety regulations in force for the

carriage and/or accommodation of passengers (in particular SOLAS).

Refrigerated cargo carrier

(***) Means a ship designed exclusively for the carriage of refrigerated cargoes in holds.

Ro-ro cargo ship

(vehicle carrier) (***)

Means a ship with multi deck roll-on-roll-off cargo ship designed for the carriage of

empty cars and trucks.(for the purpose of chapter IV))

Ro-ro cargo ship

(volume carrier) (***)

Means a ship with a deadweight per lane-metre less than 4 tons/m, designed for the

carriage of cargo transportation units.

Ro-ro cargo ship

(weight carrier) (***)

Means a ship with a deadweight per lane-metre of 4 tons/m or above, designed for

the carriage of cargo transportation units.

Ro-ro passenger ship (***) Means a passenger ship with roll-on-roll-off spaces or special category spaces. (for

the purpose of chapter IV)

Special Purpose Ships Ship which carries on board more than 12 special personnel including passengers,

e.g. ships engaged in research, training and drilling as well as fish factory ships



D 1.1



Term Definition

Special Service Ship

Vessels not covered by any of the type and service notations due to the peculiar

characteristics of their activity.

Offshore supply vessels.(OSV)

Search and Rescue Vessels (SAR vessels)

Wing-in-ground (WIG)

Tanker (***)

[in relation to chapter 4] means an ―oil tanker‖ as defined in MARPOL Annex I,

regulation 1 or chemical tanker and an NLS tanker as defined in MARPOL Annex

II, regulation 1.

(*) According with Regulation 1 MARPOL Annex I

(**) According with Regulation 1 MARPOL Annex II

(***) According with Regulation 2 MARPOL Annex VI



D 1.1


2.2.2 Definitions of New ship, existing ships and Major Conversions according with

MARPOL Convention

Table 3: Definitions of New ship, existing ships and Major Conversions according with MARPOL

Convention.

Term Definition

Major Conversion (*) .1 means ( in relation with Regulation 1.9 MARPOL Annex 1) a conversion of a

ship:

.1 which substantially alters the dimensions or carrying capacity of the ship; or

.2 which changes the type of the ship; or

.3 the intent of which in the opinion of the Administration is substantially to

prolong its life; or

.4 which otherwise so alters the ship that, if it were a new ship, it would become

subject to relevant provisions of the present Convention not applicable to it as

an existing ship.

.2 Notwithstanding the provisions of this definition:

.1 conversion of an oil tanker of 20,000 tonnes deadweight and above delivered

on or before 1 June 1982, as defined in regulation 1.28.3, to meet the

requirements of regulation 18 of this Annex shall not be deemed to constitute

a major conversion for the purpose of this Annex; and

.2 conversion of an oil tanker delivered before 6 July 1996, as defined in

regulation 1.28.5, to meet the requirements of regulation 19 or 20 of this

Annex shall not be deemed to constitute a major conversion for the purpose

of this Annex.

Major Conversion (**) Regulation 13 MARPOL Annex VI.

2.1 For the purpose of this regulation, major conversion means a modification on

or after 1 January 2000 of a marine diesel engine that has not already been

certified to the standards set forth in paragraph 3, 4, or 5.1.1 of this regulation

where:

.1 the engine is replaced by a marine diesel engine or an additional marine diesel

engine is installed, or

.2 any substantial modification, as defined in the revised NOx Technical Code

2008, is made to the engine, or

.3 the maximum continuous rating of the engine is increased by more than10%

compared to the maximum continuous rating of the original certification of

the engine.



D 1.1


Table 3: Definitions of New ship, existing ships and Major Conversions according with MARPOL

Convention.

Term Definition

Major Conversion (**) Means [in relation to MARPOL VI chapter 4] a conversion of a ship:

.1 which substantially alters the dimensions, carrying capacity or

.2 which changes the type of the ship; or

.3 the intent of which in the opinion of the Administration is substantially to

prolong the life of the ship; or

.4 which otherwise so alters the ship that, if it were a new ship, it would become

subject to relevant provisions of the present Convention not applicable to it as

an existing ship; or

.5 which substantially alters the energy efficiency of the ship and includes any

modifications that could cause the ship to exceed the applicable required

EEDI as set out in regulation 21.

Existing ship (**) Means a ship which is not a new ship.

New ship"(**) For the purpose of MARPOL VI chapter 4:

Means a ship:

.1 for which the building contract is placed on or after 1 January 2013; or

.2 in the absence of a building contract, the keel of which is laid or which is at a

similar stage of construction on or after 1 July 2013; or

.3 the delivery of which is on or after 1 July 2015.

Ship Constructed (***) Means a ship the keel of which is laid or which is at a similar stage of

construction. A ship converted to a chemical tanker, irrespective of the date of

construction, shall be treated as a chemical tanker constructed on the date on

which such conversion commenced.

This conversion provision shall not apply to the modification of a ship, which

complies with all of the following conditions:

.1 the ship is constructed before 1 July 1986; and

.2 the ship is certified under the Bulk Chemical Code to carry only those products

identified by the Code as substances with pollution hazards only

(*) According with Regulation 1.9 MARPOL Annex I

(**) According with Regulation 2 MARPOL Annex VI, For the purpose of chapter 4

(***) According with Regulation 1.14 MARPOL Annex II



D 1.1


3 Overview IMO new Requirements derived from MEPC current

works and IMO Convention.

―It has been recognized for many years that marine pollution from ships, which affects so many nations,

can only be satisfactorily tackled through an international marine forum. That forum is IMO. (REF.1)

In order to protect marine environment International Maritime Organisation (IMO) has been developing

conventions such as:

a) International Convention for the Prevention of Pollution from Ships, 1973 modified by the Protocol

of 1978 (MARPOL 73/78).

b) International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001 (AFS

Convention)

c) International Convention for the Control and Management of Ships' Ballast Water and Sediments,

2004 (BWM Convention).

d) The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of

Ships, 2009 (Hong Kong Convention).

a) MARPOL 73/78

MARPOL 73/78 is one of the most important international marine environmental conventions. It was

designed to minimize pollution of the seas, including dumping, oil and exhaust pollution. Its stated

object is: to preserve the marine environment through the complete elimination of pollution by oil and

other harmful substances and the minimization of accidental discharge of such substances.

The original MARPOL Convention was signed on 17 February 1973, but did not come into force. The

current Convention is a combination of 1973 Convention and the 1978 Protocol. It entered into force

on 2 October 1983.

The Convention contains six technical Annexes:

Annex I Regulations for the Prevention of Pollution by Oil

Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk

Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form

Annex IV Prevention of Pollution by Sewage from Ships

Annex V Prevention of Pollution by Garbage from Ships

Annex VI Prevention of Air Pollution from Ships States Parties must accept Annexes

A State that becomes party to MARPOL must accept Annex I and II.

Annexes III-VI are voluntary annexes.

All ships flagged under countries that are signatories to MARPOL are subject to its requirements,

regardless of where they sail, and member nations are responsible for vessels registered under their

respective nationalities. Table below summaries the status of the MARPOL Convention and their

Annexes.

http://en.wikipedia.org/wiki/International_environmental_law

http://en.wikipedia.org/wiki/Sea

http://en.wikipedia.org/wiki/Marine_debris

http://en.wikipedia.org/wiki/1978



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Table 4: Status of MARPOL 73/78 Annexes

Instrument

Date of entry into

force

No. of Contracting

States / Parties

% world

tonnage*

MARPOL 73/78 (Annex I/II) 02-oct-83 150 99.14

MARPOL 73/78 (Annex III) 01-jul-92 135 96.45

MARPOL 73/78 (Annex IV) 27-sep-03 128 86.62

MARPOL 73/78 (Annex V) 31-dic-88 141 97.36

MARPOL Protocol 1997 (Annex VI) 19-may-05 65 89.82

(*) Summary of Status of Convention at 31/05/2011

b) AFS CONVENTION

In October 2001, IMO adopted the International Convention on the Control of Harmful Anti-fouling

Systems on Ships, which prohibit the use of harmful organotins in anti¬fouling paints used on ships

and establish a mechanism to prevent the potential future use of other harmful substances in anti-

fouling systems.

AFS Convention entered into force on 17 September 2008 and applies to all ships (including fixed and

floating platforms, floating storage units (FSUs), and Floating Production Storage and Offtake units

(FPSOs), flying the flag of a Party to the Convention. Table below summaries the status of the AFS

Convention.

Table 5: Status of AFS Convention

Instrument

Date of entry into

force

No. of Contracting

States / Parties

% world

tonnage *

AFS Convention 2001 (**) 17-sep-08 (**) 51 78.81


(**) The EU adopted on 1 July 2003 the Regulation EC No. 782/2003 on the prohibition of organotin

compounds on ships.

c) BWM CONVENTION

The International Convention for the Control and Management of Ships' Ballast Water and Sediments

was adopted by consensus at a Diplomatic Conference held at IMO Headquarters on 13 February

2004. The purpose of the Convention is to protect the marine environment through preventing the

transfer of invasive species due to the proper control and management of ships‘ ballast water.



D 1.1


The BWM Convention is still open for accession, it has been already ratified by some Countries. The

status of BWM Convention is presented in the table below.

Table 6:. Status of BWM Convention

Instrument

Date of entry into

force

No. of Contracting

States / Parties % world tonnage*

BWM Convention 2004 - 28 25.43


d) Hong Kong CONVENTION

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of

Ships, was adopted at a diplomatic conference held in Hong Kong, China, on May 2009. The purpose

of the Convention is ensuring that ships during the process of dismantling will not cause a risk to

human heath and environment.

The Hong Kong Convention remains open for accession, it has not been already ratified by any

Countries. The status of Hong Kong Convention is presented in the table below.

Table 7: Status of Hong Kong Convention

Instrument

Date of entry into

force

No. of Contracting

States / Parties % world tonnage*

HONG KONG SRC 2009 - - -




D 1.1


3.1 Overview of the Annex I to the International Convention for the Prevention

of Pollution from Ships (MARPOL – Annex I: Regulations for the

prevention of pollution by oil)

3.1.1 Introduction to MARPOL Annex I.

THE MAIN OBJECTIVES FOR MARPOL ANNEX I ARE PREVENTING OPERATIONAL OIL

POLLUTION AND REDUCING THE CONSEQUENCES OF ACCIDENTS.

The overall aim is to reduce the amount of oil-water mixtures that have to be disposed of. At the same time

measures are introduced which are designed to lessen the amount of pollution resulting from an accident;

and requirements regarding subdivision and stability, which are intended to ensure that, in any loading

conditions, the ship can survive after being involved in a collision or stranding.

The Annex I to MARPOL Convention expanded and improved much of the previous requirements adopted

on OILPOL 1954.

It specified requirements for continuous monitoring of oily water discharges

It established a number of Special Areas in which more stringent discharge standards were

applicable.

It also established requirements for Segregated ballast tanks (SBT), which should be protectively

located, to all new crude oil tankers of 20,000 dwt and above and all new product carriers of

30,000 dwt and above.

It determined that existing tankers over 40,000 dwt should be fitted with either segregated ballast

tanks or crude oil washing (COW) systems.

COW was accepted as an alternative to SBTs on existing tankers

Regulations for improved stripping systems were introduced too.

Annex I of MARPOL 1973/78 Convention entered into force on 2 October 1983.

A REVISED ANNEX I WAS ADOPTED IN OCTOBER 2004 AND ENTERED INTO FORCE ON 1ST

JANUARY 2007 AND PROVIDES A MORE USER FRIENDLY AND SIMPLIFIED ANNEX I.

(MEPC.117(52)).

Before the new Annex I was adopted, some amendments were established.

The 1992 amendments to Annex I made it mandatory for new oil tankers to have double hulls (or

an alternative) and it brought in a phase in schedule for existing tankers to fit double hulls, which

was subsequently revised in 2001 and 2003.(Reg 13F)

A new Regulation 13G, concerned with existing tankers, was also adopted. It makes provision for

an enhanced programme of inspections to be implemented (ESP), particularly for tankers more than

five years old. This new rule also allowed for future acceptance of other structural or operational

arrangements - such as hydrostatic balance loading (HBL) - as alternatives to the protective

measures in the Regulation.

The 1997 Amendments to Annex I made it mandatory for double hull tankers to meet with

Regulation 25A where intact stability criteria for double hull tankers were specifying. The

amendments, which enter into force on 1 February 1999, were deemed necessary after experience



D 1.1


had shown that a small number of double hull tankers were being constructed without enough

bulkheads to maintain stability.

The 2003 Amendments to Annex I made it mandatory for some Oil tankers of 600 tons

deadweight and above but less than 5,000 tons deadweight carrying heavy grade oils to meet with a

new Regulation 13H concerning arrangement of double bottom tanks and wing tanks in accordance

with previous Regulations not later than the anniversary of the date of delivery of the ship in the

year 2008.

3.1.2 Amendments table list to the Revised MARPOL Annex I (MEPC.117(52))

Table 8. Amendment list to Revised MARPOL 73/78 Annex I

Entry

into

force

Amendment Resolution Adopted Date Comments

01

/01

/20

07

Annex I MEPC.117(52) 15 October 2004

Annex I revised.

MEPC.117(52) MEPC 52/24/Add.2/Corr.1 Correction to Revised

Annex I

01

/08

/20

07

Regulation 1.28.9 MEPC.141(54) 24 March 2006 Definition of ―ship

delivered on or after 1

August 2010‖

Regulation 12.A New Regulation

concerning ―Oil fuel

tank protection‖

IOPP Certification Amendments to the

supplement of the

IOPP Certificate

consequential to the

introduction of new

Regulation 12A.

Regulation 21.2.2 Consequential

amendments to the

definition of Heavy

Grade Oil.

01

/03

/2008

Regulation 1.11.10 MEPC.154(55) 13 October 2006 Designation of the

Southern South

African waters as

Special Area.

All ships/New and

existing

01

/12

/20

08 Regulation 38.2.5 MEPC.164(56) 13 July 2007 Obligation to provide

reception facilities for

oil and oily mixtures



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Table 8. Amendment list to Revised MARPOL 73/78 Annex I

Entry

into

force


01

/01

/20

11

New Chapter 8.

-Regulation 40

-Regulation 41

-Regulation 42

MEPC.186(59) 16 July 2009 Prevention of

Pollution During

Transfer of Oil Cargo

Between Oil Tankers

at Sea

IOPP Certification Form B adapted.

Regulation 1.31 a 1.34 MEPC.187(59) 16 July 2009

New definitions of

- Oil residue

(sludge)

- Oil residue

(sludge) tank

- Oily bilge water

- Oily bilge water

holding tank.

Regulation 12.1 y 12.2 Tanks for oil residues

(sludge)

Regulation 12.2, 13,

17.2.3, 38.2 y 38.7

IOPP Certification Amendments to the

Supplement to the

IOPP Certificate

Oil Record Book Modifications Oil

Record Book Parts I

and II

01

/08

/20

11 New Chapter 9.

Regulation 43

MEPC.188(60) 26 March 2010 ―Special

requirements for the

use or carriage of oils

in the Antarctic area‖



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3.1.3 MARPOL Annex I, latest Amendments for new and existing vessels.

3.1.3.1 2004 Revised MARPOL Annex I

The revised Annex I was adopted by Resolution MEPC.117(52) on 15 October 2004.

In general terms, this revision is just a re-numbering and rearranging exercise to make this annex

more users friendly. However there are a number of new regulations and since each is significant

they are separately detailed.

Main changes of substance are:

Double bottom required in cargo pump room for oil tankers of 5.000 tonnes deadweight and

above with keel laid on or after 1 January 2007.

Accidental oil outflow performance calculations for oil tankers delivered on or after 1

January 2010.

Access to computerised, shore-based damage stability and residual strength calculation

programs required for all oil tankers of 5000 tonnes deadweight and above from 1 January

2007.

Regulation 22 “Pump-room Bottom Protection “

The new regulation 22 of the revised MARPOL 73/78 Annex I will require the protection of the pump

room by double bottom.

Oil tankers of 5.000 DWT and above/ constructed on or after 1 January 2007

Notes:

The unified interpretation on this in regulation 22 was approved as follows;

- the term “pump-room” means a cargo pump-room. Ballast piping is permitted to be located

within the pump-room double bottom provided any damage to that piping does not render the

ship’s pumps located in the “pump-room” ineffective, and

- the double bottom protecting the “pump-room” can be a void tank, a ballast tank or, unless

prohibited by other regulations, a fuel oil tank.

Regulation 23 “Accidental oil outflow performance”:

in order to provide protection against oil pollution in the event of collision or standing, the following

requirements shall be applied to oil tankers delivered on or after 1 January 2010:

– for oil tankers of 5000 DWT and above, the mean oil outflow parameter shall be assessed using a

probabilistic approach; and

– for oil tankers of less than 5000 DWT, the length of each cargo tank shall be limited as already

prescribed in Regulation 24 ―Limitation of size and arrangements of cargo tanks‖

Oil tanker delivered on or after 1 January 2010 means an oil tanker:

.1 for which the building contract is placed on or after 1 January 2007; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of

construction on or after 1 July 2007; or

.3 the delivery of which is on or after 1 January 2010; or

.4 which has undergone a major conversion:

Oil tankers/ Delivered on or after 1 January 2010



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3.1.3.2 2006 Amendments to the revised MARPOL Annex I

These amendments, adopted by Resolution MEPC.141(54) on 24 March 2006, consist in:

Regulation 1 “Definitions‖:

New Paragraph 28.9: Definition of ―ship delivered on or after 1 August 2010‖

1.28.9 Ship delivered on or after 1 August 2010 means a ship:

1. for which the building contract is placed on or after 1 August 2007; or

2. in the absence of a building contract, the keels of which are laid or which are at a similar stage

of construction on or after 1 February 2008; or

3. the delivery of which is on or after 1 August 2010; or

4. which have undergone a major conversion:

4.1) for which the contract is placed after 1 August 2007; or

4.2) in the absence of contract, the construction work of which is begun after 1 February

2008; or

4.3) which is completed after 1 August 2010.

All ships/ Constructed on or after 1 February 2008 => 1/02/2008

(Effective day 1/02/2008)

New Regulation 12A “Oil fuel tank protection”:

All ships with an aggregate oil fuel capacity of 600 m3 and above, delivered on or after 1 August 2010

(as defined in regulation 1.28.9) are to be fitted with a double hull in way of tanks containing fuel oil used

for the propulsion and auxiliary machinery; the new regulation contains the technical requirements on

how to fit the double hull.

All ships with an aggregate oil fuel capacity _ 600 m3/ Delivered on or after 1 August 2010


Note: The new 12A regulation will require that oil fuel tanks greater than 30 m3 are to be protected by a

double hull arrangement.

Alternatively to a double hull arrangement with boundary distances as given in regulations 13A.6, 7. 8 is

a double hull arrangement complying with the accidental oil fuel outflow performance as set out in

regulation 13A.11.



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Regulation 21: “Prevention of oil pollution from oil tankers carrying heavy grade oil as cargo”

Consequential amendments to the new definition of Heavy Grade Oil. The following:

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

.2 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; or

.3 bitumen, tar and their emulsions.

Oil tankers_ 600 dwt carrying heavy grade oil/ New and existing => 1/08/2010


IOPP Certificate

Amendments to the supplement of the IOPP Certificate consequential to the introduction of new

Regulation 12A.

All ships/ Delivered on or after 1 August 2010 => 1/08/2010




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A first amendments, adopted by Resolution MEPC.164(56) on 13 July 2007, affect Regulation

38.2.5 of MARPOL 73/78 - Annex I.

Regulation 38.2.5 “Reception Facilities Outside Special Areas”

This amendment consists in the inclusion of the obligation to provide reception facilities for oil and oily

mixtures from cargo areas of oil tankers that, according to Regulation 34, cannot be discharged at sea.

Oil tankers/ New and existing => 1/12/2008

Other two amendments, adopted by Resolution MEPC.167(56) and MEPC.168(56) on 13 July

2007, established effective date of discharge requirements in Regulations 15 and 34 for some

Special Areas..

Effective date of discharge requirements in Regulation 15 and 34 for Southern South African

waters and Gulfs area Special Area

On the basis of the information on the adequacy or reception facilities provided by South Africa and the

States bordering the Gulfs area Special Area, it was agreed that the following discharge requirements in

Regulations 15 and 34 of Annex I take effect on 1 August 2008:

– for the Southern South African Waters Special Area, (Resolution MEPC.167(56) )

– for the Gulfs area Special Area (Resolution MEPC.168(56) )

All ship / New and existing => 1/08/2008



D 1.1



These amendments were introduced by Resolutions MEPC.186(59) and MEPC.187(59).

Resolution MEPC.186(59), adopted on 16 July 2009, introduces in Annex I a new Chapter 8

―Prevention of Pollution During Transfer of Oil Cargo Between Oil Tankers at Sea‖ and

consequential amendments to the Record of Construction and Equipment for Oil Tankers (Form

B), as follows:

Chapter 8 - Prevention of Pollution During Transfer of Oil Cargo Between Oil Tankers at Sea

a) Regulation 40 ―Scope of Application‖

The requirements of the new Chapter 8 shall apply to oil tankers of 150 gross tonnage and

above engaged in the transfer of oil cargo between oil tankers at sea (STS operations) and

their STS operations conducted on or after 1 April 2012. However, STS operations conducted

before that date but after the approval of the Administration of STS operations Plan required

under Regulation 41.1 shall be in accordance with the STS operations Plan as far as possible.

The regulations contained in this chapter shall not apply to:

oil transfer operations associated with warships, naval auxiliaries or other ships

owned or operated by a State, fixed or floating platforms, floating production, storage

and offloading facilities (FPSOs) and floating storage units (FSUs);

bunkering operations;

STS operations necessary for the purpose of securing the safety of a ship or saving

life at sea, or for combating specific pollution incidents in order to minimize the

damage from pollution.

b) Regulation 41 ―General Rules on safety and environmental protection‖

Any oil tanker involved in STS operations shall carry on board a ―STS operations Plan‖,

prescribing how to conduct STS operations not later than the date of the first annual,

intermediate or renewal survey of the ship to be carried out on or after 1 January 2011. Any

oil tanker, subject to this chapter, engaged in STS operations shall comply with its STS

operations Plan starting from 1 April 2012.

The Plan, to be approved by the Administration, shall be written in the working language of

the ship and developed taking into account the information contained in the best practice

guidelines for STS operations identified by the Organization (IMO‘s ―Manual on Oil

Pollution, Section I, Prevention‖, approved by MEPC 61; and the ICS and OCIMF ―Ship-to-

ship Transfer Guide, Petroleum‖, fourth edition, 2005).

The STS operations Plan may be incorporated into an existing Safety Management System

required by Chapter IX of the SOLAS Convention (if applicable).

Records of STS operations shall be retained on board for three years and be readily available

for inspections.

c) Regulation 42 ―Notification‖

Each oil tanker subject to this chapter that plans STS operations within the territorial sea, or

the exclusive economic zone of a Party to the MARPOL Convention shall notify that Party

not less than 48 hours in advance of the scheduled STS operations. The notification includes a

number of information, among which:



D 1.1


1. ship‘s identification data (name, flag, IMO number, etc.);

2. date, time and location at the commencement of the STS operations;

3. whether STS operations are to be conducted at anchor or underway;

4. oil type and quantity;

5. planned duration of the STS transfer.

In the case the above mentioned information is not available 48 hours in advance of the STS

operations, the oil tanker discharging the oil cargo shall notify the Party, not less than 48

hours in advance, that an STS operation will occur and the above information shall be

provided at the earliest opportunity.

Record of Construction and Equipment for Oil Tankers, Form B

A new section 8A is added as follows: ―8A Ship-to-ship oil transfer operations at sea (Regulation 41)

8A.1 The oil tanker is provided with an STS operations Plan in compliance with Regulation 41.‖

Oil tankers _ 150 GT engaged in STS operations/ New and existing => 1/01/2011

Regulation 40 is applicable for STS operations conducted on or after 1 April 2012

Note: Shipowners of oil tankers will be required to have an approved STS operations Plan onboard.

National Administrations and/or their Recognized Organizations will need to approve the plan in a

timely manner.



D 1.1


Resolution MEPC.187(59), adopted on 16 July 2009, introduces modifications to Regulations 1,

12, 13, 17, and 38 of Annex I and consequential amendments to the Supplement to the IOPP

Certificate and Oil Record Book Parts I and II, as follows:

Regulation 1 “Definitions”

The following new definitions are added after the existing paragraph 1.30:

1.31 Oil residue (sludge): residual waste oil products generated during the normal operation of a ship

such as those resulting from the purification of fuel or lubricating oil for main or auxiliary

machinery, separated waste oil from oil filtering equipment, waste oil collected in drip trays,

and waste hydraulic and lubricating oils;

1.32 Oil residue (sludge) tank: a tank which holds oil residue (sludge) from which sludge may be

disposed directly through the standard discharge connection or any other approved means of

disposal;

1.33 Oily bilge water: water which may be contaminated by oil resulting from things such as leakage

or maintenance work in machinery spaces. Any liquid entering the bilge system including bilge

wells, bilge piping, tank top or bilge holding tanks is considered oily bilge water;

1.34 Oily bilge water holding tank: a tank collecting oily bilge water prior to its discharge, transfer or

disposal.

All ships/ New and existing => 1/01/2011

Regulation 12 “Tanks for oil residues (sludge)”

a) The last phrase at the end of paragraph 1 ―such as those resulting from the purification of fuel

and lubricating oils and oil leakages in the machinery space‖ is deleted because, according to

the above point 1, the definition of ―oil residue (sludge)‖ is now inserted in Regulation 1.

b) A new paragraph 2 is inserted after the existing paragraph 1. dealing with the disposal of oil

residue (sludge)

According to the new paragraph 2, oil residue (sludge) may be disposed of directly from the

oil residue (sludge) tank(s) through the standard discharge connection or any other approved

means of disposal. The new paragraph contains also requirements for the oil residue (sludge)

tank(s), such as the obligation to be provided with a designated pump for disposal that is

capable of taking suction from the oil residue (sludge) tank(s); and the prohibition to have

discharge connections to the bilge system, oily bilge water holding tank(s), tank top or oily

water separators. Connections with the oily bilge water holding tank(s) are allowed to

discharge settled water from the oil residue (sludge) tank to the oily bilge water holding tank,

only when the oil residue (sludge) tank is fitted with drains, with manually operating self

closing valves and arrangement for visual monitoring of the settled water.

c) According to the above existing paragraphs 2 and 3 are renumbered as 3 and 4, respectively




D 1.1


Regulation 12 “Tanks for oil residues”,

Regulation 13 “Standard discharge connection”,

Regulation 17 “Oil Record Book, Part I – Machinery space operations” and

Regulation 38 “Reception facilities”

a) The word ―sludge‖ in Regulations 12.2, 13, 17.2.3, 38.2 and 38.7 is replaced by the words ―oil

residue (sludge)‖;

b) The words ―and other oil residues‖ in Regulation 17.2.3 are deleted.


Note LLoyds: The objective of the amendments was not to introduce a new requirement but to

introduce consistency and clear understanding of MARPOL Annex I, MEPC.1/Circ. 511 and Forms

attached to IOPP Certificates.

ER oil residue (sludge) tank arrangements for ships constructed on or after 1 January 2011 will need

to comply with the revised regulation 12 and take account of the revised definitions and the changes to

regulations13, 17 and 38.

Settled water may only be drained to an oily bilge water holding tank or bilge well, or an alternative

arrangement, but may not be led directly to an oily water separator.

Supplement to the IOPP Certificate:

Form A (Ships other than Oil Tankers) and

Form B (Oil Tankers)

Note: There is general consensus that the existing certificates would be replaced at their

renewal.

a) The existing Section 3 ―Means for retention and disposal of oil residues (sludge) and oily

bilge water holding tank(s)‖ of the Supplement to the IOPP Certificate, Form A and Form B,

is replaced by a new one. The main modifications are the following:

The ―capacity‖ of the incinerator for oil residues is replaced by its ―maximum

capacity‖ measured in kW or kcal/h;

Tanks for mixing oil residues with fuel oil are deleted from the list of means for the

disposal of oil residues (sludge).


b) Section 5 ―Construction‖ of the Supplement to the IOPP Certificate, Form B, is modified as

follows:

The term ―(double bottom requirements)‖ at the end of sub-item 5.8.2 is deleted;

The sub-items 5.8.5 and 5.8.7 are amended in order to provide additional details to

clearly document the reason why the ship is not subject to Regulation 20 and/or 21 of

MARPOL Annex I.

Oil tankers/ New and existing=> 1/01/2011

c) Section 6 ―Retention of oil on board‖ of the Supplement to the IOPP Certificate, Form B:

sub-item 6.1.5.4 ―oil-like noxious liquid substances as listed in the attachment to the

certificate‖ is deleted.

Oil tankers/ New and existing=> 1/01/2011



D 1.1


Oil Record Book Part I “Machinery space operations”

Sections A to H of the Oil Record Book Part I are replaced by new ones.

The main modifications are the following:

a) Section A ―Ballast or cleaning of oil fuel tanks‖

- Paragraph 3.3: in case of cleaning of oil fuel tank(s) the quantity of water transferred into the

tank(s) is to be recorded;

b) Section B ―Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under Section

(A)‖:

- minor editorial amendments;

c) Section C ―Collection, transfer and disposal of oil residues (sludge)‖:

- paragraph 11 (collection of oil residues): in the first line the words in bracket ―and other oil

residues‖ are deleted and a new sub item 4 is inserted concerning the quantity of residue

collected by manual operation;

- paragraph 12 (collection of oil residues): minor editorial amendments.

d) Section D ―Non-automatic starting of discharge overboard, transfer or disposal otherwise of bilge

water which has accumulated in machinery spaces‖:

- editorial amendments to the heading of section D to read as mentioned in the brackets above;

- in paragraphs 13, 14, 15 quantity, time and method of transfer respectively are to be added to

quantity, time and method of discharge and disposal;

- in paragraph 5 sub item 3 the words ‖or other tank(s)‖ are inserted after ―holding tank‖.

e) Section E ―Automatic starting of discharge overboard, transfer or disposal otherwise of bilge water

which has accumulated in machinery spaces‖:

- editorial amendments to the heading of section D to read as mentioned above;


Note: Amendments have been adopted based upon the following:

- to address the change of the definitions;

- to record transfer of oil residues (sludge) between tanks and transfer of oily bilge water between

oily bilge water holding tanks.

- to record “starting” of discharge overboard in both non-automatic and automatic mode.

As a response to the clarification made to regulation 12.2.2 and 12.2.3, the following footnote has been

inserted “Only those tanks listed in item 3.1 of form A and B of the supplement in the IOPP Certificate

used for oil residues (sludge) in the Oil Record Book.”

Oil Record Book Part II ―Cargo/Ballast operations‖

a) Section J ―Collection, transfer and disposal of residues and oily mixtures not otherwise dealt

with‖:

- editorial amendments to the heading of section J to read as mentioned in the brackets above;

- in paragraph 56 the quantity transferred is added to the quantity disposed;

- in paragraph 57 the method of transfer is added to the method of disposal;

- in paragraph 57 subparagraph 3 the transfer from machinery space oil residue (sludge) and

oily bilge water tanks is added.

Oil tankers/ New and existing => 1/01/2011



D 1.1


3.1.3.5 2010 Amendments to the revised Annex I “Regulations for the prevention of pollution by

oil”

A new chapter 9 was adopted concerning requirements for the use or carriage of oils in the

Antarctic area. These Amendments were adopted by Resolution MEPC.189(60) on 26 March

2010.

New Chapter 9 ―Special requirements for the use or carriage of oils in the Antarctic area‖ to Annex I:

Chapter 9 - Special requirements for the use or carriage of oils in the Antarctic area

Regulation 43 ―Special requirements for the use or carriage of oils in the Antarctic area‖

With the exception of vessels engaged in securing the safety of ships or in a search and rescue

operation, the carriage in bulk as cargo or carriage and use as fuel of the following: - crude oils having

a density at 15°C higher than 9 00 kg/m3; - oils, other than crude oils, having a density at 15°C higher

than 900 kg/m3 or a kinematic viscosity at 50°C higher t han 180 mm2/s; or - bitumen, tar and their

emulsions, shall be prohibited in the Antarctic area, as defined in Annex I, regulation 1.11.7.

When prior operations have included the carriage or use of above listed oils, the cleaning or flushing of

tanks or pipelines shall not be

All ships navigating in Antarctic area/ New and existing => 1/08/2011

Notes:

Implications: The amendments prohibit the carriage and use as fuel or cargo defined grades of heavy

oils and require the removal of heavy fuels from the ships prior to entering Antarctic Waters.

The amendments apply to ship builders and designers of ships and to ship owners/mangers of ships

intended to operate in Antarctic area waters.



D 1.1


3.1.4 Retrofitting work forecast according to MARPOL Annex I environmental

requirements.

3.1.4.1 From new Regulation 12.2 “Tanks for oil residues (sludge)”

New Rule 12.2

“Oil residue (sludge) may be disposed of directly from the oil residue (sludge) tank(s) through the

standard discharge connection referred to in regulation 13, or any other approved means of

disposal. The oil residue (sludge) tank(s):

1. shall be provided with a designated pump for disposal that is capable of taking suction

from the oil residue (sludge) tank(s); and

2. shall have no discharge connections to the bilge system, oily bilge water holding tank(s),

tank top or oily water separators except that the tank(s) may be fitted with drains, with

manually operated self-closing valves and arrangements for subsequent visual monitoring

of the settled water, that lead to an oily bilge water holding tank or bilge well, or an

alternative arrangement, provided such arrangement does not connect directly to the bilge

piping system.”

Applications

Applicable to: All ships 400 GTs and above / New and existing => 1/01/2011

Comments

The new paragraph 2, contains requirements for the oil residue (sludge) tank(s), such as:

o the obligation to be provided with a designated pump for disposal that is capable of taking

suction from the oil residue (sludge) tank(s);

o the prohibition to have discharge connections to the bilge system, oily bilge water holding

tank(s), tank top or oily water separators.

o Connections with the oily bilge water holding tank(s) are allowed to discharge settled

water from the oil residue (sludge) tank to the oily bilge water holding tank, only when the

oil residue (sludge) tank is fitted with drains, with manually operating self closing valves

and arrangement for visual monitoring of the settled water.

Implications

For ships constructed on or after 31st December 1990, this matter was dealt with under the

previous version of regulation 12 and Interpretation 17 (paragraph 17.1.3). However, this

interpretation was not mandatory and its application depended on individual flag state

requirements; consequently, some ships built between 1991 and 2010 do not comply with the

interpretation. There is no applicable requirement/interpretation for ships built prior to 31st

December 1990.

It is the understanding of some Flag Administrations (as DMA) that regulation 12.2.2 applies to

both new and existing ships. They also understand that it was accepted during the development of

the regulation that modifications would be required to the piping systems of ships not built in

compliance with the new requirements.



D 1.1


However, they have become aware that some recognised organisations either do not require

modifications to be carried out at all or they may allow modifications to be deferred until the next

scheduled IOPPC renewal survey.

On this background, it is important to indicate that DMA (and probably other administration

flags) require the piping systems of non-compliant ships to be modified as necessary not later

than the first IOPPC survey (annual, intermediate or renewal as applicable) conducted on or after

1st January this year.

MALTA requires that all ships of 400 gross tonnage and above, regardless of the date of

construction, comply with the sub-paragraph 2.2 in Regulation 12 of MARPOL Annex I, as

amended by the resolution MEPC 187(59) by not later than 30 June 2012.

Guidance Notes:

In order to cope with amendments made to regulation 12, the old Guidance notes for systems for

handling oily wastes in machinery spaces of ships incorporating guidance notes for an integrated

bilge water treatment system (IBTS) were revised.

MEPC.1/Circ.642 (12 November 2008) contain the “2008 REVISED GUIDELINES”

The 2008 revised guidelines ensure compliance with the provisions on oil residue (sludge)

collection and disposal of MARPOL Annex I. The process of regeneration of fuel oil from oil

residue (sludge) has been defined and included in the Guidance notes for an integrated bilge

water system (IBTS) appended to the Guidelines.

The new circular provides various interpretations, e.g.” designated pump for disposal” used in

regulation 12.2. as “any pump used for the disposal of oil residue (sludge)” through the standard

discharge connection referred to in regulation 13, or any pump used to transfer oil residue

(sludge) to any other approved means of disposal such as an incinerator, auxiliary boiler suitable

for burning oil residue (sludge) or other acceptable means which are prescribed in paragraph

3.2 of the supplement to IOPP Certificate, Form A or B.

Further, interpretations are given to Regulation 12.3, 12.4 as well in order to provide clearer

guidance to the “Oil residue (sludge) tanks”.



D 1.1


3.1.4.2 From New Regulation 12A

New Rule description

The new 12A regulation will require that oil fuel tanks greater than 30 m3 are to be protected by

a double hull arrangement.

Alternatively to a double hull arrangement with boundary distances as given in regulations

13A.6, 7. 8 is a double hull arrangement complying with the accidental oil fuel outflow

performance as set out in regulation 13A.11.

Applications

The regulation will be applicable to all ships with an aggregate oil fuel capacity of 600 m3 and

above:

o for which the building contract was placed on or after 1August 2007;or

o in the absence of a building contract, the keels of which are laid or which are at a similar

stage of construction on or after 1 February 2008; or

o the delivery of which is on or after 1 August 2010.

The regulation will also apply to major conversions carried out with milestone dates for the

conversion similar to the above dates.

Comments

The adoption of the double hull construction option will lead to the complete re-design the oil

fuel tank arrangement, which in turn may lead to the re-design of significant parts of the engine

room structure and machinery layout, to ensure that the current oil fuel capacity is maintained.

The new rule contains requirements such as:

o New requirement on oil fuel tank protection, either by means of double hull or by

compliance with a probabilistic oil outflow performance standard.

o The capacity of individual oil fuel tanks is limited to 2500 m3.

Implications

o Owner:

Significant implications, mainly related to the cost of the possible re-design of the oil fuel

tank arrangement.

o Shipbuilder / Equipment manufacturer:

Significant implications, mainly related to

o the cost and time of the possible re-design of the oil fuel tank arrangement and

any subsequent re-design of significant parts of the engine room structure and

machinery layout.

o the cost and time to apply the new rule to a mayor conversion of any kind vessel

(see guidance notes below)



D 1.1


Guidance Notes:

The definition of MARPOL Annex I regulation 1.9 clearly defines the definition of major

conversion. (definition included in the section 2 of this document)

At MEPC 58, it was decided that upon conversion of single hull tanker to bulk carrier/ore carrier,

the definition of major conversion given in MARPOL Annex I regulation 1.9 shall be applied,

thus it was considered as major conversion, which require compliance with MARPOL regulation

12A to the entire oil tanker undergoing a conversion, i.e., to all new and existing oil fuel tanks.

At MEPC 60, The Committee agreed that also in the case of upon extension of Ro-ro ship

(Conversion), the new regulation 12A shall apply to entire ship, and not only to newly

installed/converted part.



D 1.1


3.1.4.3 From exemptions in Regulations 20 & 21

Rule descriptions

Under Regulation 20 of the revised Annex I (previously regulation 13G), the final phasing-out

date for Category 1 tankers became 2005; and the final phasing-out date for Category 2 and 3

tankers (MARPOL tankers and smaller tankers delivered before 6 July 1996) was brought

forward to 2010, from 2015.

Under Regulation 21 of the revised Annex I (old Reg. 13H) on the prevention of oil pollution

from oil tankers when carrying Heavy Grade Oil (HGO), it was banned the carriage of HGO in

single-hull oil tankers of 5,000 tonnes deadweight (dwt) and above after 5 April 2005, and in

single-hull oil tankers of 600 tonnes dwt and above but less than 5,000 tonnes dwt, not later than

the anniversary of their delivery date in the year 2008.

But, in both Regulations 20 and 21, there are provisions for possible exemptions by

Administrations of Parties to the MARPOL Convention.

- Regulation 20.5 establish, in the case of Category 2 or 3 tankers fitted only with double

bottoms or double sides or double hull spaces not meeting the minimum distance protection

requirements extending to the entire cargo tank length and which are not used for the carriage

of oil; that the Administration may allow the continued operation of such ships beyond the

dates specified in 20.4 (2005-2010 depending on the delivery date) until the date on which the

ship reaches 25 years of age after the date of its delivery.

- Regulation 20.7 also allows for continued operation of Category 2 or 3 oil tankers beyond

the dates specified in 20.4 (2005-2010 depending on the delivery date), if satisfactory results

of the Condition Assessment Scheme (CAS) warrant that, in the opinion of the

Administration, the ship is fit to continue such operation, provided that the operation shall 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 after the date of its delivery, whichever is the earlier date.

- Regulation 21.5, in the case of tankers carrying HGO as cargo, fitted only with double

bottoms or double sides, or double hull spaces not meeting the minimum distance protection

requirements extending to the entire cargo tank length and not used for the carriage of oil, the

Administration may allow continued operation of such ships beyond 5 April 2005 until the

date on which the ship reaches 25 years of age after the date of its delivery.

- Regulation 21.6.1 also allows for continued operation of oil tankers of 5,000 tonnes 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 CAS 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 also allow continued operation of a single hull oil tanker of 600

tonnes dwt and above but less than 5,000 tonnes 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.

(MARPOL Annex I Regulation 21. 6.2).



D 1.1


Applications of exemptions.

Regulation 20.5:

o Existing Category 2 or 3 oil tankers (5.000 dwt and above) carrying oil cargo except HGO

delivered before 6 July 1996, fitted with or

only double bottoms or

only double sides or

double hull spaces not meeting the minimum distance protection requirements

extending to the entire cargo tank length and which are not used for the carriage of oil.

Extension allowed by MARPOL - until 25 years after the delivery date.

Regulation 20.7:

o Existing Category 2 or 3 oil tankers (5.000 dwt and above) carrying oil cargo except HGO

delivered before 6 July 1996.

Extension allowed by MARPOL - until 25 years after the delivery date but NOT beyond the

anniversary date in 2015

Regulation 21.5:

o Existing Oil tankers > 5000 dwt carrying heavy grade oil, fitted with or

only double bottoms or

only double sides or

double hull spaces not meeting the minimum distance protection requirements

extending to the entire cargo tank length and which are not used for the carriage of oil.


- Regulation 21.6.1:

o Existing Oil tankers > 5000 dwt carrying heavy grade oil with a density at 15ºC higher

than 900 kg/m3 but lower than 945 kg/m3.


- Regulation 21.6.2:

o Existing single hull oil tanker > 600 dwt, < 5000 dwt carrying heavy grade oil.




D 1.1


Comments

On the 18 February 2002 the European Community (EC) adopted Regulation (EC) No 417/2002

on the accelerated phasing-in of double hull or equivalent design requirements for single hull oil

tankers.

EC Regulation 417/2002, and in particular, Article 4 of this Regulation, imposes stricter

requirements than those of MARPOL Annex I Regulations 13G (new Regulation 20) and 13H

(new Regulation 21), on single-hull oil tankers of 5 000 tons deadweight and above flying the

flag of the Member States and on single hull oil tankers, irrespective of the flag that these are

flying, when entering European ports, including Mediterranean ports under the jurisdiction of EU

Member States.

According with (EC) No 417/2002, after the anniversary of the date of delivery of the ship in

2015:

— the continued operation, in accordance with paragraph 5 of revised Regulation 13G of Annex

I to MARPOL 73/78, of Category (2) and Category (3) oil tankers under the flag of a

Member State, and

— the entry into the ports or offshore terminals under the jurisdiction of a Member State of

other Category (2) and Category (3) oil tankers, irrespective of the fact that they continue to

operate under the flag of a third State in accordance with paragraph 5 of revised Regulation

13G of Annex I to MARPOL 73/78,

shall no longer be allowed.

Implications

Paragraph 20.5, 20.7, 21.5, 21.6.1 and 21.6.2 allow in certain circumstances, that some existing

oil tankers that not meet with the provisions of Double hull and double bottom requirements

stated in MARPOL Annex I rule 19, continue in operation until at least 2015.

So in the next coming years, some of the even existing oil tankers built before 6 July 1996 (that

not meet with the provisions of regulation 19) or will be updated with double hull arrangement or

will be converted in other ships types or will be dismantling.

It could mean work load for Repair Shipyards.

Notes:

1. Accordingly with the definition 9.2 conversion of an oil tanker delivered before 6 July

1996, as defined in regulation 1.28.5, to meet the requirements of regulation 19 or 20 of

Annex I shall not be deemed to constitute a major conversion for the purpose of this

Annex.

2. Flag administrations could have special interpretation of MARPOL – Annex I regulations

20 and 21.

To be noted, per example, that Conversion of an Existing single hull oil tanker > 600 dwt,

< 5000 dwt carrying heavy grade oil to fit double bottoms and/or double sides to meet the

requirements of Regulation 21 could be not acceptable by the Administration, unless such

conversion has been carried out not later than the anniversary of the date of delivery of the

ship in the year 2008.



D 1.1


3.1.4.4 From New Regulations 43 on the use and carriage of heavy grade oil on ships in the

Antarctic area

Rule descriptions

The main characteristics of the new regulation are to:

1. Establish a ban of carriage in bulk as cargo or carriage and use as fuel in the Antarctic area

defined in MARPOL Annex I regulation 1.11.7;

2. make an exception for SAR and salvage vessels: and

3. determine that cleaning of tanks/piping if heavy grade oil previously is not required.

Application:

The amendments will apply to owners and ships intending to operate in the Antarctic area waters

from 1 August, 2011.

Implications

o Owner:

Significant implications:

A vessel which has been operating on heavy fuel oil or carrying heavy oils will need

to be pumped out before entering Antarctica.

If they send it through their sludge systems, they may put the landed fuel off

specification, so its value will be reduced.

There will be a need to change over procedures before getting to the Antarctic area, of

the remaining HFO in the system.


Some vessels may need to be modified.

Some of the equipment on the ships designed for Heavy Fuel oil may need to be

modified, to operate on the new fuels. Similar to the problems that happened in the

European Union Low sulphur fuels in port.

Installations, such as HFO heaters may need to be disconnected or modified.

Ships are designed to receive bunkers from bunker tankers, but generally not designed

to pump the bunker tanks out to shore facilities.



D 1.1


3.2 Overview of the Annex II to the International Convention for the Prevention

of Pollution from Ships (MARPOL – Annex II: Regulations for the Control

of Pollution by Noxious Liquid Substances in Bulk)

3.2.1 Introduction to MARPOL Annex II. Background

MARPOL Annex II details the mandatory discharge criteria and measures for the control of pollution by

Noxious Liquid Substances, as identified in its text, carried in bulk by ships. The regulations for the control

of discharge of residues of different categories of Noxious Liquid Substances or ballast water, tank

washings or other mixtures containing such substances are laid down in this annex. The discharge of their

residues is allowed only to reception facilities until certain concentrations and conditions (which vary with

the category of substances) are complied with.

Annex-II was adopted on 2nd November 1973 by the International Convention for the Prevention of

Marine Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78)

and it entered into force on 6th April 1987. A revised version of the Annex II was adopted by the Marine

Environment Protection Committee Resolution MEPC.118(52) on the 15th of October 2004 entering into

force from 1st January 2007.

As per the new guidelines issued in the Appendix I of Annex II Noxious Liquid Substances are classifies

into four new categories based upon the extent of the hazard posed to the marine environment if discharged

into the sea from tank cleaning or de-ballasting operations. As a result of the hazard evaluation process and

the new categorisation system, vegetable oils which were previously categorised as being unrestricted will

now be required to be carried in chemical tankers.

The provisions of Annex II apply to the all the ships certified to carry Noxious Liquid Substances in bulk.

In any case, no discharge of residues containing noxious substances is permitted into the sea within 12

nautical miles of the nearest land. The revised Annex II More stringent discharge criteria have been set for

sea areas identified as ‗Special Areas‘. For the purpose of Annex II Antarctic Area is classified as special

area and the discharge into the sea of Noxious Liquid Substances is prohibited.

The text of the Annex II also cover the regulations governing the design, construction, arrangement and

equipment are laid down. It calls for the ships to be built in conformity with the International Bulk

Chemical Code for the ships constructed from 1st July 1986 and the Bulk Chemical Code for the ships

constructed before 1st July 1986. Subsequent amendments to the International Bulk Chemical Code and

Bulk Chemical Code have been adopted and enforced to reflect the revised Annex II provisions. IBC code

was amended as per the Resolution MEPC.119(52) and BCH Code was amended by the Resolution MEPC

144(54).

A comprehensive set of guidelines for the survey and certification of the ships engaged in the trade of

Noxious Liquid Substances have been stated in the Annex in conformity with the provisions of IBC and

BCH Codes as applicable.

THE MAIN OBJECTIVE OF THIS ANNEX IT TO CONTROL AND MINIMIZE THE POLLUTION

CAUSED BY THE CARRIAGE OF NOXIOUS LIQUID SUBSTANCES IN BULK BY MERCHANT

VESSELS.

The Annex aims at controlling or prohibiting, as the case may be, the discharge of Noxious Liquid

Substances or ballast water, tank washings or other mixtures containing such substances by the operational

or accidental discharge into the marine environment and preventing the subsequent harmful effect on the

marine environment and the coastal regions.



D 1.1


3.2.2 Amendments table list to the Revised MARPOL Annex II (MEPC.118 (52))

Table 9. Amendment list to Revised MARPOL 73/78 Annex II

Entry

into

force


01

/01

/20

07 Annex II MEPC.118(52) 15 October 2004

Annex II revised.

Table 10. Amendment list to MARPOL Annex II Connected Regulations (IBC and BCH Code)

Entry

into

force


01

.01

.20

07

Amendments to the IBC

Code

MEPC.119(52) 15.10.2004 Revised IBC Code

01

.08

.20

07

Amendments to the BCH

Code

MEPC.144(54) 24.03.2006 BCH Code

3.2.3 MARPOL Annex II, latest Amendments for new and existing vessels.

3.2.3.1 2004 Revised MARPOL Annex II

The revised Annex II was adopted by Resolution MEPC.118 (52) on 15 October 2004. Main

changes of substance are:

Regulation 6 – A new system of categorization of the Noxious Liquid Substances into

category X, Y, Z and OS was adopted discarding the previous categories A, B, C and D.

Regulation 11 – An elaborate description of the guidelines for the design and construction of

the ships and the equipments was included providing a greater detail of the requirements.

Regulation 12 – New requirements for Pumping, Piping, Unloading Arrangements and Slop

Tanks

Regulation 13 – More stringent criteria conforming to the new categorization of substances is

laid for the discharge of residues of Noxious Liquid Substances and mixtures containing such

substances.

Regulation 18. New requirements for Reception facilities and cargo unloading terminal

arrangements. Yards will need to have adequate reception facilities in order to undertake

repair of NLS tankers.



D 1.1


Regulation 6. Categorization and listing of Noxious Liquid Substances and other substances

1 For the purpose of the regulations of this Annex, Noxious Liquid Substances shall be divided 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 as defined in regulation 6.1 of this Annex 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 de-ballasting

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.

2 Guidelines for use in the categorization of Noxious Liquid Substances are given in appendix-1 to this

Annex.II

Regulation 11 “Design, Construction, Equipment and Operations”

1. The design, construction, equipment and operation of ships certified to carry Noxious Liquid

Substances in bulk identified in chapter 17 of the International Bulk Chemical Code, shall be in

compliance with the following provisions to minimize the uncontrolled discharge into the sea of

such substances:

.1 the International Bulk Chemical Code when the chemical tanker is constructed on or after 1

July 1986; or.

.2 the Bulk Chemical Code as referred to in paragraph 1.7.2 of that Code for:

2.1 ships for which the building contract is placed on or after 2 November 1973 but

constructed before 1 July 1986, and which are engaged on voyages to ports or

terminals under the jurisdiction of other States Parties to the Convention; and

.2.2 ships constructed on or after 1 July 1983 but before 1 July 1986, which are engaged

solely on voyages between ports or terminals within the State the flag of which the ship

is entitled to fly.

.3 The Bulk Chemical Code as referred to in paragraph 1.7.3 of that Code for:

.3.1 ships for which the building contract is placed before 2 November 1973 and which are

engaged on voyages to ports or terminals under the jurisdiction of other States Parties

to the Convention; and

.3.2 ships constructed before 1 July 1983, which are solely engaged on, voyages between

ports or terminals within the State the flag of which the ship is entitled to fly.

2. In respect of ships other than chemical tankers or liquefied gas carriers certified to carry Noxious

Liquid Substances in bulk identified in chapter 17 of the International Bulk Chemical Code, the

Administration shall establish appropriate measures based on the Guidelines* developed by the



D 1.1


Organization in order to ensure that the provisions shall be such as to minimize the uncontrolled

discharge into the sea of such substances.

Notes:* Reference is made to resolutions A.673(16), as may be further amended, and MEPC.148 (54).

The design and construction of a ship certified to carry NLS in bulk is governed by the Regulation 11 of

the MARPOL Annex-II where in the guidelines are given in the Bulk Chemical Code and International

Bulk Chemical Code as stated

The guidelines for the construction of the ships certified to carry NLS in bulk are given by the

International Bulk Chemical (IBC) Code. The structural and equipment design and construction is based

on the guidelines given in the chapters of IBC Code. The applicability of IBC Code guidelines to the

specific ship structure/equipment are given as below:

Chapter Paragraph Applicability

2

2.1 Tanks and hull

2.3 Discharge Outlets

2.6.1 Cargo tanks location

2.6.2 Cargo pump suction well

2.7, 2.8 & 2.9 Damage Survivability

3

3.1 Cargo Segregation, cargo tank location, cargo

piping and cargo pumping systems and cargo

ventilation locations

3.2 Accommodation and air-intake openings location

3.3 Cargo Pump room location, access and the

equipment installed in the pump room

3.4 Hatches, manholes and other openings for access to

the cargo spaces and other tanks

3.5 Ballasting and bilge pumping and piping system

3.7 Piping arrangement for the bow/stern loading and

unloading system

5

5.1 Specification of the Piping systems, pipe wall

thickness and the pressure test requirements

5.2 Cargo pipe fabrication and joining

5.3 Flange Connections

5.5 Cargo piping arrangement and locations

5.6 Control system for the cargo transfer operations

8 8.1, 8.2, 8.3, 8.4 & 8.5 Cargo tank venting and gas-freeing arrangements

11 11.1, 11.2 & 11.3 Fire protection for cargo pump rooms and cargo

area



D 1.1


Regulation 12 “Pumping, Piping, Unloading Arrangements and Slop Tanks

Paragraph 1,2,3 and 4. Stripping Requirements

3. Every ship constructed before 1 July 1986 shall be provided with a pumping and piping

arrangement to ensure that each tank certified for the carriage of substances in Category X or Y

does not retain a quantity of residue in excess of 300 litres in the tank and its associated piping and

that each tank certified for the carriage of substances in Category Z does not retain a quantity of

residue in excess of 900 litres in the tank and its associated piping. A performance test shall be

carried out in accordance with appendix 5 of this Annex.

4. Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be provided with a

pumping and piping arrangement to ensure that each tank certified for the carriage of substances in

Category X or Y does not retain a quantity of residue in excess of 100 litres in the tank and its

associated piping and that each tank certified for the carriage of substances in Category Z does not

retain a quantity of residue in excess of 300 litres in the tank and its associated piping. A

performance test shall be carried out in accordance with appendix 5 of this Annex.

5. Every ship constructed on or after 1 January 2007 shall be provided with a pumping and piping

arrangement to ensure that each tank certified for the carriage of substances in Category X, Y or Z

does not retain a quantity of residue in excess of 75 litres in the tank and its associated piping. A

performance test shall be carried out in accordance with appendix 5 of this Annex.

4. For a ship other than a chemical tanker constructed before 1 January 2007 which cannot meet the

requirements for the pumping and piping arrangements for substances in Category Z referred to in

paragraphs 1 and 2 of this regulation no quantity requirement shall apply. Compliance is deemed to

be reached if the tank is emptied to the most practicable extent.

Notes:

As per the MARPOL requirements the tank stripping system should be able to pump out cargo to such an

extent that the following requirements are met:

Stripping requirements MARPOL Annex II, Regulation 12

NLS

Category

BCH Ships

Constructed Before

01/07/1986

Existing IBC Ships

Constructed from 01/07/1986

but before 01/01/2007

New-Buildings

Constructed From

01/01/2007

X 300 Litres 100 Litres 75 Litres

Y 300 Litres 100 Litres 75 Litres

Z 900 Litres 300 Litres 75 Litres

OS No requirements No requirements No requirements



D 1.1


Regulation 12 “Pumping, Piping, Unloading Arrangements and Slop Tanks

Paragraph 6,7,8,9 and 10. Discharge requirements

6. Ships certified to carry substances of Category X, Y or Z shall have an underwater discharge outlet

(or outlets).

7. For ships constructed before 1 January 2007 and certified to carry substances in Category Z an

underwater discharge outlet as required under paragraph 6 of this regulation is not mandatory.

8. The underwater discharge outlet (or outlets) shall be located within the cargo area in the vicinity of

the turn of the bilge and shall be so arranged as to avoid the re-intake of residue/water mixtures by

the ship‘s seawater intakes.

9. The underwater discharge outlet arrangement shall be such that the residue/water mixture discharged

into the sea will not pass through the ship‘s boundary layer. To this end, when the discharge is made

normal to the ship‘s shell plating, the minimum diameter of the discharge outlet is governed by the

following equation:

where:

d = minimum diameter of the discharge outlet (m)

Ld = distance from the forward perpendicular to the discharge outlet (m)

Qd =the maximum rate selected at which the ship may discharge a residue/ water mixture through

the outlet (m3/h).

10. When the discharge is directed at an angle to the ship‘s shell plating, the above relationship shall be

modified by substituting for Qd the component of Qd which is normal to the ship‘s shell plating.

Notes:

The location of the discharge outlet for the cargo space for ships certified to carry NLS in Bulk is

regulated by both: MARPOL Annex II regulation 12 (above) and regulation 2.3 of the IBC Code Chapter

2. “Shipside discharges below the freeboard deck”

These requirements affect the shipyard process and the equipment suppliers to construct and install the

piping system.

Regulation 13. “Control of discharges of residues of Noxious Liquid Substances”

1 Discharge provisions

1.1 The discharge into the sea of residues of substances assigned to Category X, Y or Z or of those

provisionally assessed as such or ballast water, tank washings or other mixtures containing such

substances shall be prohibited unless such discharges are made in full compliance with the applicable

operational requirements contained in this Annex.

1.2 Before any prewash or discharge procedure is carried out in accordance with this regulation, the

relevant tank shall be emptied to the maximum extent in accordance with the procedures prescribed

in the Manual.

1.3 The carriage of substances which have not been categorized, provisionally assessed or evaluated as

referred to in regulation 6 of this Annex or of ballast water, tank washings or other mixtures

containing such residues shall be prohibited along with any consequential discharge of such

substances into the sea.

2 Discharge standards

2.1 Where the provisions in this regulation allow the discharge into the sea of residues of substances in

Category X, Y or Z or of those provisionally assessed as such or ballast water, tank washings or

other mixtures containing such substances the following discharge standards shall apply:

.1 the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at



D 1.1


least 4 knots in the case of ships which are not self-propelled;

.2 the discharge is made below the waterline through the underwater discharge outlet(s) not

exceeding the maximum rate for which the underwater discharge outlet(s) is (are) designed; and

.3 the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a

depth of water of not less than 25 metres.

2.2 For ships constructed before 1 January 2007 the discharge into the sea of residues of substances in

Category Z or of those provisionally assessed as such or ballast water, tank washings or other

mixtures containing such substances below the waterline is not mandatory.

….

3. Ventilation of cargo residues

Ventilation procedures approved by the Administration may be used to remove cargo residues from a tank.

Such procedures shall be in accordance with appendix 7 of MARPOL Annex II. Any water subsequently

introduced into the tank shall be regarded as clean and shall not be subject to the discharge requirements in

this Annex.

…..

6 Discharge of residues of Category X

6.1 Subject to the provision of paragraph 1, the following provisions shall apply:

.1 A tank from which a substance in Category X has been unloaded, shall be prewashed before the ship

leaves the port of unloading. The resulting residues shall be discharged to a reception facility until

the concentration of the substance in the effluent to such facility, as indicated by analyses of

samples of the effluent taken by the surveyor, is at or below 0.1% by weight. When the required

concentration level has been achieved, remaining tank washings shall continue to be discharged to

the reception facility until the tank is empty. Appropriate entries of these operations shall be made

in the Cargo Record Book and endorsed by the surveyor referred to in regulation 16.1.

.2 Any water subsequently introduced into the tank may be discharged into the sea in accordance with

the discharge standards in regulation 13.2.

.3 Where the Government of the receiving party is satisfied that it is impracticable to measure the

concentration of the substance in the effluent without causing undue delay to the ship, that Party

may accept an alternative procedure as being equivalent to obtain the required concentration in

regulation 13.6.1.1 provided that:

.1 the tank is prewashed in accordance with a procedure approved by the Administration in

compliance with appendix 6 of this Annex; and

.2 appropriate entries shall be made in the Cargo Record Book and endorsed by the surveyor

referred to in regulation 16.1.

7 Discharge of residues of Category Y and Z

7.1 Subject to the provision of paragraph 1, the following provisions shall apply:

.1 With respect to the residue discharge procedures for substances in Category Y or Z the discharge

standards in regulation 13.2 shall apply.

.2 If the unloading of a substance of Category Y or Z is not carried out in accordance with the Manual,

a prewash shall be carried out before the ship leaves the port of unloading, unless alternative

measures are taken to the satisfaction of the surveyor referred to in regulation 16. 1 of this Annex

to remove the cargo residues from the ship to quantities specified in this Annex. The resulting tank

washings of the prewash shall be discharged to a reception facility at the port of unloading or

another port with a suitable reception facility provided that it has been confirmed in writing that a

reception facility at that port is available and is adequate for such a purpose.

.3 For High-Viscosity or Solidifying Substances in Category Y the following shall apply:



D 1.1


.1 a prewash procedure as specified in appendix 6 shall be applied;

.2 the residue/water mixture generated during the prewash shall be discharged to a reception

facility until the tank is empty; and

.3 any water subsequently introduced into the tank may be discharged into the sea in accordance

with the discharge standards in regulation 13.2.

7.2 Operational requirements for ballasting and de-ballasting

7.2.1 After unloading, and, if required, after a prewash, a cargo tank may be ballasted. Procedures for the

discharge of such ballast are set out in regulation 13.2.

7.2.2 Ballast introduced into a cargo tank which has been washed to such an extent that the ballast

contains less than 1 ppm of the substance previously carried, may be discharged into the sea

without regard to the discharge rate, ship‘s speed and discharge outlet location, provided that the

ship is not less than 12 miles from the nearest land and in water that is not less than 25 metres

deep. The required degree of cleanliness has been achieved when a prewash as specified in

appendix 6 has been carried out and the tank has been subsequently washed with a complete cycle

of the cleaning machine for ships built before 1 July 1994 or with a water quantity not less than

that calculated with k=1.0.

7.2.3 The discharge into the sea of clean or segregated ballast shall not be subject to the

requirements of this Annex.

8 Discharges in the Antarctic Area

8.1 Antarctic Area means the sea area south of latitude 60°S.

8.2 In the Antarctic area any discharge into the sea of Noxious Liquid Substances or mixtures containing

such substances is prohibited.

Regulation 18 “Reception facilities and cargo unloading terminal arrangements”

1 The Government of each Party to the Convention undertakes to ensure the provision of reception

facilities according to the needs of ships using its ports, terminals or repair ports as follows:

.1 ….

.2 Ship repair ports undertaking repairs to NLS tankers shall provide facilities adequate for the

reception of residues and mixtures containing Noxious Liquid Substances for ships calling at

that port.

Notes:

The ships which are certified to carry NLS in bulk, when arrive at a port/yard to carry out repairs, that

port/yard should be able to provide reception facilities to accept residues and mixtures of NLS as per the

above regulation.

3.2.3.2



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3.2.3.3 “BCH Code” Amendments for new and existing vessels.

Amendments adopted by the Resolution MEPC.144(54) are as follows:

Preamble - The BCH Code is amended to reflect the changes in carried out in the revised

version of Annex II as adopted by the MEPC.118(52)

Chapter 1 – In order to have a uniform categorisation for the purpose of cross-reference BCH

Code amended the categories of Noxious Liquid Substances defined in the revised version of

Annex II as adopted by the MEPC.118(52)

Preamble

1 The following new paragraph is added:

―7 The Code has been revised to reflect the 2007 revision of MARPOL Annex II‖

CHAPTER I

General

1.1 Purpose

2 In the second sentence, the words ―as defined in regulation 1(1) of Annex II thereof‖ are deleted and the

references to (Pollution Category) ―A, B or C‖ are replaced by ―X, Y or Z‖.

1.4 Definitions

3 Paragraph 1.4.16A is replaced by the following:

―1.4.16A Noxious Liquid Substance means any substance indicated in the Pollution Category

column of chapter 17 or 18 of the International Bulk Chemical Code, or the current

MEPC.2/Circular or provisionally assessed under the provisions of regulation 6.3 of the

amendments to the Annex of the Protocol of 1978 relative to the International Convention for the

Prevention of Pollution from Ships, 1973, as falling into Category X, Y or Z.‖

1.8 New products

7 In the first sentence of paragraph 1.8, the reference to (Pollution Category) ―A, B or C‖ is replaced by

―X, Y or Z‖.



D 1.1


3.2.4 Retrofitting work forecast according to MARPOL Annex II environmental

requirements.

Ship operators, Ship-owners, classification societies, ship designers and ship builders should note the

revised Annex II and amendments carried in the International Bulk Chemical Code and Bulk Chemical

Code to comply with the laid down regulations pertaining to the operation, design, construction of vessels

involved in the trade and transportation of Noxious Liquid Substances.

Based upon the revised regulations contained in the revised Annex II, no retrofitting work needs to be

carried out on the existing fleet for regulatory compliance as per the latest relevant amendments adopted or

enforced so far.



D 1.1


3.3 Overview of the Annex III to the International Convention for the

Prevention of Pollution from Ships (MARPOL – Annex III: Regulation for

the Prevention of Pollution by Harmful Substances Carried by Sea in

Packaged Form)

3.3.1 Introduction to “Annex III”

MARPOL CONTAINS IN ITS ANNEX III THE MANDATORY PROVISIONS FOR THE

PREVENTION OF POLLUTION BY HARMFUL SUBSTANCES CARRIED BY SEA IN PACKAGED

FORM.

Regulation 1(2) prohibits the carriage of harmful substances in ships except in accordance with the

provisions of Annex III, which are also amplified by the International Maritime Dangerous Goods (IMDG)

Code.

Notes:

IMDG Code was adopted by IMO resolution A.716(17) and published in 1965. IMDG Code is

intended to protect crew members and to prevent marine pollution in the safe transportation of

hazardous materials by vessel. It is recommended to governments for adoption or for use as the basis

for national regulations.

The implementation of the Code is mandatory in conjunction with the obligations of the members of

United Nations under MARPOL 73/78 and the International Convention for the Safety of Life at Sea

(SOLAS).

Regulation II-2/19 of the SOLAS Convention, as amended, specifies the special requirements for a

ship intended to carry dangerous goods, the keel of which was laid or which was at a similar stage

of construction on or after 1 July 2002.

The regulations given in the MARPOL Annex III stipulates the requirements, conforming to the IMDG

Code, for safe packing of the goods, efficient and durable marking and labeling for easy identification,

documentation with respect to the goods carried, safe stowage requirements, quantity limitations for the

goods carried and the stowage plans to minimize the hazards to the marine environment. Code is intended

for use not only by the mariners but also by all those involved in industries and services connected with

shipping. The code is updated and maintained by the IMO every 2 years.

The revised by resolution MEPC.156 (55) Annex III maintained the structure of the existing MARPOL

Annex III and the use of the term ―Marine Pollutants‖. Changes were made to Regulation 1 on

―Application‖ and Regulation 4 on ―Documentation‖ relating to stopover loading and unloading operations.

Under the revised Annex III, harmful substances are identified by one of the new categories, namely: Acute

1, Chronic 1 and Chronic 2.

The revised MARPOL Annex III on 61 sessions (Res. 193(61), October, 2010) was adopted by consensus

during the session and is expected to enter into force on 1 January 2014. Amendments to Annex III are

presented further (point 3.3.4). Amendments are included in regulations 3, 4 and in the Appendix to Annex

III "Criteria for the identification of harmful substances in packaged form".

The revised Annex III is applicable to all ships (i.e. sea-going and local vessels) carrying harmful

substances in packaged form. Ship operators shall make available a document listing the harmful

substances taken on board, indicating their location on board or showing a detailed stowage plan to the port

authority before departure if any loading or unloading operations, even partial, are carried out at any

stopover.



D 1.1


THE MAIN PURPOSE OF THIS ANNEX IS PROTECTION OF THE MARINE ENVIRONMENT AND

PROTECTION OF THE COASTAL.

In this annex the guidelines are issued to prevent the marine environmental pollution caused by the harmful

substances, identified as marine pollutants, carried in packaged form.

3.3.2 Amendments/Guidelines table list to the Annex III

Table 11. Amendment list to MARPOL 73/78 Annex III

Entry

into

force


01

.10.2

010

Add. Regulation 8 MEPC.156(55) 13.10.2006 Revised Annex III

01

.01.2

014

Amendments to

Regulation 1, 3, 4 and

amendments to

Appendix

MEPC.193(61) 01.10.2010 Revised Annex III

Table 12. Amendment list to Connected Regulations

Entry

into

force


01

.01.2

002

Supersedes the

A.716(17)

MSC.122(XX) 24.05.2002 Adoption of IMDG

Code

01

.01

.20

12

Amendments to

IMDG Code

MSC.294(87) 21.05.2010 IMDG Code



D 1.1


3.3.3 MARPOL Annex III, latest Amendments for new and existing vessels.

3.3.3.1 2010 Amendments to Annex III.

Amendments adopted by Resolution MEPC. 193(61) are included in the following regulations:

Regulation 1 - paragraph 1 was changed and some description was replaced by references to

IMGD Code. Updated Code is attached to Resolution MSC.122(75).

Regulation 1 Application

1 Unless expressly provided otherwise, the regulations of this Annex apply to all ships carrying harmful

substances in packaged form.

.1 For the purpose of this Annex, "harmful substances" are those substances which are identified as

marine pollutants in the International Maritime Dangerous Goods Code (IMDG Code)* or which meet

the criteria in the Appendix of this Annex.

.2 For the purposes of this Annex, "packaged form" is defined as the forms of containment specified for

harmful substances in the IMDG Code.

*Refer to the IMDG Code adopted by the Organization by resolution MSC.122(75), as amended by

the Maritime Safety Committee.

Regulation 3 - Changed and seeks sub-reference to the relevant provisions in the IMDG

Code.

Regulation 3 Marking and labeling

1 Packages containing a harmful substance shall be durably marked or labelled to indicate that the

substance is a harmful substance in accordance with the relevant provisions of the IMDG Code.

2 The method of affixing marks or labels on packages containing a harmful substance shall be in

accordance with the relevant provisions of the IMDG Code.

Regulation 4- The whole regulation has been amended and seeks documentation in

conformity with the IMDG Code requirements.

Regulation 4*Documentation

1 Transport information relating to the carriage of harmful substances shall be in accordance with the

relevant provisions of the IMDG Code and shall be made available to the person or organization

designated by the port State authority.

2 Each ship carrying harmful substances shall have a special list, manifest or stowage plan setting forth,

in accordance with the relevant provisions of the IMDG Code, the harmful substances on board and

the location thereof. A copy of one of these documents shall be made available before departure to the

person or organization designated by the port State authority.

* Reference to "documents" in this regulation does not preclude the use of electronic data processing

(EDP) and electronic data interchange (EDI) transmission techniques as an aid to paper documentation



D 1.1


Appendix to Annex III - Changed Appendix, introducing new and a more detailed criteria for

the identification of Harmful Substances in Packaged form.

APPENDIX TO ANNEX III

Criteria for the identification of harmful substances in packaged form

For the purposes of this Annex, substances identified by any one of the following criteria are harmful

substances*:

(a) Acute (short-term) aquatic hazard

Category: Acute 1

96 hr LC50 (for fish) ≤1 mg/l and/or

48 hr EC50 (for c rustacea) ≤1 mg/l and/or

72 or 96 hr ErC50 (for algae or other aquatic plants) ≤1 mg/l

(b) Long-term aquatic hazard

(i) Non-rapidly degradable substances for which there are adequate chronic toxicity data available

Category Chronic 1:

Chronic NOEC or ECx (for fish) ≤0.1 mg/l and/or

Chronic NOEC or ECx (for crustacea) ≤0.1 mg/l and/or

Chronic NOEC or ECx (for algae or other aquatic plants) ≤0.1 mg/l

Category Chronic 2:

Chronic NOEC or ECx (for fish) ≤1 mg/l and/or

Chronic NOEC or ECx (for crustacea) ≤1 mg/l and/or

Chronic NOEC or ECx (for algae or other aquatic plants) ≤1 mg/l

(ii) Rapidly degradable substances for which there are adequate chronic toxicity data available

Category Chronic 1:




Category Chronic 2:




(iii) Substances for which adequate chronic toxicity data are not available

Category Chronic 1:

96 hr LC50 (for fish) ≤1 mg/l and/or

48 hr EC50 (for crustacea) ≤1 mg/l and/or

72 or 96 hr ErC50 (for algae or other aquatic plants) ≤1 mg/l

and the substance is not rapidly degradable and/or the experimentally determined BCF is ≥ 500 (or, if

absent the log Kow ≥ 4).

Category Chronic 2:

96 hr LC50 (for fish) >1 mg/l but >10 mg/l and/or

48 hr EC50 (for crustacea) >1 mg/l but >10 mg/l and/or

72 or 96 hr ErC50 (for algae or other aquatic plants) >1 mg/l but >10 mg/l

and the substance is not rapidly degradable and/or the experimentally determined BCF is ≥ 500 (or, if

absent, the log Kow ≥ 4).

* The criteria are based on those developed by the United Nations Globally Harmonized System of

Classification and Labelling of Chemicals (GHS), as amended.

For definitions of acronyms or terms used in this appendix, refer to the relevant paragraphs of the IMDG

Code.



D 1.1


3.3.4 Retrofitting work forecast according to ANNEX III environmental

requirements.

Shipowners, Ship Managers, Operators and Classification Societies are advised to note and observe

the amendments to the MARPOL Annex III and IMDG Code.

There is no ship retrofitting work associated with the fulfilment of the requirements contained in

revised MARPOL Annex III on the new or existing fleet



D 1.1


3.4 Overview of the Annex IV to the International Convention for the Prevention

of Pollution from Ships (MARPOL – Annex IV: Regulations for the

prevention of pollution by sewage from ships)

3.4.1 Introduction to “Provisions of sewage discharge” included in MARPOL Annex

IV

Annex IV contains a set of regulations regarding the discharge of sewage into the sea, ships' equipment and

systems for control of sewage discharge, the provision of facilities at ports and terminals for the reception

of sewage, and requirements for survey and certification. It also includes a model of International Sewage

Pollution Prevention Certificate to be issued by national shipping administrations to ships under their

jurisdiction.

Governments are obliged to ensure the provision adequate facilities at ports and terminals for sewage

reception.

The Annex entered into force on 27 September 2003. A revised Annex was adopted on 1 April 2004, with

an entry into force date of 1 August 2005.

The revised Annex will apply 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 within five years after the date of entry into force of Annex IV, namely

until 27 September 2013. The Annex requires ships to be equipped with either a sewage treatment plant, a

sewage comminuting and disinfecting system or a sewage holding tank.

The discharge of sewage into the sea will be prohibited, except when the ship has an approved sewage

treatment plant in operation or is discharging comminuted and disinfected sewage using an approved

system at a distance of more than three nautical miles from the nearest land; or is discharging sewage

which is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land.

3.4.2 Premise

It is generally considered that on the high seas, the oceans are capable of assimilating and dealing with raw

sewage through natural bacterial action and therefore the regulations in Annex IV of MARPOL prohibit

ships from discharging sewage only within a specified distance from the nearest land, unless they have in

operation an approved treatment plant.



D 1.1


3.4.3 Amendments / Guidelines table list to the Annex IV

Table 13. Amendment list to MARPOL 73/78 Annex IV

Entry

into

force


01

.08

.20

05 Annex IV MEPC.115(51) 1 April 2004

Revised Annex IV of

MARPOL

01

.08

.20

07

Regulation 13 MEPC.143(54) 24 March 2006 Addition of regulation 13

- Port State control on

operational requirements

01

.12

.20

08

Regulation 11 MEPC.157(55) 13 October 2006 Recommendation on

standards for the rate of

discharge

of untreated sewage from

ships, maximum

discharge rate of

untreated sewage

01

.01

.20

10

Ref. To Regulation

9.1.1.

Supersedes the

Recommendation on

International effluent

standards and

guidelines

for performance tests

for sewage treatment

plants contained in

resolution MEPC.2(VI)

MEPC.159(55) 13 October 2006 Revised Guidelines on

implementation of

effluent standards

and performance tests for

sewage treatment plants

01

.12

.20

08

Regulation 11.1.1 MEPC.164(56) 13 July 2007 Discharge of sewage

replaced regulation

11.1.1

01

/01

/2013(*

)

Annex IV.

Regulations

1,9,11,12bis

MEPC 200(62) 15 July 2010 Amendments to Annex

IV

Designation of the Baltic

Sea as a Special Area

*The amendments shall be deemed to have been accepted on 1 July 2012 unless, prior to that date, not less

than one third of the Parties or Parties the combined merchant fleets of which constitute not less than 50

percent of the gross tonnage of the world’s merchant fleets and then shall enter into force 1 January 2013



D 1.1


3.4.4 Annex IV amendments for new and existing vessels.

All the amendments to Annex IV (see paragraph 3.4.3), apart from the last one were to be fulfilled till the

2010. The future requirements for new and existing ships are included in Resolution adopted at the sixty-

second meeting of the MEPC bringing further amendments to Annex IV. Amendments consist in adding

definitions of ―special area‖, designation of Baltic Sea as special area for the purpose of Annex IV

(regulation 1), adding definition of ―passenger‖ and ―passenger ship‖ (regulation 1) as well as adding

provisions concerning sewage systems (regulation 9), discharge of sewage (regulation 11) from passenger

ship within and outside special areas and reception facilities for passenger ships in special areas

(regulation 12). Slight amendments were also made to appendix-The Form of International Sewage

Pollution Prevention Certificate.

3.4.4.1 2011 Amendments to the MARPOL Annex IV

Amendments, adopted by Resolution MEPC. 200 (62) on 15 July 2011 entitled Designation of the

Baltic Sea as a Special Area under MARPOL Annex IV:

1. New paragraphs 5bis, 7bis, and 7ter are added to regulation 1:

"5bis Special area means a sea area where for recognized technical reasons in relation to its

oceanographical and ecological condition and to the particular character of its traffic the adoption

of special mandatory methods for the prevention of sea pollution by sewage is required.

For the purposes of this Annex, the special areas shall include:

.1 the Baltic Sea area as defined in regulation 1.11.2 of Annex I; and

.2 any other sea area designated by the Organization in accordance with criteria and procedures

for designation of special areas with respect to prevention of pollution from sewage from

ships.

7bis A passenger is every person other than:

.1 the master and the members of the crew or other persons employed or engaged in any

capacity on board a ship on the business of that ship; and .2 a child under one year of age.

7ter A passenger ship is a ship which carries more than twelve passengers.

For the application of regulation 11.3, a new passenger ship is a passenger ship:

.1 for which the building contract is placed, or in the absence of a building contract, the keel of

which is laid, or which is in a similar stage of construction, on or after 1 January 2016; or

.2 the delivery of which is two years or more after 1 January 2016.

An existing passenger ship is a passenger ship which is not a new passenger ship."



D 1.1


2. New paragraph 2 is added to regulation 9:

"2 Every passenger ship which, in accordance with regulation 2, is required to comply with the

provisions of this Annex, and for which regulation 11.3 applies while in a special area, shall be equipped

with one of the following sewage systems:

.1 a sewage treatment plant which shall be of a type approved by the Administration, taking into account

the standards and test methods developed by the Organization, or

.2 a holding tank of the capacity to the satisfaction of the Administration for the retention of all

sewage, having regard to the operation of the ship, the number of persons on board and other relevant

factors. The holding tank shall be constructed to the satisfaction of the Administration and shall have a

means to indicate visually the amount of its contents."

Passenger ships in a special area shall be equipped with approved sewage treatment plant or

satisfactory holding tank => 1/12/2012

3. Regulation 11 is divided into three sub-sections A, B and C, as follows:

Regulation 11

Discharge of sewage

"A Discharge of sewage from ships other than passenger ships in all areas and discharge of sewage

from passenger ships outside special areas

1 Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the sea is

prohibited, except when:

.1 the ship is discharging comminuted and disinfected sewage using a system approved by the

Administration in accordance with regulation 9.1.2 of this Annex at a distance of more than 3

nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a distance

of more than 12 nautical miles from the nearest land, provided that, in any case, the sewage that has

been stored in holding tanks, or sewage originating from spaces containing living animals, shall not

be discharged instantaneously but at a moderate rate when the ship is en route and proceeding at not

less than 4 knots; the rate of discharge shall be approved by the Administration based upon standards

developed by the Organization; or

.2 the ship has in operation an approved sewage treatment plant which has been certified by the

Administration to meet the operational requirements referred to in regulation 9.1.1 of this Annex,

and

.2.1 the test results of the plant are laid down in the ship's International Sewage Pollution Prevention

Certificate; and

.2.2 additionally, the effluent shall not produce visible floating solids nor cause discoloration of the

surrounding water.

2 The provisions of paragraph 1 shall not apply to ships operating in the waters under the jurisdiction of

a State and visiting ships from other States while they are in these waters and are discharging sewage in

accordance with such less stringent requirements as may be imposed by such State.

B Discharge of sewage from passenger ships within a special area

3 Any discharge into the sea of sewage from a passenger ship shall be prohibited:

a) for new passenger ships on, or after 1 January 2016, subject to regulation 12bis,subparagraph

2;and

b) for existing passenger ships on, or after 1 January 2018, subject to regulation 12bis, subparagraph

2,

except when the following conditions are satisfied:

the ship has in operation an approved sewage treatment plant which has been certified by the



D 1.1


Administration to meet the operational requirements referred to in regulation 9.2.1 of this Annex, and

the effluent shall not produce visible floating solids nor cause discoloration of the surrounding water.

C General requirements

4 When the sewage is mixed with wastes or waste water covered by other Annexes of MARPOL, the

requirements of those Annexes shall be complied with in addition to the requirements of this Annex."

Passenger ships inside and outside a special area are prohibited to discharge of sewage into the sea

except when the sewage are treated using approved system and at designed distance from the

nearest land.

Outside special area => 1/12/2012

Within special areas:

new passenger ships => 1/01/2013

existing passenger ships => 1/01/2018

4. New regulation 12bis is added as follows:

"12bis Reception facilities for passenger ships in Special Areas

.1 Each Party, the coastline of which borders a special area, undertakes to ensure that:

.1 facilities for the reception of sewage are provided in ports and terminals which are in a special area

and which are used by passenger ships;

.2 the facilities are adequate to meet the needs of those passenger ships; and

.3 the facilities are operated so as not to cause undue delay to those passenger ships.

.2 The Government of each Party concerned shall notify the Organization of the measures taken pursuant

to subparagraph .1 of this regulation. Upon receipt of sufficient notifications in accordance with

subparagraph .1 the Organization shall establish a date from which the requirements of regulation 11.3 in

respect of the area in question shall take effect. The Organization shall notify all Parties of the date so

established no less than twelve months in advance of that date. Until the date so established, ships while

navigating in the special area shall comply with the requirements of regulation 11.1 of this Annex."

Reception facilities for passenger ships in special areas => a date will be established



D 1.1


3.4.5 Retrofitting work forecast according to the Annex IV environmental

requirements.

Passenger ships while in a special area will be obliged to discharge sewage to reception facilities or

will be equipped with approved sewage treatment plant or satisfactory holding tank.

3.4.5.1 From New paragraph added to Regulation 9 and new section added to Regulation 11


See paragraph 3.4.4. point 2 and 3

Applications

The regulation will be applicable to passenger ships

Outside special area => 1/12/2012

Within special areas:

new passenger ships => 1/01/2013

A new passenger ship is one:

o for which the building contract is placed, on or in the absence of a building contract, the

keels of which are laid, or which is in a similar stage of construction, on or after

1 January 2013; or

o the delivery of which is on or after 1 January 2013.

existing passenger ships => 1/01/2018

The regulation will be applicable to all passenger ships e.g. ships which carries more than

twelve passengers.

Comments

Adaptation of passenger ships may require installation of new sewage treatment plant and/or new

holding tank or technical improvement of existing ones.

It could mean workload for Repair Shipyards.

Implications

o Owner:

Significant implications, mainly related to the cost of discharging sewage to reception

facilities or the possible re-design and/or re–equip of the passenger ships.


Implications, mainly related to

o need of designing or re-designing of sewage treatment system, piping system ,

layout of equipment and piping line

o need of assembling sewage treatment system on ships



D 1.1


3.5 Overview of the Annex V to the International Convention for the Prevention

of Pollution from Ships (MARPOL – Annex V: Regulations for the

prevention of pollution by garbage from ships)

3.5.1 Introduction to MARPOL Annex V

In the past few decades, the enforcement of when and where to dispose all types of waste produced during

a ship's voyage has become better regulated through MARPOL Annex V. The requirements are much

stricter in a number of ―Special Areas‖ but the most important feature of the Annex is the complete ban

imposed on the dumping any forms of plastic into the sea .

Although the Annex was optional, it did receive sufficient number of ratifications to enter into force on 31

December 1988.

Provisions to extend port State control to cover operational requirements as regards prevention of marine

pollution were adopted as a new regulation 8 to the Annex in 1994 (entering into force on 3 March 1996).

The regulation makes it clear that port State control officers can inspect a foreign-flagged vessel "where

there are clear grounds for believing that the master or crew are not familiar with essential shipboard

procedures relating to the prevention of pollution by garbage".

Implementation and enforcement to provide a Garbage Record Book and to record all disposal and

incineration operations were also the focus of a further new regulation 9, adopted in 1995, which requires

all ships of 400 gross tonnage and above and every ship certified to carry 15 or more persons, and every

fixed or floating platform engaged in exploration and exploitation of the seabed.

All ships of 400 gross tonnage and above and every ship certified to carry 15 or more persons will have to

carry a Garbage Management Plan, to include written procedures for collecting, storing, processing and

disposing of garbage, including the use of equipment on board. The Garbage Management Plan should be

in the working language of the crew and should designate a person responsible for carrying out the plan .

MEPC/Circ.317 gives guidelines for development of garbage management plans and an Appendix to

Annex V of MARPOL gives a standard form for a Garbage Record Book.

Regulation 9 came into force for new ships on 1 July 1997 and from 1 July 1998 all applicable ships built

before 1 July 1997 also had to comply: all ships of 400 gross tonnage and above and every ship certified to

carry 15 or more persons, and every fixed or floating platform engaged in exploration and exploitation of

the seabed.

The regulation also requires every ship of 12 or more meters in length to display placards notifying

passengers and crew of the disposal requirements of the regulation; the placards should be in the official

language of the ship's flag State and also in English or French for ships travelling to other States' ports or

offshore terminals.

Despite the entry into force of Annex V in 1988, according to surveys carried out in the United States,

ships have produced up to 10 tons of garbage per mile of coastline each year. Plastic formed the biggest

single item found. To solve this problem more work needs to be done in the scope of ensuring the

availability of adequate reception facilities in every port. That is why IMO instigated an ―Action Plan on

tackling the inadequacy of port reception facilities‖ and completed this work during year 2010. IMO has

also embarked on a process to review Annex V and the associated guidelines for its implementation, to take

into account new technological developments made by the shipping industry. The correspondence group on

the Review of Annex V completed and reported its work in the autumn of 2010 to the sixty first session of

MEPC which considered and approved the amendments. The revised Annex V, according to expectation,

was adopted during MEPC 62 in July 2011.

http://www.imo.org/OurWork/Environment/PollutionPrevention/Garbage/Documents/317.pdf



D 1.1


Annex V of the MARPOL Convention sought to eliminate and reduce the amount of garbage being

dumped from ships into the sea. Under Annex V of the Convention, garbage includes all kinds of food,

domestic and operational waste, excluding fresh fish, generated during the normal operation of the vessel

and liable to be disposed of continuously or periodically. Annex V totally prohibits disposal of plastics

anywhere into the sea, and severely restricts discharges of other garbage from ships into coastal waters and

"Special Areas". The Annex also obliges Governments to ensure the provision of reception facilities at

ports and terminals for reception of garbage.

These are areas which have particular problems because of heavy maritime traffic or low water exchange

caused by the land-locked nature of the sea concerned.

3.5.2 Amendments / Guidelines table list to the Annex V

Table 14. Amendment list to MARPOL 73/78 Annex V

Entry

Into

force


31

/12

/19

88 Annex V to the Protocol

Of 1978 Relating To

The International

Convention For The

Prevention Of Pollution

From Ships, 1973

Regulations for the

prevention of pollution

by garbage from ships

MEPC.9(17) 24 June 1982 Application of the

provisions of Annex V

on the discharge of

garbage in the Baltic Sea

area

31

/12

/19

88 MEPC.31(26) 3 September 1989 Establishment of the date

of application of the

provisions of regulation

5 of

Annex V

18

/02

/198

9 Reg 6

And designation of the

North Sea as special

Area

MEPC.36(28) 17 October 1989 Amendments to Annex V

of MARPOL 73/78

18

/02

/1991 MEPC.37(28) 17 October 1989 Establishment of the date

of application of the

provisions of regulation

5 of

Annex V

related docs

MEPC.40(29)

MSC.16(58)

MSC.17(58) A.948(23)

A.997(25)

MEPC.39(29) Introduction of the

harmonized system of

survey and certification

under Annexes I and V

of MARPOL 73/78



D 1.1



Entry

Into

force


17

/03

/19

92 MEPC.42(30) 16 November 1990 Designation of Antarctic

area as a Special Area

under Annexes I and V

of MARPOL 73/78

04

/04

/19

93 MEPC.48(31) 4 July 1991 Designation of the Wider

Caribbean area as a

special area under Annex

V of MARPOL 73/78

05

/10

/20

00 annex 2 superseded by

MEPC.76(40) amended

by MEPC.92(45) related

docs MEPC.5/Circs

MEPC.59(33)

30 October 1992 Revised Guidelines for

the Implementation of

Annex V of MARPOL

73/78

01

/07

/19

97 Reg. 2 and

new Reg. 9 of Annex V

MEPC.65(37) 14 September 1995 Amendments to the

Annex

25

/09

/19

97

MEPC.76(40) 25 September 1997 The specification covers

the design, manufacture,

performance, operation

and testing of

incinerators designed to

incinerate garbage and

other shipboard waste

01

/03

/20

02 Reg. 1, 3, 5 and 9 MEPC.89(45) Amendments to

Annex V

of MARPOL 73/78

Resolution

MEPC.59(33)

MEPC.92(45) 5 October 2000 Amendments to the

revised guidelines for the

implementation of annex

V of MARPOL 73/78

01

/08

/2005 MEPC.116(51) 1 April 2004 Amendments to

the Appendix to Annex

V

of MARPOL 73/78

MEPC/Circ.317 Guidelines for the

development of garbage

management plans and

gives a standard form for

a Garbage Record Book



D 1.1



Entry

Into

force


01

/05

/20

09 MEPC 172(57) 4 April 2008 MEPC decision that the

Mediterranean Sea area

will become a Special

Area under MARPOL

Annex V

01

/05

/20

11

MEPC.1/Circ.675/Rev.1 26 March 2010 Discharge of cargo hold

washing water in the

gulfs area, Mediterranean

Sea area and Wider

Caribbean region

Under MARPOL Annex

V

01

/05

/20

11

MEPC.191(60) 26 March 2010 Establishment of the date

on which

Regulation 5(1)(h) of

Annex V in respect of

the Wider Caribbean

Region special area shall

take effect

01

./01

/20

13

MARPOL Annex V.

Comprehensive

Revision

MEPC.201(62) 15 July 2011 Revised MARPOL

Annex V

Comprehensive revision

Guidelines are still under

development.

*The amendments (Revised Annex V) shall be deemed to have been accepted on 1 July 2012 unless, prior

to that date, not less than one third of the Parties or Parties the combined merchant fleets of which

constitute not less than 50 percent of the gross tonnage of the world‘s merchant fleets and then shall enter

into force 1 January 2013.



D 1.1


3.5.3 “Annex V” amendments for new and existing vessels

All the amendments to Annex V (see paragraph 3.5.3), apart from the last one (revised Annex V) were to

be fulfilled till the first May of 2011. The nearest future requirement for new and existing ships are

included in revised Annex V.

3.5.3.1 2011 Amendments to the MARPOL Annex V

The MEPC adopted at its 62 session, amendments to MARPOL Annex V Regulations for the

prevention of pollution by garbage from ships.

The main changes include: re-numbering of the text; the updating of definitions (Regulation 1); the

inclusion of a new requirement specifying that discharge of all garbage into the sea is prohibited

(Regulation 3), except as expressly provided otherwise (the discharges permitted in certain

circumstances include food wastes, cargo residues and water used for washing deck and external

surfaces containing cleaning agents or additives which are not harmful to the marine environment)

(Regulation 4); new paragraph concerning reception facilities within special areas (Regulation

8.3), expansion of the requirements for placards and garbage management plans to fixed and

floating platforms engaged in exploration and exploitation of the sea-bed (Regulation 10); and the

proposed addition of discharge requirements covering animal carcasses (Regulation 4.4) and

reporting of accidental loss or discharge of fishing gear which poses a significant threat to the

marine environment (Regulation 10.6).

http://www.globalgarbage.org/blog/index.php/2010/10/13/revised-marpol-annex-v-text-approved

Amendments, adopted by Resolution MEPC. 201(62) on 15 July 2011.

http://www.globalgarbage.org/blog/index.php/2010/10/13/revised-marpol-annex-v-text-approved



D 1.1


Regulation 1 Definitions

For the purposes of this Annex:

1 Animal carcasses means the bodies of any animals that are carried on board as cargo and that die or are

euthanized during the voyage.

2 Cargo residues means the remnants of any cargo which are not covered by other Annexes to the present

Convention and which remain on the deck or in holds following loading or unloading, including loading

and unloading excess or spillage, whether in wet or dry condition or entrained in wash water but does not

include cargo dust remaining on the deck after sweeping or dust on the external surfaces of the ship.

3 Cooking oil means any type of edible oil or animal fat used or intended to be used for the preparation or

cooking of food, but does not include the food itself that is prepared using these oils.

4 Domestic wastes means all types of wastes not covered by other Annexes that are generated in the

accommodation spaces on board the ship. Domestic wastes does not include grey water.

5 En route means that the ship is underway at sea on a course or courses, including deviation from the

shortest direct route, which as far as practicable for navigational purposes, will cause any discharge to be

spread over as great an area of the sea as is reasonable and practicable.

6 Fishing gear means any physical device or part thereof or combination of items that may be placed on or

in the water or on the sea-bed with the intended purpose of capturing, or controlling for subsequent

capture or harvesting, marine or fresh water organisms.

7 Fixed or floating platforms means fixed or floating structures located at sea which are engaged in the

exploration, exploitation or associated offshore processing of sea-bed mineral resources.

8 Food wastes means any spoiled or unspoiled food substances and includes fruits, vegetables, dairy

products, poultry, meat products and food scraps generated aboard ship.

9 Garbage means all kinds of food wastes, domestic wastes and operational wastes, all plastics, cargo

residues, cooking oil, fishing gear, and animal carcasses generated during the normal operation of the ship

and liable to be disposed of continuously or periodically except those substances which are defined or

listed in other Annexes to the present Convention. Garbage does not include fresh fish and parts thereof

generated as a result of fishing activities undertaken during the voyage, or as a result of aquaculture

activities which involve the transport of fish including shellfish for placement in the aquaculture facility

and the transport of harvested fish including shellfish from such facilities to shore for processing.

10 Incinerator ashes means ash and clinkers resulting from shipboard incinerators used for the incineration

of garbage.

11 Nearest land. The term "from the nearest land" means from the baseline from which the territorial sea of

the territory in question is established in accordance with international law, except that, for the purposes

of the present Annex, ''from the nearest land'' off the north-eastern coast of Australia shall mean from a

line drawn from a point on the coast of Australia in: (...)

(...) 12 Operational wastes means all solid wastes (including slurries) not covered by other Annexes that are

collected on board during normal maintenance or operations of a ship, or used for cargo stowage and

handling. Operational wastes also includes cleaning agents and additives contained in cargo hold and

external wash water.

Operational wastes does not include grey water, bilge water, or other similar discharges essential to the

operation of a ship, taking into account the guidelines developed by the Organization.

13 Plastic means a solid material which contains as an essential ingredient one or more high molecular mass

polymers and which is formed (shaped) during either manufacture of the polymer or the fabrication into a

finished product by heat and/or pressure. Plastics have material properties ranging from hard and brittle to

soft and elastic. For the purposes of this annex, "all plastics" means all garbage that consists of or includes

plastic in any form, including synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator

ashes from plastic products.

14 Special area means a sea area where for recognized technical reasons in relation to its oceanographic and

ecological condition and to the particular character of its traffic the adoption of special mandatory

methods for the prevention of sea pollution by garbage is required.(...)



D 1.1


Regulation 3. General prohibition on discharge of garbage into the sea

1 Discharge of all garbage into the sea is prohibited, except as expressly provided otherwise in regulations

4, 5, 6 and 7 of this Annex.

2 Except as provided in regulation 7 of this Annex, discharge into the sea of all plastics, including but not

limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic

products is prohibited.

3 Except as provided in regulation 7 of this Annex, the discharge into the sea of cooking oil is prohibited.

Discharge of all garbage into the sea is prohibited => 1/12/2012

Regulation 4 . Discharge of garbage outside special areas

1 Subject to the provisions of regulations 5, 6, and 7 of this Annex, discharge of the following garbage into

the sea outside special areas shall only be permitted while the ship is en route and as far as practicable from

the nearest land, but in any case not less than:

1. 3 nautical miles from the nearest land for food wastes which have been passed through a

comminuter or grinder. Such comminuted or ground food wastes shall be capable of passing

through a screen with openings no greater than 25 mm.

2. 12 nautical miles from the nearest land for food wastes that have not been treated in accordance

with subparagraph .1 above.

3. 12 nautical miles from the nearest land for cargo residues that cannot be recovered using commonly

available methods for unloading. These cargo residues shall not contain any substances classified

as harmful to the marine environment, taking into account guidelines developed by the

Organization.

4. For animal carcasses, discharge shall occur as far from the nearest land as possible, taking into

account the guidelines developed by the Organization.

2 Cleaning agents or additives contained in cargo hold, deck and external surfaces wash water may be

discharged into the sea, but these substances must not be harmful to the marine environment, taking into

account guidelines developed by the Organization.

3 When garbage is mixed with or contaminated by other substances prohibited from discharge or having

different discharge requirements, the more stringent requirements shall apply.

The discharges permitted in certain circumstances include food wastes, cargo residues and water used

for washing deck and external surfaces containing cleaning agents or additives which are not harmful

to the marine environment => 1/12/2012



D 1.1


Regulation 8. Reception facilities

3 Reception facilities within special areas

.1 Each Party, the coastline of which borders a special area, undertakes to ensure that as soon as possible,

in all ports and terminals within the special area, adequate reception facilities are provided, taking into

account the needs of ships operating in these areas.

.2 Each Party concerned shall notify the Organization of the measures taken pursuant to subparagraph 3.1

of this regulation. Upon receipt of sufficient notifications the Organization shall establish a date from which

the requirements of regulation 6 of this Annex in respect of the area in question are to take effect. The

Organization shall notify all Parties of the date so established no less than twelve months in advance of that

date. Until the date so established, ships that are navigating in a special area shall comply with the

requirements of regulation 4 of this Annex as regards discharges outside special areas.

Reception facilities within special areas=> 1/12/2012

Regulation 10

Placards, garbage management plans and garbage record-keeping

1

.1 Every ship of 12 m or more in length overall and fixed and floating platforms engaged in exploration

and exploitation of the sea-bed shall display placards which notify the crew and passengers of the

discharge requirements of regulations 3, 4, 5 and 6 of this Annex, as applicable.

Every ship of 12m or more in length and fixed and floating platforms engaged in exploration and

exploitation of the sea-bed shall display placards => 1/12/2012

2 Every ship of 100 gross tonnage and above, and every ship which is certified to carry 15 persons or more,

and fixed and floating platforms shall carry a garbage management plan which the crew shall follow. This

plan shall provide written procedures for minimizing, collecting, storing, processing and disposing of

garbage, including the use of the equipment on board. It shall also designate the person/s in charge of

carrying out the plan. Such a plan shall be based on the guidelines developed by the Organization2 and

written in the working language of the crew.

Every ship of 100 GT and above and every ship which is certified to carry 15 persons or more and

fixed and floating platforms engaged in exploration and exploitation of the sea-bed shall carry a

garbage management plan => 1/12/2012

3

.4 In the event of any discharge or accidental loss referred to in regulation 7 of this Annex an entry

shall be made in the Garbage Record Book, or in the case of any ship of less than 400 gross

tonnage, an entry shall be made in the ship's official log-book, of the location, circumstances of,

and the reasons for the discharge or loss, details of the items discharged or lost, and the reasonable

precautions taken to prevent or minimize such discharge or accidental loss.

In the event of discharge or accidental loss ref. to in Reg.7 an entry shall be made in the Garbage

Record Book for ship of 400 GT and above or for ships of less

than 400 GT- an entry shall be made in the Ships Log. => 1/12/2012

6 The accidental loss or discharge of fishing gear as provided for in regulations 7.1.3

and 7.1.3bis which poses a significant threat to the marine environment or navigation shall

be reported to the State whose flag the ship is entitled to fly, and, where the loss or

discharge occurs within waters subject to the jurisdiction of a coastal State, also to that coastal State.

All ships are obliged to report accidental loss or discharge of fishing gear which poses threat to

environment or navigation. => 1/12/2012



D 1.1


3.5.4 Retrofitting work forecast according to revised Annex V environmental

requirements.

At the 62nd meeting of MEPC on 15 July 2011 the Revised MARPOL Annex V entitled ―Regulations for

the prevention of pollution by garbage from ships‖ was adopted. On the basis of analysis of new

regulations it was stated that there will be no retrofitting work on ships, associated with fulfilment of

environmental requirements of the revised Annex V .

Revised annex V introduces requirements for the ship and the owner (eg: placards, garbage management

plans and garbage record-keeping), but does not establish any/new rules which resulted in any/new

requirements for ship repair and repair yards.



D 1.1


3.6 Overview of the Annex VI to the International Convention for the Prevention

of Pollution from Ships (MARPOL – Annex VI: Regulations for the

prevention of air pollution from ships)

3.6.1 Introduction to MARPOL Annex VI

MARPOL Annex VI, ‗Regulations for the Prevention of Air Pollution from Ships‘, is included within the

1997 MARPOL Protocol which was adopted by the 1997 MARPOL Conference. The Annex entered into

force on 19 May 2005, meeting earlier the ratification requirement – a minimum of 15 states which control

a combined merchant gross tonnage of not less than 50 percent of the world‘s total. From the entry into

force date, compliance in terms of both the equipment and operational requirements of Annex VI have been

mandatory for ships engaged on international voyages and to which the Annex applies.

Fixed and floating platforms, including drilling rigs and similar structures, are considered as ships for the

purpose of this Annex, except in respect of those emissions to the atmosphere resulting directly from

operations solely related to their drilling, production or processing functions. (These controls are in

addition to any imposed by the government which has jurisdiction over the waters in which they operate).

The Annex applies to all ships of the flag States which have ratified the 1997 MARPOL Protocol (currently

represent the flag States of nearly 90 percent of the world tonnage). Additionally, the Annex VI

requirements also apply to ships of non-signatory States, while operating in waters under the jurisdiction of

parties to the 1997 Protocol. Those ships are required to have Statements of Compliance with Annex VI

issued by, or on behalf of, their flag Administration.

In the case of the flag States which ratify the 1997 MARPOL Protocol after the entry into force date, the

Annex requirements will take effect three months from the date of their signing.

Annex VI covers a number of different pollutants and/or shipboard operations which affect air quality:

Oxides of nitrogen (NOx)

Fuel oil availability and quality

Oxides of sulphur (SOx) and particulate matter

Shipboard Incineration

Ozone depleting substances

Volatile organic compounds (VOCs)

Reception facilities

In the case of ships of 400 gross tonnage (GT) and above engaged in voyages to ports or offshore terminals

under the jurisdiction of other Parties and for platforms and drilling rigs engaged in voyages to water under

the sovereignty ot jurisdiction of other Parties, compliance is indicated by the issue of an International Air

Pollution Prevention Certificate (IAPPC) following an initial or a renewal survey by, or on behalf of, the

responsible flag State, according to Regulation 6 of the Annex. For ships under this tonnage limit, it is for

the individual Administrations to set up schemes appropriate to such vessels to ensure compliance.

For the practical implementation of the provisions of regulation 13 - Oxides of nitrogen (NOx), the

Resolution 2 of the 1997 MARPOL Conference adopted Technical Code on Control of emissions of

nitrogen oxides from marine diesel engines (NOx Technical Code). Supervision of engines and equipment

for compliance with regulation 13 of this Annex should be conducted in accordance with the requirements

of the NOx Technical Code.



D 1.1


3.6.2 Amendments / Guidelines table list to the Annex VI

Table 15. Amendment list to MARPOL 73/78 Annex VI

Entry

into

force


01

/07

/20

10 Annex VI Res.MEPC.176(58) 10 October 2008 Effective date

01/07/2010

Revised MARPOL

Annex VI

01

/07

/20

10

NOx Technical Code Res.MEPC.177(58) 10 October 2008 Amendments to the

technical code on

control of emission of

nitrogen oxides from

marine diesel engines,

Revised NOx

Technical Code 2008

1/0

8/2

01

1

Reg. 13, 14 and new

Appendix VII of the

Revised Annex VI

Res.MEPC.190(60) 26 March 2010

[entered into force

in August 2011]

North American

Emission Control

Area. It will become

effective in August

2012

01

/02

/20

12 Paragraph 2.3 of the

form of Supplement to

the IAPP Certificate

Res.MEPC.194(61) 1 October 2010

Revised form of

Supplement to the

IAPP Certificate

Reg.17 Res.MEPC.199(62) 15 July 2011 Guidelines for

reception facilities

01

/01

/2013

Reg. 13, 14 and new

Appendix VII of the

Revised Annex VI

Res.MEPC.202(62) 15 July 2011 Establishment of

ECA in the central

Americas and a

continental.

Annex VI, new Chapter

4. Regulations on energy

efficiency for ships.

Res.MEPC.203(62) 15 July 2011 Inclusion of

regulations on energy

efficiency for ships.

New Chapter 4 and

consequential

amendments to other

chapters. (Regulation

2,5,6 and 10)

The amendments to Annex VI adopted on 62 MEPC session shall be deemed to have been accepted on

*1 July 2012 unless, prior to that date, not less than one third of the Parties or Parties the combined

merchant fleets of which constitute not less than 50 percent of the gross tonnage of the world’s merchant

fleets and then shall enter into force 1 January 2013.



D 1.1


3.6.3 ―Annex VI” Amendments for new and existing vessels.

3.6.3.1 2008 Amendments

MEPC 58 adopted on 10 October 2008 the revised MARPOL Annex VI as MEPC.176(58). Major

obligations and amendments effective from 1 July 2010 consist in:

Changing definition: ―SOx Emission Control Areas‖ (SECAs) to be renamed ―Emission

Control Areas‖ (ECAs). ECAs are areas with controlled SOx and NOx emission.

Regulation 2 Definition

8. Emission Control Area means an area where the adoption of special mandatory measures for emissions

from ships is required to prevent, reduce and control air pollution fromNOx or Sox and particulate matter or

all three types of emissions and their attendant adverse impacts on human health and the environment.

Emission Control Areas shall include those listed in, or designated under, regulations 13 and 14 of this

Annex.

New type of IAPP certificate to be issued for vessels constructed after (or keel laying date

before) 1 July 2010.

Regulation 6 Issue or Endorsement of a Certificate

1 An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal survey in

accordance with the provisions of regulation 5 of this Annex, to:

.1 any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under the

jurisdiction of other Parties; and

.2 platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other

Parties.

2 A ship constructed before the date of entry into force of Annex VI for such ship‘s Administration shall be

issued with an International Air Pollution Prevention Certificate in accordance with paragraph 1 of this

regulation no later than the first scheduled dry-docking after the date of such entry into force, but in no case

later than three years after this date.

All ships 400 GTs and above, platforms and drilling rigs =>01/07/2010

For vessel with keel laying date before 1 July 2010 => no later than first scheduled dry

dock after 1 July 2010 but in no case later than three years after that date.



D 1.1


Prohibition of using installation with ozone depleting substances (ODS) and maintaining of

ODS record book and list of equipment containing ODS.

Regulation 12 Ozone Depleting Substances

3.1 Installations which contain ozone depleting substances, other than hydro-chlorofluorocarbons, shall be

prohibited:

.1 on ships constructed on or after 19 May 2005; or

.2 in the case of ships constructed before 19 May 2005, which have a contractual delivery date of the

equipment to the ship on or after 19 May 2005 or, in the absence of a contractual delivery date, the

actual delivery of the equipment to the ship on or after 19 May 2005.

Ships constructed on or after 19 May 2005 =>01/07/2010

3.2 Installations which contain hydro-chlorofluorocarbons shall be prohibited:

.1 on ships constructed on or after 1 January 2020; or

.2 in the case of ships constructed before 1 January 2020, which have a contractual delivery date of the

equipment to the ship on or after 1 January 2020 or, in the absence of a contractual delivery date, the

actual delivery of the equipment to the ship on or after 1 January 2020.

Ships constructed on or after 1 January 2020

4 The substances referred to in this regulation, and equipment containing such substances, shall be delivered

to appropriate reception facilities when removed from ships.

5 Each ship subject to regulation 6.1 shall maintain a list of equipment containing ozone depleting

substances.

Every ship of 400 gross tonnage and above and every fixed and floating drilling rig and other

platforms =>01/07/2010

6 Each ship subject to regulation 6.1 which has rechargeable systems that contain ozone depleting

substances shall maintain an Ozone Depleting Substances Record Book. This Record Book may form part of

an existing log-book or electronic recording system as approved by the Administration.


platforms =>01/07/2010



D 1.1


Implementation of three emission limits for engines Tier I, II, III Engines with power output

more than 130 kW will have to be equipped with respective EIAPP certificate and approved

NOx technical file.

Regulation 13. Nitrogen Oxides (NOx)

Apply to engines with a power output of more than 130 kW installed on a ship

Tier I:

It applies to engines with a power output of more than 130 kW installed on a ship constructed (keel laying

date) on or after 01/01/2000 and before 01/01/2011, and to major engine conversions (see Chapter 2.

Definition) performed between these dates, even if the keel laying date of the ship was earlier. From

01/07/2010.

Engines with a power output of more than 130 kW installed on a ship constructed (keel laying date)

on or after 01/01/2000 and before 01/01/2011 =>01/07/2010

and

to major engine conversions performed between these dates, even if the keel laying date of the ship

was earlier =>01/07/2010

Tier I will also be applicable to engines with a power output of more than 5,000 kW and a per cylinder

displacement of more than 90 litres, installed on ships constructed on or after 01/01/1990 and before

01/01/2000, provided that an approved method (NOx reduction method) for that engine has been certified by

a Party to Annex VI, was notified to IMO, and is commercially available. In this case, carriage of an

―approved method file‖ instead of an EIAPP certificate and technical file is obligatory.

Engines with a power output of more than 5,000 kW and a per cylinder displacement of more than 90

litres, installed on ships constructed on or after 01/01/1990 and before 01/01/2000 =>01/07/2010

Tier II: Apply to engines installed on ships on or after 1 January 2011

Apply to engines installed on ships constructed on or after 1/1/2011 or to non identical engine replacement

on or after this date.

Tier III: Apply to engines installed on ships on or after 1 January 2016 operating in ECAs

Apply to engines installed on ships constructed on or after 1/1/2016 or to non identical engine replacement

on or after this date. This is applicable only if vessels are operating in ECAs. Outside ECAs, Tier II is

applicable.



D 1.1


Reduction of sulphur content in fuels used on board ships

Regulation 14: Sulphur Oxides (SOx) & particulate matter (PM)

- shall not exceed:

-4.5% prior to 1/1/2012

-3.5% on or after 1/1/2012

-0.5% on or after 1/1/2020

In Emission Control Areas the sulphur content should not exceed:

-1.5% prior to 1/7/2010

-1.0% on or after 1/7/2010

-0.1% on or after 1/1/2015

Mandatory written fuel oil change over procedures should be available on board after 1 July 2010

6 Those ships using separate fuel oils to comply with paragraph 4 (limits for ECA) of this regulation and

entering or leaving an Emission Control Area set forth in paragraph 3(general limits) of this regulation shall

carry a written procedure showing how the fuel oil change-over is to be done, allowing sufficient time for

the fuel oil service system to be fully flushed of all fuel oils exceeding the applicable sulphur content

specified in paragraph 4 of this regulation prior to entry into an Emission Control Area. The volume of low

sulphur fuel oils in each tank as well as the date, time, and position of the ship when any fuel-oil-change-

over operation is completed prior to the entry into an Emission Control Area or commenced after exit from

such an area, shall be recorded in such log-book as prescribed by the Administration.

All ships => 01/07/2010

The Parties, based on the information developed by the group of experts, may decide whether it is possible

for ships to comply with the date in paragraph 1.3 of this regulation (Sulphur content <0.5% on or after

1/1/2020). If a decision is taken that it is not possible for ships to comply, then the standard in that

subparagraph shall become effective on 1 January 2025.

Tankers caring crude oil should have an approved VOC management plan. The plan has to be

ship specific and must have written procedures for minimizing VOC emissions.

Regulation 15: Volatile Organic Compounds (VOC)

5 A tanker to which paragraph 1 of this regulation applies shall be provided with a vapour emission

collection system approved by the Administration taking into account the safety standards for such systems

developed by the Organization5, and shall use this system during the loading of relevant cargoes. A port or

terminal which has installed vapour emission control systems in accordance with this regulation may accept

tankers which are not fitted with vapour collection systems for a period of three years after the effective date

identified in paragraph 2 of this regulation.

6 A tanker carrying crude oil shall have on board and implement a VOC Management Plan

approved by the Administration. Such a plan shall be prepared taking into account the guidelines developed

by the Organization.


platforms => 1/07/2010



D 1.1


Substances not permitted to be incinerated.

Regulation 16: Shipboard Incineration

1 Except as provided in paragraph 4 of this regulation, shipboard incineration shall be allowed only in a

shipboard incinerator.

2 Shipboard incineration of the following substances shall be prohibited:

.1 residues of cargoes subject to Annex I, II or III or related contaminated packing materials;

.2 polychlorinated biphenyls (PCBs);

.3 garbage, as defined by Annex V, containing more than traces of heavy metals;

.4 refined petroleum products containing halogen compounds;

.5 sewage sludge and sludge oil either of which are not generated on board the ship; and

.6 exhaust gas cleaning system residues.

3 Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard incinerator

for which an IMO Type Approval Certificates7 has been issued.

4 Shipboard incineration of sewage sludge and sludge oil generated during normal operation of a ship may

also take place in the main or auxiliary power plant or boilers, but in those cases, shall not take place inside

ports, harbours and estuaries.


platforms => 1/07/2010



D 1.1


3.6.3.2 Latest Amendments

Res.MEPC.190(60) designated North American as Emission Control Area for the purpose of

Regulations 13 and 14 of Annex VI and this amendments shall enter into force on from 1 August

2011 and will become effective from 1 August 2012. Whereas the United States Caribbean Sea was

established as emission control area as well, at the 62 session of MEPC. These information are

important for ships operating on North American waters.

Res.MEPC.194(61) approved a revised form of Supplement to the IAPP Certificate, which will be

improved from 1 February 2012.

The newest MEPC Resolution included to Annex VI introduces new regulations on energy

efficiency for ships.(MEPC 203(62)

Major amendment to Annex VI consists in requirement of new certificate: International Energy

Efficiency Certificate (IEE Certificate). Issues connected which IEE certificate are described in

the new chapter 4 “ REGULATIONS ON ENERGY EFFICIENCY FOR SHIPS”. Rules 19 to

23 and Appendix VIII

CHAPTER 4: REGULATIONS ON ENERGY EFFICIENCY FOR SHIPS

Regulation 19 – Application

1 This chapter shall apply to all ships of 400 gross tonnages and above.

2 The provisions of this chapter shall not apply to:

.1 ships solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State

the flag of which the ship is entitled to fly. However, each Party should ensure, by the adoption of

appropriate measures, that such ships are constructed and act in a manner consistent with chapter

4, so far as is reasonable and practicable.

3 Regulation 20 and regulation 21 shall not apply to ships which have diesel-electric propulsion, turbine

propulsion or hybrid propulsion systems.

4 Notwithstanding the provisions of paragraph 1 of this regulation, the Administration may waive the

requirement for a ship of 400 gross tonnage and above from complying with regulation 20 and

regulation 21.

5 The provision of paragraph 4 of this regulation shall not apply to ships of 400 gross tonnage and above:

.l for which the building contract is placed on or after 1 January 2017;or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of

construction on or after 1 July 2017;or

.3 the delivery of which is on or after 1 July 2019; or

.4 in cases of a major conversion of a new or existing ship, as defined in regulation 2.24, on or after 1

January 2017, and in which regulation 5.4.2 and regulation 5.4.3 of chapter 2 apply.

6 The Administration of a Party to the present Convention which allows application of paragraph 4, or

suspends, withdraws or declines the application of that paragraph, to a ship entitled to fly its flag shall

forthwith communicate to the Organization for circulation to the Parties to the present Protocol

particulars thereof, for their information.



D 1.1


Regulation 20 – Attained Energy Efficiency Design Index (Attained EEDI)

1 The attained EEDl shall be calculated for:

.1 each new ship;

.2 each new ship which has undergone a major conversion; and

.3 each new or existing ship which has undergone a major conversion, that is so extensive that the ship is

regarded by the Administration as a newly constructed ship

which falls into one or more of the categories in regulations 2.25 to 2.351. The attained EEDl shall be

specific to each ship and shall indicate the estimated performance of the ship in terms of energy efficiency,

and be accompanied by the EEDl technical file that contains the information necessary for the calculation of

the attained EEDl and that shows the process of calculation. The attained EEDl shall be verified, based on

the EEDl technical file, either by the Administration or by any organization3 duly authorized by it.

2 The attained EEDl shall be calculated taking into account guidelines4 developed by the Organization.

Notes

1. Regulation 2.25 to 2.36 can be found in Chapter 2.1. Definitions of this report.

3 Refer to the Guidelines for the authorization of organizations acting on behalf of the Administration,

adopted by the Organization by resolution A.739(18), as may be amended by the Organization, and the

Specifications on the survey and certification functions of recognized organizations acting on behalf of

the Administration, adopted by the Organization by resolution A.789(19), as may be amended by the

Organization.

4. Guidelines on the method of calculation of the Energy Efficiency Design lndex for new ships.


platforms => 01/01/2013

Regulation 20 shall not apply to ships which have diesel-electric propulsion, turbine propulsion or

hybrid propulsion systems.

“Regulation 21 – Required EEDI

1 For each: .

.1 new ship;

.2 new ship which has undergone a major conversion; and

.3 new or existing ship which has undergone a major conversion that is so extensive that the ship is

regarded by the Administration as a newly constructed ship

which falls into one of the categories defined in regulation 2.25 to 2.31 and to which this chapter is

applicable, the attained EEDl shall be as follows:

Attained EEDl ≤ Required EEDl = (1-X/100) x Reference line value

where X is the reduction factor specified in Table 1 for the required EEDl compared to the EEDl

Reference line.

2 For each new and existing ship that has undergone a major conversion which is so extensive that the ship

is regarded by the Administration as a newly constructed ship, the attained EEDl shall be calculated and

meet the requirement of paragraph 21.1 with the reduction factor applicable corresponding to the ship

type and size of the converted ship at the date of the contract of the conversion, or in the absence of a

contract, the commencement date of the conversion.



D 1.1


Table 1. Reduction factors (in percentage) for the EEDI relative to the EEDI Reference line

Ship Type Size

Phase O

01/01/2013

-

31/12/2014

Phase 1

01/01/2015

-

31/12/2019

Phase 2

01/01/2020

-

31/12/2024

Phase 3

01/01/2025

and

onwards

Bulk carrier 20,000 DWT and above 0 10 20 30

10,000 – 20,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

Gas carrier 10,000 DWT and above 0 10 20 30

2,000 – 10,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

Tanker 20,000 DWT and above 0 10 20 30

4,000 – 20,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

Container

ship

15,000 DWT and above 0 10 20 30

10,000 – 15,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

General

Cargo ships

15,000 DWT and above 0 10 20 30

3,000 – 15,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

Refrigerated

cargo carrier

5,000 DWT and above 0 10 20 30

3,000 – 5,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

Combination

carrier

20,000 DWT and above 0 10 20 30

4,000 – 20,000 DWT n/a 0 – 10* 0 – 20* 0 – 30*

*)Reduction factor to be linearly interpolated between the two values dependent upon vessel size. The lower value

of the reduction factor is to be applied to the smaller ship size.

n/a means that no required EEDl applies.

3 The Reference line values shall be calculated as follows:

Reference line value = a x b -c

where a, b and c are the parameters given in Table 2.

Table 2. Parameters for determination of reference values for the different ship types

Ship type defined in regulation 2 a b c

2.25 Bulk carrier 961.79 DWT of the ship 0.477

2.26 Gas carrier 1120.00 DWT of the ship 0.456

2.27 Tanker 1218.80 DWT of the ship 0.488

2.28 Container ship 174.22 DWT of the ship 0.201

2.29 General cargo ship 107.48 DWT of the ship 0.216

2.30 Refregerated cargo carrier 227.01 DWT of the ship 0.244

2.31 Combination carrier 1219.00 DWT of the ship 0.488

4 If the design of a ship allows it to fall into more than one of the above ship type definitions, the required

EEDl for the ship shall be the most stringent (the lowest) required EEDI.

5 For each ship to which this regulation applies, the installed propulsion power shall not be less than the

propulsion power needed to maintain the manoeuvrability of the ship under adverse conditions as

defined in the guidelines to be developed by the Organization.

6 At the beginning of Phase 1 and at the midpoint of Phase 2, the Organization shall review the status of

technological developments and, if proven necessary, amend the time periods, the EEDI reference line

parameters for relevant ship types and reduction rates set out in this regulation.


platforms => 01/01/2013

Regulation 21 shall not apply to ships which have diesel-electric propulsion, turbine propulsion or

hybrid propulsion systems.



D 1.1


Regulation 22 – Ship Energy Efficiency Management Plan (SEEMP)

1 Each ship shall keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP). This

may form part of the ship's Safety Management System (SMS).

2 The SEEMP shall be developed taking into account guidelines adopted by the Organization.‖


platforms => 01/01/2013

Regulation 23– Promotion of technical co-operation and transfer of technology relating to the

improvement of energy effíciency of ships

1 Administrations shall, in co-operation with the Organization and other international bodies, promote and

provide, as appropriate, support directly or through the Organization to States, especially developing States,

that request technical assistance.

2 The Administration of a Party shall co-operate actively with other Parties, subject to its national laws,

regulations and policies, to promote the development and transfer of technology and exchange of

information to States which request technical assistance, particularly developing States, in respect of the

implementation of measures to fulfil the requirements of chapter 4 of this annex, in particular regulations

19.4 to 19.6."

A new appendix Vlll is added at the end of the Annex as follows:

"APPENDIX Vlll. Form of lnternational Energy Efficiency (IEE) Certificate”


platforms => 01/01/2013

The relevant and significant changes in MARPOL Annex VI may be the main reason for future

retrofitting work on ships.



D 1.1


3.6.4 Retrofitting work forecast according to MARPOL Annex VI environmental

requirements.

3.6.4.1 From Regulation 12

Rule description

Progressive prohibition of using installation which contain ozone depleting substances.

Ship constructed before 19 May 2005

shall maintain a list of equipment containing ozone depleting substances (ODS).

which has rechargeable systems that contain ozone depleting substances shall maintain an

Ozone Depleting Substances Record Book. This Record Book may form part of an existing

log-book or electronic recording system as approved by the Administration

Note: Any deliberate emissions of ozone depleting substances are prohibited. Deliberate

emissions include emissions occurring in the course of maintaining, servicing, repairing or

disposing of systems or equipment.

Applications

All ships of 400 gross tonnage and above and every fixed and floating drilling rig and other

platform constructed before 19 May 2005 are allowed to use equipment containing ozone depleting

substances (OSD) but are obliged to maintain ODS record book.

Comments

Possibility of servicing, repairing or removing of installation with ODS during maintaining ships

in repair yards.


Implications

o Owner:

implications mainly related to the cost of possible exchange or redesign refrigerating or

cooling system or other installations containing ODS.

o Repair Shipyard

Necessity of reception facilities for ODS and equipment containing such substances.

Possibility of a need to redesign or replace refrigerating or cooling system or other

installations containing ODS.



D 1.1




Progressive reduction of NOx emission taking into consideration:

o power output of marine diesel engine (more than 130 kW)

o date of construction

o power output of marine diesel engine and a cylinder displacement

Applications

Each marine diesel engine with a power output of more than 130 kW installed on a ship

constructed on or after 1 January 2000 is obliged to fulfill requirements of regulation 13 from 1

July 2010. Whilst a marine diesel engine with a power output of more than 5,000 kW and a per

cylinder displacement at or above 90 liters installed on a ship constructed on or after 1 January

1990 but prior to 1 January 2000 shall comply with the emission limits, provided that an

Approved Method for that engine has been installed and certified by an Administration of a Party

and notification of such certification has been submitted to the Organization by the certifying

Administration. This requirement shall apply no later than the first renewal survey that occurs 12

months or more after deposit of the notification (mentioned above). If the owner of a ship on

which an Approved Method is to be installed can demonstrate to the satisfaction of the

Administration that the Approved Method was, despite best efforts, commercially unavailable to

obtain, then that Approved Method shall be installed on the ship no later than the next annual

survey of that ship which falls after the Approved Method is commercially available.

Comments

Possibility that existing ships still need application of techniques or installation of devices for

reducing NOx emissions.


There are some ways of reduction NOx emission on ships:

o Utilising catalysts,

o Fitting parameters in combustion chamber e.g. delay of fuel injection timing; excessive

cooling of intake air; water injection or use of emulsified fuel; exhaust gas recirculation

etc. and combination of the above-mentioned NOx reduction techniques,

o Rebuilding of marine diesel engines.

Removal of NOx from flue gases requires significant changes in the exhaust systems of ships,

including additional tanks, pipes, pumps, water treatment systems, storage of chemicals and

special waste.

Implications

o Owner:

Significant implications, mainly related to the cost of installation of NOx reducing

devices

o Repair Shipyard

Installation of NOx reducing devices – assembly and adaptation of engine room and

exhaust systems of ships



D 1.1




Progressive reduction of SOx emission with consideration to Emission Control Areas.

Applications

Sulphur content in fuel oil on every ship of 400 GT and above, every fixed and floating drilling

rig and other platforms should not exceed 1 % on the Emission Control Area till 2015. From 2015

allowed sulphur content will be reduced to 0,1%. And outside the special areas:

Till the end of 2011 sulphur content is 4,5%, from 1 January 2012 to 2020 –3,5% and very low

sulphur content, equals 0,5% will be required from 2020.

Comments

Sulphur emission targets can be achieved by utilising scrubbing technology or low-sulphur fuels.

Low sulphur fuel oils are more expensive (and not available in great quantities) so there is a need

for applying SOx emission reduction techniques (scrubbers and/or catalyst). Furthermore, some

of the equipment on the ships designed for heavy fuel oil may need to be modified to operate on

the low sulphur fuels.

Installing devices reducing SOx from flue gases requires significant changes in the exhaust systems

of ships, including additional tanks, pipes, pumps, water treatment systems, storage of chemicals

and special waste. Currently used scrubbers (gas separators) remove sulphur from the engine

exhaust, but at the expense of higher energy consumption, and thus more CO2 emissions.


Implications

o Owner:

Significant implications, mainly related to the cost of low sulphur fuel oils, modification

or installation of devices reducing SOx

o Repair Shipyard

Installation of SOx reducing devices – assembly and adaptation in the exhaust systems of

ships, including additional tanks, pipes, pumps, water treatment systems, storage of

chemicals and special waste.

Notes:

There is a project funded by the European Commission called “EffShip- Efficient Shipping with low

emissions”. The project is a combined Research, Technological development and Demonstration (RTD)

project. Specific project goals to achieve this include improving the efficiency of the ship machinery,

introducing alternative marine fuels, using wind energy as a complementary propulsion force and

developing applicable technology for reducing the emissions of CO2, NOx , SOx and Particulate Matter.

The EffShip project is planned to start 2009-12-01 and to finish 2013-03-31 with delivery of the Final

Report.



D 1.1


3.7 International Convention for the Control and Management of Ships’ Ballast

Water and Sediments (BWM) The introduction of harmful aquatic organisms and pathogens to new environments had been identified as

one of the four greatest threats to the world‘s oceans.

3.7.1 Introduction to “Ballast Water and Sediments management”

Harmful effects of unwanted organisms originating from ship ballast water was first reported to the IMO in

1988 by Canada, which has informed the MEPC about the presence of invasive marine organisms in the

waters of the Great Lakes. In response to the problem in 1991, the Committee MEPC adopted the first

voluntary guidelines on the prevention of the introduction of unwanted marine organisms by ships in their

ballast water and sediments removed. Then, following the UN Conference on Environment and

Development (UNCED), held in Rio de Janeiro in 1992, the IMO initiated negotiations to consider the

possibilities of developing an internationally binding instrument to address the transfer of harmful aquatic

organisms and pathogens in ships‘ ballast water.

In November 1993, the IMO Assembly adopted resolution A.774(18) based on the 1991 Guidelines

requesting the MEPC and the MSC to keep the Guidelines under review with a view to developing

internationally applicable, legally-binding provisions. While continuing its work towards the development

of an international treaty, the Organization adopted, in November 1997, resolution A.868(20) - Guidelines

for the control and management of ships' ballast water to minimize the transfer of harmful aquatic

organisms and pathogens inviting its Member States to use these new guidelines when addressing the issue

of invasive alien species.

From 1999 onwards, the Ballast Water Working Group, established by the MEPC in 1994, focused on the

preparation of a free-standing Convention on control and management of ships‘ ballast water and

sediments. After more than 14 years of negotiations between IMO Member States, the International

Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention)

together with four conference resolutions was adopted by consensus at a Diplomatic Conference held at

IMO Headquarters in London on 13 February 2004.

Convention consists on 22 Articles and Regulations from A to E given in Annex. The Annex entitled

―Regulation for the Control and Management of Ships‘ Ballast Water and Sediments‖ is an integral part of

Convention. In the Appendix to Convention are contained: The form of International Ballast Water

Management Certificate and The Form of Ballast Water Record Book. The last part of Convention are

resolutions adopted by the Convention.

Several articles and regulations of the Convention refer to guidelines to be developed by the Organization.

These guidelines G1- G14 (see table below) were created and adopted in a very short time from July 2005

to October 2008. This achievement would have not been possible without the technical support of BWWG

and BLG, FSI and DE Sub-Committees.

Entry into Force

The BWM Convention is still open for accession.

The Convention shall enter into force twelve months after the date on which not less than thirty States, the

combined merchant fleets of which constitute not less than thirty-five percent of the gross tonnage of the

world‘s merchant shipping, have either signed it without reservation as to ratification, acceptance or

approval, or have deposited the requisite instrument of ratification, acceptance, approval or accession in

accordance with Article 17. [Article 18]



D 1.1


Status of BWM Convention as after the MEPC62 (July 2011)

Number of contracting States/Parties – 28,

Percentage of world tonnage – 26,37 %,

The following States have ratified the Convention: Albania, Antigua & Barbuda, Barbados, Brazil, Canada,

Cook Islands, Croatia, Egypt, France, Iran (Islamic Republic of), Kenya, Kiribati, Liberia, Malaysia,

Maldives, Marshall Islands, Mexico, Netherlands, Nigeria, Norway, Republic of Korea, Saint Kitts and

Nevis, Sierra Leone, South Africa, Spain, Sweden, Syrian Arab, Republic, Tuvalu.

3.7.2 Objectives of BWM Convention

Purpose of the Convention is to protect the marine environment through preventing the transfer of invasive

species due to the proper control and management (and eventual treatment) of ships‘ ballast water.

CONVENTION ENCOURAGES PARTIES TO CO-OPERATE FOR THE PURPOSE OF EFFECTIVE

IMPLEMENTATION, COMPLIANCE AND ENFORCEMENT OF THE CONVENTION AND OBLIGES

AMONG OTHERS TO UNDERTAKE CONTINUED DEVELOPMENT OF BALLAST WATER

MANAGEMENT AND STANDARDS TO PREVENT, MINIMIZE AND ULTIMATELY ELIMINATE

THE TRANSFER OF HARMFUL AQUATIC ORGANISMS AND PATHOGENS THROUGH THE

CONTROL AND MANAGEMENT OF SHIPS‘ BALLAST WATER AND SEDIMENTS.



D 1.1


3.7.3 Documents / Guidelines table list to the BWM Convention

The BWM Convention is still in the process of ratification and there are no amendments to articles neither

to regulations yet.

The Convention requires a review to be undertaken no later than three years before the first effective date

for compliance with the performance standard set out in regulation D-2 in order to determine whether

appropriate technologies are available to achieve the standard.

The first review was conducted at MEPC 53 and the Ballast Water Review Group, established in

accordance with the provisions of regulation D-5.2, concluded that the variety of systems being tested on

board have the potential to meet the criteria of safety, environmental acceptability and practicability and

that, it is reasonable to expect ballast water management technologies and type-approved systems would

be available by October 2008.

The second review was conducted at MEPC 55 when the Committee noted that type approved ballast

water management systems would probably be available for installation prior to the first application date

of the BWM Convention. However, the Committee remained concerned regarding the capability of all

ships subject to regulation B-3.3 of the Convention to meet the D-2 standard in 2009 due to procedural and

logistical problems.

Following an initiative of the Secretary-General of IMO to address this concern, the Assembly, at its 25th

session, adopted resolution A.1005(25) on the Application of the International Convention for the Control

and Management of Ships‘ Ballast Water and Sediments, 2004 (see table below). The Assembly

resolution calls on States, which have not yet done so, to ratify, accept, approve or accede to the

Convention as soon as possible. In the meantime, the resolution recommends that ships built in 2009 to

which regulation B-3.3 applies, should not be required to comply with regulation D-2 until their second

annual survey, but no later than 31 December 2011. The Assembly resolution instructs MEPC to keep this

provision under review, in particular, to review, not later than at its fifty-eighth session, the issue of a ship

subject to regulation B-3.3 constructed in 2010 and the immediate availability of type-approved

technology for such a ship to meet the D-2 standard.

In the subsequent reviews MEPC 58 confirmed that ballast water treatment technologies were currently

available and more technologies would be available in the near future and MEPC 59 concluded that there

were sufficient type-approved ballast water treatment technologies available for ships, subject to regulation

B-3.3, constructed in 2010 and agreed that no changes to Assembly resolution A.1005(25) were needed. In

MEPC 62 final approval was given to seven ballast water management systems which make use of active

substances, according to the recommendation of the established Group of Experts. MEPC 62 also adopted

the procedure for approving other methods of ballast water management in accordance with regulation B-

3.7 of the BWM Convention, which will open the door for new methods and concepts to prevent risks

arising from teh transfer of invasive species, providing that such methods will ensure at least the same level

of protection of teh environment as set out in the Convention and are approved in principle by the MEPC.

Guidance on scaling of ballast water management systems was also approved.

To facilitate the process of global and uniform implementation of the instrument, the IMO Member States

have developed 14 sets of Guidelines (see table in the point 3.7.3).

It should be noted that due to the complexity and multi-disciplinary nature of the problem posed by the

aquatic invasive species in ships ballast water, the work is in its pioneering phase and knowledge is only

now gathering in this respect. The Guidelines are kept under review by the MEPC and will be updated as

new technologies emerge and additional knowledge becomes available.



D 1.1


Table 16. Amendment list to BWM Convention

Entry

into

force

Documents or

Amendment

Resolution Adopted Date Comments

-

BWM Convention International Convention For

the Control and Management

of Ships‘ Ballast Water and

Sediment.

16 February 2004 Convention is still in

the process of

ratification. At the

moment 28 States

ratified it,

representing 26,37%

of world total tonnage

of merchant shipping.

Recall BWMC A.1005(25)

Application of the

International Convention For

the Control and Management

of Ships‘ Ballast Water and

Sediment, 2004

29 November 2007 Resolution exempt

ships constructed in

2009 with ballast

water capacity <5000

m3 from

requirements of

comply with

regulation D-2 until

its second annual

survey, but no later

than 31 December

2011

Recall BWMC and Res

A.1005(25)

MEPC. 188(60)

Installation of ballast water

management systems on new

ships in accordance with the

application dates contained in

the ballast water management

convention (BWM

Convention)

24 March 2010 In the document was

stated that there are

sufficient type–

approved ballast

water treatment

technologies available

for ships subjected to

reg. B-3.3 constructed

in 2010.

on

ce t

he

BW

M

Conven

tio

n

ente

rs i

nto

fo

rce Ref. to Reg.A-5/

BWM Convention

MEPC.123(53) 22 July 2002

Guidelines for

ballast water

management

equivalent

compliance (G3)

-

Ref. to Reg.B-4/

BWM Convention

MEPC.124(53) 22 July 2005

Guidelines for ballast

water exchange (G6)

Revoked by

MEPC.174(58)

Ref. to Reg.D-2/

BWM Convention

MEPC.125(53) 22 July 2005 Guidelines for

approval of ballast

water management

systems (G8)



D 1.1



Entry

into

force

Documents or

Amendment


Revoked by MEPC

169(57),

Ref. to Reg.D-3/

BWM Convention

MEPC.126(53) 22 July 2005 Procedure for

approval of ballast

water management

systems that make use

of active substances

(G9)

Ref. to Reg.B-1/

BWM Convention

MEPC.127(53) 22 July 2005 Guidelines for ballast

water management

and development of

ballast water

management plans

(G4)

Ref. to Reg.D-4/

BWM Convention

MEPC.140(54) 24 March 2006 Guidelines for

approval and

oversight of prototype

ballast water

treatment technology

programmes (G10)

Ref. to Reg.D-1/

BWM Convention

MEPC.149(55) 13 October 2006 Guidelines for ballast

water exchange

design and

construction

standards (G11)

Ref. to Reg.B-5.2/

BWM Convention

MEPC.150(55) 13 October 2006 Guidelines on design

and construction to

facilitate sediment

control on ships

(G12)

Ref. to Reg.B-4.2/

BWM Convention

MEPC.151(55) 13 October 2006 Guidelines on

designation of areas

for ballast water

exchange (G14)

Ref. to Article 5/

BWM Convention

MEPC.152(55) 13 October 2006 Guidelines for

sediment reception

facilities (G1)

Ref. to Reg.B-3.6/

BWM Convention


water reception

facilities (G5)

Ref. to Reg.B-3.6/

BWM Convention


water reception

facilities (G5)

Ref. to Reg.C-1/

BWM Convention

MEPC.161(56) 13 July 2007 Guidelines for

additional measures

regarding ballast

water management

including emergency

situations (G13)



D 1.1



Entry

into

force

Documents or

Amendment


Ref. to Reg.A-4/

BWM Convention

MEPC.162(56) 13 July 2007 Guidelines for risk

assessment under

regulation A-4 of the

BWM convention

(G7)

Revokes MEPC

126(53),

Ref. to Reg.D-3/

BWM Convention

MEPC 169(57) 4 April 2008 Procedure for

approval of ballast

water management

systems that make use

of active substances

(G9)

Ref. to Article 9/

BWM Convention

MEPC 173(58) 10 October 2008 Guidelines for ballast

water sampling (G2)

Revokes MEPC

125(53),

Ref. to Reg.D-2/

BWM Convention

MEPC 174(58) 10 October 2008 Guidelines for

approval of ballast

water management

systems (G8)



D 1.1


3.7.4 BWMC Requirements for new and existing vessels

All ships designed or constructed to carry ballast water are subjected to the Convention, but there

are some ships which the Convention does not apply to, described in Article 3, Paragraph 2

Article 3: Applications

―2 This Convention shall not apply to:

(a) ships not designed or constructed to carry Ballast Water;

(b) ships of a Party which only operate in waters under the jurisdiction of that Party, unless the Party

determines that the discharge of Ballast Water from such ships would impair or damage their

environment, human health, property or resources, or those of adjacent or other States;

(c) ships of a Party which only operate in waters under the jurisdiction of another Party, subject to

the authorization of the latter Party for such exclusion. No Party shall grant such authorization if

doing so would impair or damage their environment, human health, property or resources, or

those of adjacent or other States. Any Party not granting such authorization shall notify the

Administration of the ship concerned that this Convention applies to such ship;

(d) ships which only operate in waters under the jurisdiction of one Party and on the high seas,

except for ships not granted an authorization pursuant to sub-paragraph

(c), unless such Party determines that the discharge of Ballast Water from such ships would impair

or damage their environment, human health, property or resources, or those of adjacent of other

States;

(e) any warship, naval auxiliary or other ship owned or operated by a State and used, for the time

being, only on government non-commercial service. However, each Party shall ensure, by the

adoption of appropriate measures not impairing operations or operational capabilities of such

ships owned or operated by it, that such ships act in a manner consistent, so far as is reasonable

and practicable, with this Convention; and

(f) permanent Ballast Water in sealed tanks on ships, that is not subject to discharge.‖

Requirements for ships to which the BWM Convention applies are presented in the Article 4,

Paragraph 1.

“Article 4: Control of the Transfer of Harmful Aquatic Organisms and Pathogens Through

Ships. Ballast Water and Sediments

1 Each Party shall require that ships which are entitled to fly its flag or operating under its authority comply

with the requirements set forth in this Convention, including the applicable standards and requirements in

the Annex, and shall take effective measures to ensure that those ships comply with those requirements.‖



D 1.1


Applicable standards mentioned in Article 4.1 are in Regulations D-1 and D-2.

“Regulation D-1 Ballast Water Exchange Standard

1 Ships performing Ballast Water exchange in accordance with this regulation shall do so with an efficiency

of at least 95 percent volumetric exchange of Ballast Water.

2 For ships exchanging Ballast Water by the pumping-through method, pumping through three times the

volume of each Ballast Water tank shall be considered to meet the standard described in paragraph 1.

Pumping through less than three times the volume may be accepted provided the ship can demonstrate

that at least 95 percent volumetric exchange is met.

Regulation D-2 Ballast Water Performance Standard

1 Ships conducting Ballast Water Management in accordance with this regulation shall discharge less than

10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and

less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater

than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not

exceed the specified concentrations described in paragraph 2.

2 Indicator microbes, as a human health standard, shall include:

.1 Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100

millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;

.2 Escherichia coli less than 250 cfu per 100 millilitres;

.3 Intestinal Enterococci less than 100 cfu per 100 milliliters.‖



D 1.1


The requirements set forth in the BWM Convention should be met according schedule given in

Regulation B-3.

“Regulation B-3 Ballast Water Management for Ships

1 A ship constructed before 2009:

.1 with a Ballast Water Capacity of between 1,500 and 5,000 cubic metres, inclusive, shall conduct

Ballast Water Management that at least meets the standard described in regulation D-1 or regulation

D-2 until 2014, after which time it shall at least meet the standard described in regulation D-2;

.2 with a Ballast Water Capacity of less than 1,500 or greater than 5,000 cubic metres shall conduct

Ballast Water Management that at least meets the standard described in regulation D-1 or regulation

D-2 until 2016, after which time it shall at least meet the standard described in regulation D-2.

2 A ship to which paragraph 1 applies shall comply with paragraph 1 not later than the first intermediate or

renewal survey, whichever occurs first, after the anniversary date of delivery of the ship in the year of

compliance with the standard applicable to the ship.

3 A ship constructed in or after 2009 with a Ballast Water Capacity of less than 5,000 cubic metres shall

conduct Ballast Water Management that at least meets the standard described in regulation D-2.

4 A ship constructed in or after 2009, but before 2012, with a Ballast Water Capacity of 5,000 cubic metres

or more shall conduct Ballast Water Management in accordance with paragraph 1.2.

5 A ship constructed in or after 2012 with a Ballast Water Capacity of 5000 cubic metres or more shall

conduct Ballast Water Management that at least meets the standard described in regulation D-2.

6 The requirements of this regulation do not apply to ships that discharge Ballast Water to a reception

facility designed taking into account the Guidelines developed by the Organization for such facilities.‖

All ships constructed to carry ballast water are subject to the BWM Convention according to

interim standards (Regulation D-1) and destination standards (Regulation D-2) with timetable:

- ships built before 2009 with ballast water capacity 1500-5000 m3-

Regulation D1=> till 2014

Regulation D2=> from 2015

- ships built before 2009 with ballast water capacity <1500 and >5000 m3-



- ships built in or after 2009 with ballast water capacity <5000 m3-


- ships built after 2009 but before 2012 with ballast water capacity >5000 m3-



- ships built in or after 2012 with ballast water capacity >5000 m3-


Fulfillment of designation standards (Regulations D-2) can be achieved by installing ballast water

management/treatment system. Ballast water management systems used to comply with this

Convention must be approved by the Administration taking into account Guidelines developed by

the Organization (G8 or G9).



D 1.1


3.7.5 Retrofitting work forecast according to BWM Convention environmental

requirements.

The enforcement of BWM Convention may be one of the main reasons for future retrofitting works

to be performed on ships.

Rule descriptions: Ballast water and sediments management in should meet the standards

described in regulations D-1 and D-2. Fulfillment of designation standards (Regulations D-2) can

be achieved by ballast water management/treatment system installation. For existing vessels it

means a need for retrofitting.

Application:

There is no ship retrofitting work associated to fulfilment of BWM Convention interim standards

(Regulations D-1). Ballast water systems utilised on ships mostly allow to meet ballast water

exchange standards without additional retrofitting works, whilst fulfillment of designation

standards (Regulations D-2) can be achieved by ballast water management/treatment system

installation in repair shipyards.

The requirements of Regulation D-2 will take effect gradually for all ships, depending on the

ballast water capacity and year of construction of the vessel.

Expecting that the Convention will enter into force soon, ships built in or after 2010 with ballast

water capacity <5000 m3 should be equipped with an approved ballast water treatment system, and

then:

From 2012, requirements of regulation D-2 will also apply to ships built in or after 2012

with ballast water capacity >5000m3

From 2015 - to ships built before 2009 with ballast water capacity 1500-5000m3,

From 2017 - to ships built before 2009 with ballast water capacity <1500 and

>5000m3

From 2017 - to ships built after 2009 but before 2012 with ballast water capacity>

5000m3

Implications

o Owner,

o Shipbuilder ,

o Equipment manufacturer:

Existing vessels will need to be modified.



D 1.1


Additional consequences for repair shipyards

Episode In article 10 Paragraph 2, concerning repair yard may be interpreted that the ship repair

yards need to be prepared for the reception of untreated ballast water.

“Article 10 Detection of Violations and Control of Ships

2 If a ship is detected to have violated this Convention … the Party in whose port or offshore terminal the

ship is operating, however, may grant such a ship permission to leave the port or offshore terminal for the

purpose of discharging Ballast Water or proceeding to the nearest appropriate repair yard or reception

facility available, provided doing so does not present a threat of harm to the environment, human health,

property or resources.”

In alike way may be interpreted Article 5

“Article 5 Sediment Reception Facilities

1 …In ports and terminals …. where cleaning or repair of ballast tanks occurs, adequate facilities are

provided for the reception of Sediments, taking into account the Guidelines developed by the

Organization. Such reception facilities shall operate without causing undue delay to ships and shall

provide for the safe disposal of such Sediments that does not impair or damage their environment, human

health, property or resources or those of other States.‖

Taking into account requirements from Article 5 it can be concluded that repair shipyards need to

be equipped with appropriate reception facilities for sediments.

Ballast water management systems

The Ballast Water Management Convention (BWM Convention) provides in its regulations:

―D-3.1 that ballast water management systems used to comply with this Convention must

be approved by the Administration taking into account Guidelines developed by the

Organization‖ (G8)

―D-3.2 that ballast water management systems which make use of Active Substances, to

comply with the Convention, shall be approved by IMO based on a procedure developed

by the Organization‖ (G9).

Lloyd's Register, Marine Service, annually issues the guide which provides updated information on

suppliers and the solution that they provide and indicates the status of systems in relation to the

approval process. [ref. Lloyds‘ Register Ballast water treatment Technology, Current

status,February 2010],

List of ballast water management systems that make use of Active Substances which received

Basic and Final Approvals is given in BWM.2/Circ 30 from 2nd October 2011.



D 1.1


3.8 Overview of International Convention on the Control of Harmful

Antifouling Systems on Ships (AFS)

3.8.1 Introduction to “Antifouling system”

In the early days of sailing ships, lime and later arsenical and mercurial compounds and pesticides were

used to coat ships' hulls to act as anti-fouling systems. During the 1960s the chemicals industry developed

efficacious and cost-effective anti-fouling paints using metallic compounds, in particular the organotin

compound tributylin (TBT). By the 1970s, most seagoing vessels had TBT painted on their hulls.

Environmental studies provided evidence that organotin compounds persist in the water and in sediments,

killing sealife other than that attached to the hulls of ships and possibly entering the food chain.

The pollution problems caused by TBT in anti-fouling paints were first raised at IMO's Marine

Environment Protection Committee (MEPC) in 1988.

In October 2001, IMO adopted a new International Convention on the Control of Harmful Anti-fouling

Systems on Ships, which prohibit the use of harmful organotins in antifouling paints used on ships and will

establish a mechanism to prevent the potential future use of other harmful substances in anti-fouling

systems.

With the ratification by Panama on 17 September 2007, the AFS Convention was ratified. Accordingly, the

AFS Convention entered into force on 17 September 2008.

The AFS Convention applies to all ships (including fixed and floating platforms, floating storage units

(FSUs), and Floating Production Storage and Offtake units (FPSOs), flying the flag of a Party to the

Convention.

By 1 January 2008 (effective date), ships either:

(a) shall not bear such compounds on their hulls or external parts or surfaces; or

(b) shall bear a coating that forms a barrier to such compounds leaching from the underlying non-

compliant anti-fouling systems

Until today: The following States have ratified the Convention: Antigua & Barbuda, Australia, Bahamas,

Bulgaria, Cook Islands, Croatia, Cyprus, Denmark, France, Greece, Hungary, Japan, Kiribati, Latvia,

Lithuania, Luxembourg, Marshall Islands, Mexico, Netherlands, Nigeria, Norway, Panama, Poland,

Romania, Saint Kitts and Nevis, Sierra Leone, Slovenia, Spain, Sweden, Tuvalu, …

Notes:

1. The EC adopted on 1 July 2003 the Regulation EC No. 782/2003 on the prohibition of organotin

compounds on ships.

According to this Regulation,

o As from 1 July 2003, TBT anti-fouling paints shall not be applied or re-applied on EU vessels.

o As from 1 January 2008, both EU and third country flagged vessels entering EU ports shall

either not bear TBT anti-fouling paints or bear a coating that forms a barrier to such paints.



D 1.1


3.8.2 Objectives AFS

There is a need for action to control the use of tributyl tin compounds in anti-fouling paints in order

to reduce or eliminate potential adverse impacts to the marine environment

TBT has been described as the most toxic substance ever deliberately introduced into the marine

environment. Used as a fungicide, bactericide, insecticide and wood preservative, it is known to be harmful

to a range of aquatic organism, including microalgae, molluscs and crustaceans, fish and some

invertebrates.

As a biocide in anti-fouling paint, it proved extremely effective at keeping smooth and clean the hulls of

ships and boats. And when it was introduced into anti-fouling paints, it was considered less harmful than

biocides used in anti-fouling systems at the time: such as DDT and arsenic. As a biocide, TBT needed to be

toxic to be effective in killing off the organisms that would attach to the ship's hull. The main problem was

its persistence in the marine environment.

The Objectives of the International Convention on the Control of Harmful Antifouling Systems on Ships

(AFS) are:

o promote effective measures to control the potential for adverse impacts to the marine environment

associated with the use of tributyl tin compounds in anti-fouling paints, and as an interim measure

specifically consider action as follows:

(i) to eliminate the use of anti-fouling paints containing tributyl tin compounds on non-aluminium

hulled vessels of less that 25m in length,

(ii) to eliminate the use of anti-fouling paints containing tributyl tin compounds which have an

average release rate of more than 4 microgrammes of organotin per square centimetre per day,

(iii) to develop sound management practice guidance applicable to ship maintenance and

construction facilities to eliminate the introduction of tributyl tin compounds into the marine

environment as a result of painting, paint removal, cleaning, sandblasting or waste disposal

operations, or run-off from such facilities,

(iv) to encourage development of alternatives to anti-founding paints containing tributyl tin

compounds, giving due regard to any potential environmental hazards which might be posed

by such alternative formulations, and

(v) to engage in monitoring to evaluate the effectiveness of control measures adopted and provide

for sharing such data with other interested parties;

o to consider appropriate ways towards the possible total prohibition in the future on the use of tributyl

tin compounds in anti-fouling paints for ships.



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3.8.3 Amendments / Guidelines table list to the AFS

Table 17. Amendment list to AFS Convention

Entry

into

force


17

/09

/20

08

AFS Convention International Convention on

the Control of Harmful Anti-

fouling Systems on Ships.

5 October 2001 Effective date

01/01/2008

Prohibition to apply

or re-apply organotin

compounds, which act

as biocides in anti-

fouling systems

-

- AFS.3 Circ.3 (*) 22 July 2009

Guidance on best

management practices

BMPs for removal of

anti-fouling coatings

from

ships, including TBT

hull paints

01

/10

/20

10 MEPC.102(48) MEPC.195(61). 1 October 2010 2010 Guidelines for

the survey and

certification of anti-

fouling systems on

ships

16

/07

/20

11 MEPC.105(49) MEPC.208(62). 15 July 2011 2011 Guidelines for

inspection of

Anti-fouling systems

on ships

Notes:

There is a demonstration project funded by the European Commission within the Life-environment

program called TBT CLEAN whose main objective is the development of an integrated solution for the

permanent removal of TBT from waterways near ports and inland ship repair yards in order to support the

implementation of Directive EC No. 782/2003 on the Prohibition of Organotin Compounds on Ships.

The TBT CLEAN project has four main goals:

1. to briefly assess the environmental impact of already available alternatives for TBT;

2. to determine the release of TBT from sediments into the aquatic environment during dredging

operations;

3. to test several treatment technologies for TBT contaminated sediments;

4. to check reuse possibilities for cleaned sediments.



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3.8.4 AFS Amendments for new and existing vessels.

2010 Amendments

MEPC 61 adopted on 1 October 2010 the revised guideline as MEPC.195(61). It update MEPC.102(48)

Guidelines for the survey and certification of anti-fouling systems on ships (adopted 11 Oct 2002)

MEPC.195(61) ”2010 Guidelines for survey and certification of anti-fouling systems on ships”

Article 10 of the AFS Convention prescribes that ships shall be surveyed and certified in accordance with

the regulations of annex 4 of the Convention. ―Surveys and certification requirements for anti-fouling

systems―

Article 3 of the new guidelines prescribe the general requirements for surveys of AFS on ships, the

followings:

3.1 An initial survey should be held for Ships of 400 gross tonnage and above referred to fly the flag of a

Party engaged in international voyages, excluding fixed or floating platforms, FSUs, and FPSOs; before

the ship is put into service and the International Anti-fouling System Certificate required under regulation

2 or 3 of annex 4 to the Convention is issued for the first time.

3.2 A survey should be carried out whenever an anti-fouling system is changed or replaced. Such surveys

should cover the scope as in paragraph 2 of appendix II to these Guidelines.

3.3 A major conversion affecting the anti-fouling system of a ship may be considered as a newbuilding as

determined by the Administration.

3.4 Repairs generally do not require a survey. However, repairs affecting approximately twenty-five (25)

per cent or more of the anti-fouling system, should be considered as a change or replacement of the anti-

fouling system.

3.5 A non-compliant anti-fouling system controlled under annex 1 of the Convention, that undergoes

repair must be repaired, or replaced with a compliant anti-fouling system.

All ships that are subject to the AFS Convention (ships of 400 gt or above, excluding FSUs and

FPSOs) => 1/10/2010



D 1.1


2011 Amendments

MEPC 62 adopted on 15 July 2011 the revised guideline for inspection of Anti-fouling systems on ships

as MEPC.208(62). It REVOKES the Guidelines adopted by resolution MEPC.105(49) on 18 July 2003.

MEPC.208(62) ”2011Guidelines for inspection of Anti-fouling systems on ships”

Article 11 of the AFS Convention ―Inspections of Ships and Detection of Violations‖, prescribes that A

ship to which the AFS Convention applies may, in any port, shipyard, or offshore terminal of a Party, be

inspected by officers authorized by that Party for the purpose of determining whether the ship is in

compliance with this Convention.

Article 1 of the new guidelines introduces the general requirements for inspection of AFS on ships, the

followings:

1.1 The right of the port State to conduct inspections of anti-fouling systems on ships is in Article 11 of

the AFS Convention. The guidelines for conducting these inspections are described in the new resolution.

1.2 Ships of 400 gross tonnage and above engaged in international voyages (excluding fixed or floating

platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into

service or before the International Anti-fouling System Certificate (IAFS) is issued for the first time; and

a survey should be carried out when the anti-fouling systems are changed or replaced.

1.3 Ships of 24 metres in length or more but less than 400 gross tonnage engaged in international voyages

(excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling

Systems signed by the owner or authorized agent. Such declaration shall be accompanied by appropriate

document

All ships that are subject to the AFS Convention (ships of 400 gt or above, excluding FSUs and

FPSOs) => 16/07/2011



D 1.1


3.8.5 Retrofitting work forecast according to AFS environmental requirements.

As the EC adopted on 1 July 2003 the Regulation EC No. 782/2003 on the prohibition of organotin

compounds on ships, and according to this Regulation,

o from 1 July 2003, TBT anti-fouling paints shall not be applied or re-applied on EU vessels.

o from 1 January 2008, both EU and third country flagged vessels entering EU ports shall either

not bear TBT anti-fouling paints or bear a coating that forms a barrier to such paints.

There is not ship retrofitting work associated to fulfilment the AFS environmental requirements in Europe.



D 1.1


3.9 The Hong Kong International Convention for the Safe and Environmentally

Sound Recycling of Ships (SESR)

IMO‘s role in the recycling of ships, the terminology used to refer to ship scrapping, was first raised at the

44th MEPC session in March 2000 following which a correspondence group was established to research

this issue and provide information about current ship recycling practices and suggestions on the role of

IMO.

At the MEPC 49th in July 2003 were developed guidelines adopted as the: Guidelines on Ship Recycling by

the 23rd Assembly in November-December 2003 by resolution A.962(23) and were subsequently amended

by resolution A.980(24) .

Resolution A.962(23) IMO Guidelines on ship recycling give advice to all stakeholders in the recycling

process, including administrations of ship building and maritime equipment supplying countries, flag, port

and recycling States, as well as intergovernmental organizations and commercial bodies such as

shipowners, ship builders, repairers and recycling yards.

The guidelines noted that, in the process of recycling ships, virtually nothing went to waste. The materials

and equipment are almost entirely reused. Ships' generators are reused ashore. Recycling thus makes a

positive contribution to the global conservation of energy and resources. The Guidelines on ship recycling

also introduced the concept of a "Green Passport" for ships. It was envisaged that this document, containing

an inventory of all materials used in the construction of a ship that are potentially hazardous to human

health or the environment, would accompany the ship throughout its working life. Produced by the

shipyard at the construction stage and passed to the purchaser of the vessel, the document would be in a

format that would enable any subsequent changes in materials or equipment to be recorded. Successive

owners of the ship would maintain the accuracy of the Green Passport and incorporate into it all relevant

design and equipment changes, with the final owner delivering it, with the vessel, to the recycling yard.

The IMO Assembly in November-December 2005 agreed that IMO should develop a new legally-binding

instrument on ship recycling. Resolution A.981(24) New legally-binding instrument on Ship Recycling

requested the MEPC to develop a new instrument that would provide regulations for safe and

environmentally sound recycling of ships.

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships,

2009 (the Hong Kong Convention), was adopted at a diplomatic conference held in Hong Kong, China, on

May 2009, which was attended by 63 countries.

Regulations of in the new Convention cover: the design, construction, operation and preparation of ships so

as to facilitate safe and environmentally sound recycling without compromising, the safety and operational

efficiency of ships and the establishment of an appropriate enforcement mechanism for ship recycling,

incorporating certification and reporting requirements.

Upon entry into force of the Hong Kong Convention, ships to be sent for recycling will be required to carry

an inventory of hazardous materials, which will be specific to each ship. An appendix to the Convention

provides a list of hazardous materials the installation or use of which is prohibited or restricted in

shipyards, ship repair yards, and ships of Parties to the Convention. Ships will be required to have an initial

survey to verify the inventory of hazardous materials, additional surveys during the life of the ship, and a

final survey prior to recycling.

Ship recycling yards will be required to provide a "Ship Recycling Plan", specifying the manner in which

each ship will be recycled, depending on its particulars and its inventory. Parties will be required to take



D 1.1


effective measures to ensure that ship recycling facilities under their jurisdiction comply with the

Convention.

Structure of the Hong Kong Convention

The Hong Kong Convention includes: - 21 Articles, establishing the main legal mechanisms

- 25 Regulations, containing technical requirements, in four chapters:

General (regulations 1-3)

Requirements for ships (regulations 4-14)

Requirements for ship recycling facilities (regulations 15-23)

Reporting requirements (regulations 24-25)

- 7 appendixes, containing forms for certificates.

Separately, 6 voluntary guidelines are currently being developed under the coordination of Japan providing

clarifications, interpretations, and uniform procedures for technical issues arising from the provisions of the

Convention.

Entry into force criteria

Convention shall be open for signature by any State at the Headquarters of the Organization from 1

September 2009 to 31 August 2010 and shall thereafter remain open for accession by any State. [Article

16]

Conditions of entry into force are contained in Article 17. The Convention is open for accession by any

State. It will enter into force 24 months after the date on which 15 States, representing 40 per cent of

world merchant shipping by gross tonnage, have either signed it without reservation as to ratification,

acceptance or approval or have deposited instruments of ratification, acceptance, approval or accession

with the Secretary General. Furthermore, the combined maximum annual ship recycling volume of those

States must, during the preceding 10 years, constitute not less than 3 per cent of their combined merchant

shipping tonnage.

Status of Hong Kong Convention

None of the States have ratified the Hong Kong Convention until 30.05.2011.

Objectives Hong Kong Convention

The Convention is aimed at ensuring that ships, when being recycled after reaching the end of their

operational lives do not pose any unnecessary risks to human health, safety and to the environment.

The Hong Kong Convention intends to address all the issues around ship recycling, including the fact that

ships sold for scrapping may contain environmentally hazardous substances such as asbestos, heavy

metals, hydrocarbons, ozone-depleting substances and others. It also addresses concerns raised about the

working and environmental conditions at many of the world's ship recycling locations.



D 1.1


3.9.1 Documents/Guidelines table list to the Hong Kong Convention

Hong Kong Convention is still in the process of ratification and there are no amendments to articles and

regulation yet. Although the Hong Kong Convention has not entered into force guidelines associated with

the Convention are developed.

Table 18. Amendment list to Hong Kong Convention

Entry

into

force

Documents or

Amendment


Hong Kong

International

Convention For The

Safe And

Environmentally

Sound Recycling Of

Ships, 2009

SR/Conf/45 19.05.2009 The final act of the

Conference

Guidelines for the

Development of the

Inventory

of Hazardous

Materials.

Resolution

MEPC.197(62)

15.07.2011 Revokes the

Guidelines adopted by

Resolution

MEPC.179(59)

Proposed

amendments to the

Annex to Res.

MEPC.179(59).

Amendments for

Definitive Testing

Techniques (by IACS).

Guidelines for safe

and environmentally

sound ship recycling.

Finalization and if

appropriate adoption in

2011.

Guidelines for the

development of the

ship recycling plan.

Resolution

MEPC.196(62)

15.07.2011 To the attention of

shipowners, ship

operators and ship

recycling facilities.

Guidelines for the

authorization of ship

recycling facilities.

Expected to adoption

in 2011.

Guidelines for survey

and certification.

Finalization and then

referring to FSI 20

(around June 2012).

Guidelines for

inspection of ships.

Finalization and then

referring to FSI 20

(around June 2012).



D 1.1


3.9.2 The Hong Kong Convention requirements for new and existing vessels

For the purpose of this Convention inter alia definitions of ship and hazardous materials have been

introduced in the article 2.

Article 2. Definitions

―7.―Ship‖ means a vessel of any type whatsoever operating or having operated in the marine

environment and includes submersibles, floating craft, floating platforms, self elevating platforms,

Floating Storage Units (FSUs), and Floating Production Storage and Offloading Units (FPSOs),

including a vessel stripped of equipment or being towed.

9 ―Hazardous Material‖ means any material or substance which is liable to create hazards to human

health and/or the environment.‖

Convention applies to vessels in accordance with the provisions of Article 3.

Article 3. Application

The Convention shall apply to:

ships flying the flag of a Party and

recycling facilities operating under the jurisdiction of a Party.

The Convention shall not apply to:

warships, naval auxiliary, or other ships owned or operated by a Party and used, for the time being,

only on government non-commercial service. However, each Party shall ensure, by the adoption of

appropriate measures not impairing operations or operational capabilities of such ships owned or

operated by it, that such ships act in a manner consistent with this Convention, so far as is reasonable

and practicable. This Convention shall not apply to ships of less than 500 GT or to ships operating

throughout their life only in waters subject to the sovereignty or jurisdiction of the State whose flag

the ship is entitled to fly.

While, importantly, Article 3.4 also specifies:

for ships flying the flag of non-Parties, Parties shall apply the requirements of the Hong Kong

Convention, to ensure that no more favorable treatment is given to such ship.

Ships of 500 GT or more



D 1.1


Requirements for ships are included in Annex to Convention - Regulations for Safe and

Environmentally Sound Recycling of Ships

Regulation 1

(a) Ship beginning implementing the Hong Kong Convention

New buildings:

prohibition/restriction in the use in shipbuilding of Hazardous Materials listed in Appendix 1 of the

Hong Kong Convention;

development of Part of Inventory of Hazardous Materials (IHM) for materials listed in Appendix 2

of the Hong Kong Convention

Existing ships:

within five years from e.i.f., or at time of recycling if that is earlier, development of Part I of

Inventory of Hazardous Materials (IHM) at least for materials listed in Appendix 1 of the Hong

Kong Convention

New buildings and existing ships:

initial survey verifying Part I of Hong Kong Convention,

issuance of International Certificate on Inventory of Hazardous Materials (ICIHM).

(b) Ship in service

prohibition/restriction in the use of Hazardous Materials listed in Appendix 1 of the Hong Kong

Convention in ship repairs and maintenance;

updating of Part I of Inventory of Hazardous Materials (IHM) after any installations of materials

listed in Appendix 2 of the Hong Kong Convention;

renewal/additional survey verifying that Part I of IHM continues to meet Hong Kong Convention;

renewal of ICIHM with 5years‘ maximum validity.

(c) Ship preparing for recycling

select an authorized facility (in a Party State) to recycle the ship;

ensure that the facility is authorized/capable to deal with the types and quantities of hazardous

materials contained in the ship (as per IHM);

provide the facility with copies of the IHM, the ICIHM, and with any other relevant information;

complete Part II (for operationally generated wastes) and Part III (for stores) of the IHM;

notify the Administration (flag State) of intention to recycle the ship;

once the approved Ship Recycling Plan is received from the facility, arrange for a final survey to

verify the IHM and that the SRP reflects correctly the IHM and that it contains other required

information;

following the final survey obtain the International Ready for Recycling Certificate (IRRC) from the

flag State or its Recognized Organization.



D 1.1


Chapter 2 includes requirements for ships at

Part A - designation, construction, operation and maintenance of ship

Regulation 4 - Control of ships′ Hazardous Materials

―In accordance with the requirements specified in Appendix 1 to this Convention each Party:

.1 shall prohibit and/or restrict the installation or use of Hazardous Materials listed in Appendix 1 on ships

entitled to fly its flag or operating under its authority; and

.2 shall prohibit and/or restrict the installation or use of such materials on ships,whilst in its ports, shipyards,

ship repair yards, or offshore terminals, and shall take effective measures to ensure that such ships

comply with those requirements‖.

Regulation 5 - Inventory of Hazardous materials

1 Each new ship shall have on board an Inventory of Hazardous Materials. The Inventory shall be verified

either by the Administration or by any person or organization authorized by it taking into account

guidelines, including any threshold values and exemptions contained in those guidelines, developed by

the Organization. The Inventory of Hazardous Materials shall be specific to each ship and shall at least

(...)

2 Existing ships shall comply as far as practicable with paragraph 1 not later than 5 years after the entry

into force of this Convention, or before going for recycling if this is earlier, taking into account the

guidelines developed by the Organization and the Organization‘s Harmonized System of Survey and

Certification. The Hazardous Materials listed in Appendix 1, at least, shall be identified when the

Inventory is developed. For existing ships a plan shall be prepared describing the visual/sampling check

by which the Inventory of Hazardous Materials is developed, taking into account the guidelines

developed by the Organization.

Part B - Preparation for ship recycling

Regulation 1 - refers to the Definitions.

3 ―Existing ship‖ means a ship which is not a new ship.

4 ―New ship‖ means a ship:

.1 for which the building contract is placed on or after the entry into force of this Convention; or

.2 in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction

on or after six months after the entry into force of this Convention; or

.3 the delivery of which is on or after 30 months after the entry into force of this Convention.‖

Regulation 9 - concerns of Ship Recycling Plan.

A ship-specific Ship Recycling Plan shall be developed by the Ship Recycling Facility(ies) prior to any

recycling of a ship, taking into account the guidelines developed by the Organization. The Ship Recycling

Plan shall:

.1 be developed taking into account information provided by the shipowner; (...)



D 1.1


Part C - contains details requirements for surveys and certifications inter alia presents below.

Regulation 10 – Surveys

1 Ships to which this Convention applies shall be subject to the surveys specified below:

.1 an initial survey before the ship is put in service, or before the International Certificate on Inventory of

Hazardous Materials is issued. This survey shall verify that Part I of the Inventory required by regulation

5 is in accordance with the requirements of this Convention;

.2 a renewal survey at intervals specified by the Administration, but not exceeding five years. This survey

shall verify that Part I of the Inventory of Hazardous Materials required by regulation 5 complies with

the requirements of this Convention;

.3 an additional survey, either general or partial, according to the circumstances, may be made at the request

of the shipowner after a change, replacement, or significant repair of the structure, equipment, systems,

fittings, arrangements and material.

The survey shall be such as to ensure that any such change, replacement, or significant repair has been made

in the way that the ship continues to comply with the requirements of this Convention, and that Part I of the

Inventory is amended as necessary; and (...)

Regulation 11 – Issuance and endorsement of certificates

1 An International Certificate on Inventory of Hazardous Materials shall be issued either by the

Administration or by any person or organization authorized by it after successful completion of an initial

or renewal survey conducted in accordance with regulation 10, to any ships to which regulation 10

applies, except for existing ships for which both an initial survey and a final survey are conducted at the

same time, taking into account the guidelines developed by the are conducted at the same time, taking into

account the guidelines developed by the Organization.

2 The International Certificate on Inventory of Hazardous Materials issued under paragraph 1, at the request

of the shipowner, shall be endorsed either by the Administration or by any person or organization

authorized by it after successful completion of an additional survey conducted in accordance with

regulation 10.

Regulation 14 – Duration and validity of the certificates

1 An International Certificate on Inventory of Hazardous Materials issued under regulation 11 or 12 shall

cease to be valid in any of the following cases:

.1 if the condition of the ship does not correspond substantially with the particulars of the certificate,

including where Part I of the Inventory of Hazardous Materials is not properly maintained and updated,

reflecting changes in ship structure and equipment, in accordance with the guidelines developed by the

Organization;

2 An International Certificate on Inventory of Hazardous Materials shall be issued for a period specified by

the Administration, which shall not exceed five years.



D 1.1


3.9.3 Overview Guidelines for the Development of the Inventory of Hazardous

Materials referring to issues connected with ship conversions

The Guidelines provide recommendations for developing the Inventory of Hazardous Materials to

assist compliance with regulation 5 (Inventory of Hazardous Materials) of the Hong Kong

International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009.

Application of the Guidelines

These Guidelines have been developed to provide relevant stakeholders (e.g., shipbuilders,

equipment suppliers, repairers, shipowners and ship management companies) with the essential

requirements for practical and logical development of the Inventory.

Section 4 presents the share of ship repair in the process of creating of Inventory of Hazardous

Materials.



D 1.1


4 Requirements for development of the Inventory

4.1 Development of Part I of the Inventory for new ships

4.1.1 Part I of the Inventory for new ships should be developed at the design and construction stage.

4.1.2 Checking of materials listed in Table A

4.1.3 Checking of materials listed in Table B

4.2 Development of Part I of the Inventory for existing ships

In order to achieve comparable results for existing ships with respect to Part I of the Inventory, the following

procedure should be followed.

The procedure is based on the following steps:

.1 collection of necessary information;

.2 assessment of collected information;

.3 preparation of visual/sampling check plan;

.4 onboard visual check and sampling check; and

.5 preparation of Part I of the Inventory and related documentation.

The determination of Hazardous Materials present on board existing ships should, as far as practicable, be conducted

as prescribed for new ships, including the procedures described in section 6 and 7 of these Guidelines. Alternatively

the procedures described in subsection 4.2 may be applied for existing ships, but these procedures should not be

used for any new installation resulting from the conversion or repair of existing ships after the initial

preparation of the Inventory.

The procedures described in subsection 4.2 should be carried out by the shipowner, who may draw upon expert

assistance. Such an expert or expert party should not be the same as the person or organization authorized by the

Administration to approve the Inventory.

4.2.1 Collection of necessary information (Step 1)

The shipowner should identify, research, request, and procure all reasonably available documentation regarding the

ship. Information that will be useful includes maintenance, conversion, and repair documents; certificates,

manuals, ship’s plans, drawings, and technical specifications; product information data sheets (such as Material

Declarations); and hazardous material inventories or recycling information from sister ships. Potential sources of

information could include previous shipowners, the ship builder, historical societies, classification society records, and

ship recycling facilities with experience working with similar ships.

4.2.4 Onboard visual/sampling check (Step 4)

If the equipment, system and/or area of the ship are not accessible for a visual check or sampling check, they should be

classified as ―potentially containing Hazardous Material‖. The prerequisite for such classification should be the same

prerequisite as in section 4.2.3. Any equipment, system and/or area classed as ―potentially containing Hazardous

Material‖ may be investigated or subjected to a sampling check at the request of the shipowner during a later

survey (e.g., during repair, refit or conversion).

4.3 Maintaining and updating Part I of the Inventory during operations

4.3.1 Part I of the Inventory should be appropriately maintained and updated, especially after

any repair or conversion or sale of a ship.

Below are shown the parts of subsection 4.2 concerning the participation of shipyard in creation

―Development of Part I of the Inventory for existing ships‖.

2 Step 1: Collection of necessary information

2.1 Sighting of available documents (...)

If the ship has undergone conversions or major repair work, it is necessary to identify as far as

possible the modifications from the initial design and specification of the ship.



D 1.1


3.9.4 Retrofitting work forecast according to The Hong Kong Convention

The provisions of the Hong Kong Convention and the relevant guidelines will apply to the design and

construction of the vessel and its operation so also repair processes. Vessels will shall to have Inventory of

Hazardus Materials which will need to be updating after any installations of materials listed in Appendix 2

of Convention. Inventory of Hazardous is prepared by Ship owner. However, repair shipyard will

participate in creating and updating of the document if the ship is undergone the process of repair, refit or

conversions.

Prohibition or restriction in the use of Hazardous Materials listed in Appendix 1 of the Convention in ship

repairs and maintenance will be obliged after the entry into force of Convention.

Implication

o Shipowner

o Ship Managers

o Operators

o Supplier

o Repair Shipyard



D 1.1


3.10 Noise and vibration

3.10.1 Introduction to “Noise and vibration”

Noise and vibration on maritime vessels are two different factors but they have the same origin and come in

many forms. Methods to handle the related problems are similar, to a certain level, where most shipboard

noise problems are reduced by controlling vibration.

There are a number of sources of vibration and noise present in a ship or marine vehicle.

The main producers of mechanically created noise and vibration are the engines, turbines, steam turbines

and gas turbines, but there are also other sources, like air conditioning, shaft-line, cargo handling and

control equipment and mooring machinery. Besides mechanically produced ones, vibrations are caused by

the motion of the sea, slamming of the vessel on the waves and water depth, to mention just a few. The

main problem here is that they are less controllable.

Exposure to noise and vibrations is regulated and limits for maritime vessels are given in the ISO standard

6954: Guidelines for permissible mechanical vibrations on board seagoing vessels to protect personnel and

crew.

The problem of noise impact on board ships was addressed for the first time in the 80′s. The first document

formalizing provisions regarding the control of noise levels on board was the ―Code on Noise Levels on

Board Ships‖ adopted at 12th IMO session (in November 1981) as Resolution A. 468(XII). This Resolution

provides guidance for achieving a reduction of noise at the source on board ships as well as recommends

noise level limits for various spaces on board. Subsequently, in the 90′s the main classification societies

have addressed the problem from the viewpoint of the passengers comfort.

3.10.2 IMO current work

Current work on noise are performed at IMO by Maritime Environmental Protection Committee and Sub-

committee Design and Equipment Work is focused on two issues:

- Noise from commercial shipping and its adverse impacts on marine life.

Noise emission in water is a comparatively new aspect which has not been so far addressed in

detail with regard to commercial ships. Ships generate underwater noise of broad range of

frequencies from <10Hz to >100Hz. The main source of ship-generated underwater noise is the

propeller and issues such as "propulsion", "hull design", "onboard machinery" and "operational

modifications" related with ship design and equipment. Studies conducted to determine the

requirements to be met by the vessels subject to the provisions of future underwater noise (MEPC

58/INF.19) are currently under debate within the IMO (MEPC and DE). Simultaneously the ISO

(Ship and marine technology – marine environment protection) has developed ISO 16554

"Measurement and reporting of underwater sound radiated from merchant ships", following a

request from the MEPC which wished to have an international standard for measurement of

underwater noise from ships. The standard is currently at the committee draft stage, aimed at

publishing in 2012, and ISO will report to MEPC 62 on the status of the development.

- Protection against noise on board ships,

Draft amendments to the Code on Noise Levels on Board Ships is currently prepared at IMO.

The sub-Committee DE had established a correspondence group to finalize the draft amendments

to the Code on Noise Levels on Board Ships (resolution A.468(XII)) and to consider how the Code

could be made mandatory for new ships.



D 1.1


3.10.3 Amendments to the Resolution A.468 (XII)

Resolution A.468 (XII) was adopted in 1981 and since then there was no amendments to the document. At

present, intensive works are carried out at the IMO. The draft of resolution is being prepared by

subcommittee DE, completion of the revised resolution is envisaged on 2012.

Table 19. Amendment list to Noise and Vibrations Regulations.

Entry

into

force


A.468(XII) 19 November 1981

Text of document

un

know

n

Revised Resolution

A. 468(XII)

unknown planned on 2012 The draft of resolution

has been preparing by

sub-committee DE,

completion is envisaged

on 2012



D 1.1


3.10.3.1 Draft amendments to Resolution A.468 (XII)

Draft amendments to Code on Noise Levels on Board Ships is enclosed to DE 55/WP.5 from 24

March 2011. The main changes include: re-numbering of the text; inclusion of a new requirement

and changes to text of regulations.

Changes to be made concern only the issue of noise whilst vibration do not apply.

Significant changes that are being considered for introduction are:

Amendment to Chapter 1 ―General‖, point 1.3.3 and added new points: 1.3.5., 1.3.8 and 1.3.9

(new text in blue colour)

1.3.3 The Code should [further] apply to new ships of less than 1,600 tons gross tonnage, [For such ships,

deviation from the Code may be accepted by the Administration, if it is documented by the shipbuilder that

noise levels exceeding the maximum limits in table 4.2 are as low as reasonably practical taking into

account the ship‘s size,] [as far as reasonable and practicable, to the satisfaction of the Administration.]

[1.3.5bis Noise recovery areas as an alternative approach for construction, smaller or ice breaking vessels]

[1.3.8 In case of major conversion of an existing ship, it should be ensured that the noise levels on board

after the conversion is not higher than before the conversion. However if an existing ship is being

reconstructed, but not undergoing major conversion, the Code should apply to the reconstructed area.]

1.3.9 The code covers only noise sources related to the ship such as machinery and propulsion but do not

include wind/wave/ice noise, alarms, P/A systems and [entertainment], etc.

To point 1.4.4 entitled ―Continuously manned spaces new‖ added sub-points

1.4.4bis The weighted sound reduction index, Rw, is a single number value expressed in decibels (dB)

which describes the overall sound insulation performance (in laboratory) of walls, doors or floors provides

(see EN ISO 717-1: 1997).

[1.4.4bis The apparent weighted sound reduction index, R‘w, is a single number value expressed in decibels

(dB) which describes the overall sound insulation performance in situ of walls, doors or floors provides (see

EN ISO 717-1: 1997).

The normalized weighted sound insulation index, Dn,w , is a single number value expressed in decibels (dB)

which describes the overall sound insulation performance in situ between two adjacent spaces (see ISO 717-

1)]

removed the sub-entries 1.4.9 and 1.4.10, 1.4.12 and 1.4.17 and enter the sub 1.4.11bis

1.4.22bis

1.4.11bis The daily noise exposure level (Lex,24h) represents the equivalent noise exposure level for a

period of 24 hours.

Lex,24h=LAeq,T + 10 log( T/T0) where: T is the effective duration on board T0 is the reference duration 24

h.

The total equivalent continuous A-weighted sound pressure level (LAeq T), shall be calculated by using the

different noise levels (LAeq, Ti) and associated time periods with the following equation:...

... 1.4.22bis Noise reducing/cancelling headset: A device worn to reduce/cancel the level of noise by

technical means heard by the wearer...



D 1.1


In Chapter 4 ―Maximum Acceptable Sound Pressure Levels‖ the proposed changes relate to

delete subsections 4.1.2 and 4.1.4 as well as changes to the noise level limits:

Limits for noise levels are specified for various spaces as follows:

Room designation IMO

A.468(XII)

1.600-10.000 GT > 10.000 GT

4.2.1 Work spaces (see 5.1)

[Machinery spaces (cont.

manned) ]

90 90 90

Machinery spaces (not

cont. manned)

110 110 110

Machinery control rooms 75 75 75

Workshops 85 85 85

Non–specified work

spaces (other work areas)

90 85 85

4.2.2 Navigation spaces

Navigating bridge and

chartrooms

65 65 65

Listening posts, incl.

navigating bridge7 wings

and windows

70 70 70

Radio rooms (with radio

equipment operating but

not producing audio

signals)

60 60 60

Radar rooms 65 65 65

4.2.3 Accommodation spaces

Cabin and hospitals 60 60 55

Mess rooms 65 65 60

Recreation rooms 65 65 60

Open recreation areas

(external recreation

areas)

75 75 75

Offices including

treatment rooms

65 65 60

4.2.4 Service spaces

Galleys, without food

processing equipment

operating

75 75 75

Serveries and pantries 75 75 75

4.2.5 Normally unoccupied spaces

Spaces not specified (see

5.1)

90 90 90

Survival craft and rescue

boat embarkation areas

[80] [75]

[insertion of the following footnote in table 4.2, at the noise level limit for cabin and hospital in ships >

10.000 GT:

"The maximum noise level limits of crew cabins located near the inlet and outlet of engine-rooms or

arranged on the deck above the engine-room should be 60 dB(A)".]



D 1.1


Chapter 6 – ―Acoustic Insulation Between Accommodation Spaces‖ is to be amended, inter

alia, in section 6.2.1, 6.2.2 and 6.3.

6.2.1 The airborne sound insulation properties for bulkheads and decks within the accommodation should

comply at least with the following weighted airborne sound insulation reduction index (Rwla) according to

ISO Standard R7179:

Cabin to cabin RwIa 30[35]

Messrooms, recreation rooms to cabins and hospitals RwIa = 45

[Corridor to cabin Rw = 30]

[cabin to cabin communicating door Rw = 30].

6.2.2 The airborne sound insulation properties should be determined by laboratory tests in accordance with

ISO Standard R140 Pt III10, to the satisfaction of the Administration.

6.3 Erection of materials

Care should be taken in the erection of materials and in the construction of accommodation spaces to ensure

to the greatest practicable extent that the attenuation values specified in 6.2 are not significantly impaired.

[Care should be taken in the erection of materials and in the construction of accommodation spaces. During

sea trial testing, if the erection of materials is in doubt then measurements should be performed onboard of

ships for a representative selection of each type of partition, floors, doors as requested in section 6.2.1 and to

the satisfaction of the Administration.

The apparent weighted sound reduction index R‘w should comply with the requirements of the section 6.2.1

with tolerance of up to 2 dB.

Note: Field measurements should be preformed according to the guidelines ISO 140-13 and ISO 140-14.

When the area of the materials tested is < 10 m2. A minimum value of 10 m2 should be considered for the

calculation of the R‘w index] (Needs further consideration)

3.10.4 Foreseen amendments for new and existing vessels

On the basis of carried out overview of IMO current works and applied requirement, one can conclude:

- Changes to be made to Resolution A.468 (XII) shall apply to new vessels.

- According to draft of revised Resolution personnel conducting test should have proven their

competence with ISO 17025 (―chapter 3 – Measurements‖).

- It is considered to reduce underwater noise emissions into the marine environmental, and this may

involve changes to construction of merchant ships, but this is a very preliminary stage and it is not

known whether it will concern ships that are subject to retrofitting or conversion.



D 1.1


4 Retrofitting work to be done on the basis of conducted

requirements overviews

Shipowners seeking additional tonnage are increasingly looking for second-hand vessels which can be

converted to meet their demands. Moreover, owners must convert their vessels to meet new regulatory

requirements, such as the phasing out of single-hull vessels.

Depending on the age of the vessel, the differences in craftsmanship, design and quality may differ greatly.

The added materials, systems and structures must work not only individually, but also as part of the

converted vessel as an integrated whole. The older parts of the ship must be able to tolerate the tension and

stress of the new addition; this must be properly vetted before the vessel is redelivered.

All matters related to the construction of a new ships and reconstruction or repair of existing ones regulate

the relevant provisions of the IMO and Classification Societies.

Overview of key provisions of the IMO to protect the marine environment, including the latest

amendments, allows predicting the range of retrofitting for the existing fleet needed to transform it into a

more ecological, without hampering safety and operations. Defining the scope of renovation work for each

type of ships gives the ability to anticipate the demand for the type of work for shipyards.

The conducted analysis beyond the technical aspects, requiring of retrofitting works, also includes

requirements for new or revised management plans, certificates and records, which may be important

information for ship owners.

Results collected from the above mentioned analysis are presented in the table below.

The table refers to provisions that are to be met within the next few years and in the future. It does not

include requirements that must be already met.



D 1.1


Table 20. Summary List of the Retrofit foreseen work

Convention Source of requirements Implication for

ship Application

Implication for

repair shipyard

Updating/

changing

documents

Date of taking

effect

MARPOL,

Annex I

New Regulation 12.2

―Tanks for oil residues (sludge)‖

modifications

Ships 400GT

R D 1/01/2011

New Regulation 12A

“Oil fuel tank protection‖:

modification

Ships subjected to conversion on

or after 1August 2010

Ships aggregated Fuel Capacity

600m3

R 1/08/2010

Regulations 20 & 21

―Double hull and double bottom

requirements for oil tankers

delivered before 6 July 1996”

“Prevention of oil pollution from oil

tankers carrying heavy grade oil as

cargo”

modifications Oil tanker constructed before

1996

R Ships under the flag

of UE member state

2015

New Regulations 43

“Special requirements for the use or

carriage of oils in the Antarctic

area”

modifications All ships

R 1/08/2011

MARPOL,

Annex IV

Amended Regulation 9

Amended Regulation 11

Sewage Systems

Discharge of sewage

modifications and

equipment approval

Passenger ships

R D In a special area

1/01/2018

Outside special area

1/12/2012

MARPOL,

Annex V

Regulation 10

Placards, garbage management

plan, garbage record-keeping

Placards Ships of L 12m

every fixed and floating drilling

rig and other platforms

D 1/12/2012



D 1.1




ship Application

Implication for

repair shipyard

Updating/

changing

documents

Date of taking

effect

Regulation 10



garbage management

plan Ships 100GT,

Ships carry > 15 persons

every fixed and floating drilling

rig and other platforms

D 1/12/2012

Regulation 10



Entry in the Garbage

Record Book /Ships

Log.

Ships 400 and < 400 GT

1/12/2012

Regulation 10



Entry in the garbage

record-keeping

All ships

D 1/12/2012

MARPOL,

Annex VI

Regulation 6

Issue or Endorsement of a

Certificate

IPPC Certificate Ships 400GT, every fixed and

floating drilling rig and other

platforms

constructed before 01/07/2010

D 01/07/2013

Regulation 12

Ozone Depleting Substances

Prohibition of using

installation with ozone

depleting substances

(ODS) other than

hydro-

chlorofluorocarbons

Ships 400GT, every fixed and


platforms constructed on or after

19 May 2005 or ships

constructed before 19 May 2005

which have a contractual

delivery date on or after 19 May

2005

R D 01/07/2010

Regulation 12

Ozone Depleting Substances

Prohibition of using

installations with

hydro-

chlorofluorocarbons

Ships 400GT, every fixed and


platforms constructed on or after

1 January 2020 or constructed

before 1 January 2020 but which

have a contractual delivery date

on or after 1 January 2020

R D 01/07/2010



D 1.1




ship Application

Implication for

repair shipyard

Updating/

changing

documents

Date of taking

effect

Regulation 13

Nitrogen Oxides (NOx)

Modification,

Entry in the IPPC

Each marine diesel engine with a

power output of more than 130

kW installed on a ship or that

undergoes a major conversion on

or after 1 January 2000

R D 01/07/2010

Regulation 13


Limits for NOx

emissions (Tier I)

Marine diesel engines installed

on a ship constructed on or after

1 January 2000 and prior to 1

January 2011

R 01/07/2010

Regulation 13


Limits for NOx

emissions (Tier II)



1 January 2011

R 01/07/2010

Regulation 13


Limits for NOx

emissions (Tier III)



1 January 2016

R 01/07/2010

Regulation 14

Sulphur Oxides (SOx) and

Particulate Matter

Modification,

Entry in the IPPC

fuel change recorded

in log-book

All ships R D 01/07/2010

Regulation 14


Particulate Matter

Limits for SOx

emissions (global

limits)

All ships R 01/07/2010

Regulation 14


Particulate Matter

Limits for Sox

emissions (ECA)

All ships sailing inside an ECA

(Emission Control Area)

R 01/07/2010

New Chapter 4

Reg.19-22

Regulations on energy efficiency for

ships.

Certification Ships 400GT, every fixed and


platforms

R D 01/01/2013

BWM

Convention

BWM Convention Modification,

Treatment system

approval

Ships constructed to carry ballast

water

R D Soon



D 1.1




ship Application

Implication for

repair shipyard

Updating/

changing

documents

Date of taking

effect

BWM

Convention

BWM Convention Conduction of a BWM

compliant with

regulation D-1 and D-

2 until 2014

Ship constructed before 2009

with a BW capacity between

1,500 and 5,000 cubic meters

R Soon


compliant with

regulation D-1 and D-

2 until 2016

Ship constructed before 2009

with a BW capacity of less than

1,500 or greater than 5,000 cubic

meters

R Soon


compliant with

regulation D-2

Ship constructed in or after 2009

with BW capacity of less than

5,000 cubic meters

R Soon


compliant with

paragraph 1.2

Ships constructed in or after

2009, but before 2012, with a

BW capacity of 5,000 cubic

meters or more

R Soon


compliant with

regulation D-2

Ships constructed in or after

2012 and with a BW capacity of

5,000 cubic meters or more

R Soon

AFS

Convention

AFS Convention Prohibition of using

organotins in

antifouling paints

Ships 400GT - - 17/09/2008

Hong Kong

Convention

Hong Kong Convention Modification,

Certificate on

Inventory of

Hazardous Material

Ships 500GT R D No definite

Noise and

vibrations

Draft of Resolution A468(XII) Modification Ships 1600GT - - No definite



D 1.1


Analyzing data contained into the table, is evident that retrofitting works will be necessary for different

types of ships e.g.: oil tankers, passenger ships, as well as for fixed and floating drilling rigs and other

platforms. Generally, all ships, both newer and older, will require modification. The range of work will

depend on provisions which have not yet been met or will have to be met.

The largest workload for shipyards appears to stem from BWM Convention's rules. The BWM Convention

provisions relate to the entire commercial fleet with only a few exceptions. Compliance with the BWM

Convention is an extremely difficult technical task (Regulation D-2 ―Ballast Water Performance

Standard"). Installation of ballast water treatment systems on ships will be a great challenge for ship repair

industry, due to:

No ―fit-for-all‖ solutions – A ―tool kit‖ of technologies will be used

There are no detailed guidelines for design and installation of BWM system onboard

BWM Systems may impact on conventional layout, dangerous zone division, electric power

capacity etc.

Engine room of modern ships is designed to be as small as possible.

Works in repair shipyards connected with adjusting the existing ships to the requirements of BWM

Convention may begin in the near future, after the entry into force of the Convention and may be continued

for at least next 5 years - time to adapt of different types of vessels.

Striving to reduce emissions of harmful gases, realized by the provisions of MARPOL Annex VI, can also

significantly contribute to the increase of the European repair shipyards' orderbook.



D 1.1


5 Fleet survey

In the scope of task 1.1., in order to predict future retrofit works, it was planned to perform a survey on

types of vessels and frequency as well as scope of their repairs in Europe, but during realization it was

concluded that such knowledge is not very useful for specifying the future range of retrofitting works.

Moreover, it was found, that the way to learn about it is to make analysis of EU fleet statistics.

The results of conducted EU fleet study showed that there are about 22 400 vessels under European

countries flags. Their average age is about 20 years old, most abundant types of vessels, beside Special

Service ships (4069) are Fishing ones (3361), Chemical vessels (2149) and General cargo vessels (2814).

Number of Passenger vessels is 1233 and together with RoRo passenger vessels, number of vessels for

caring people is 2454.

Average Gross tonnage of particular types of vessels is:

Special Service ships – 1299 GT,

Fishing vessels – 425 GT,

Chemical vessels – 13690 GT,

General cargo vessels – 4364 GT,

Passenger vessels – 5535 GT

Roro passenger vessels – 9025 GT.

The longest ship is a 380m long oil tanker, while the average length of analysed vessels is about 100m.

Selected parameters of ships are consistent with the parameters distinguishing ships in need of retrofitting

according to newest regulations (chapter 4 – table 20). However, it is difficult to say which ones among all

the ships still do not meet the requirements of MARPOL annexes from I to VI which are already in force.

The data on vessels under European countries flag do not give information about the vessels operating

within the European seas, which were recognized as the potential customers of European repair shipyards.

It is obvious that ships operating within EU ports, for repairment and maintenance work do not choose any

distant yards, only some nearer ones in Europe. That is why, for further consideration all ships calling at

EU ports within a month were taken into account.

In May of 2011, the EU ports were called at 29 800 times, by both: EU and no EU ships. The number of no

European ships is a little more than a half of all. The detailed data concerning ships calling at EU ports are

given in Attachment 1.

Taking into account the scope of retrofitting work to be done resulting from current and the newest IMO

requirements, the types of vessels potentially in need of retrofit are:

- ships 400GT,

- ships 400GT, constructed before 2005,

- ships 500GT,

- oil tankers constructed before 1996,

- passenger ships,

- ships constructed to carry ballast water before 2009.

In the table 21 are presented types of ships potentially in need of retrofit in numbers and in percentage.

Data were estimated on the basis of one month. The presented data should be treated as guideline giving

information about the scale of future retrofitting work for fleet operating in Europe.



D 1.1


Table 21. Types of ships potentially in need of retrofit

Ship: Numbers Percentage, %

400GT 27 516 92,5

400GT, constructed before 2005 17 891 60,1

500GT, 26 856 90,3

oil tankers, constructed before 1996 134 0,5

all passenger ships 2 194 7,4

ships constructed to carry ballast water before 2009 25 970 87,3

Total numbers of ship within a month 29 754 100

Analysis of the data in the table leads to the statement that: about 93% of ships calling to EU ports have

been subjected to requirements of MARPOL Annex I, Regulation 12.2 from 1/01/2011 and some of them

may still need modification. Among these ships can also occur ships constructed before 2005, which acc. to

MARPOL Annex VI are permitted to be equipped with installations containing ozone depleting substances,

so they require special service from shipyard, all together they constitute about 18 000 during a month.

The number of oil tankers constructed before 1996, calling at EU ports within a month, is only about 134,

but some of them which may require modification, acc. to regulation 20 and 21 of MARPOL Annex VI.

Passenger ships calling within the Europe is about 2200 per month. The latest requirements of Annex IV,

will apply to passenger ships outside special areas from 2012 and inside special areas from 2018.

Nevertheless we do not know which ones of the vessels will decide to redesign and/or modify their sewage

treatment systems, and which ones will discharge them to reception facilities in ports in order to fulfill this

new requirements. The huge number of ships, close to 26 000, can be obliged to installation of ballast water

treatment systems soon. When the Hong Kong Convention entered in to force, about 27 000 ships, among

ships calling to EU ports within a month, will be subjected to their requirements.

Retrofitting in the scope of engine system and exhaust system, because of progressive reducing of NOx and

SOx emission arising from provision of MARPOL Annex VI, will be needed for most of operating ships in

general.

The analyzed data are the source of general knowledge about the potential customers of European repair

shipyards. Taking to account all together: the scope of retrofitting work to be done as well as the estimated

numbers of ships in needs of modification, shipyards can prepare technological background and

cooperation with subcontractors or suppliers for the nearest future.

Additionally, in order to achieve wilder knowledge, it was decided to ask the owners and ship operators

how they are facing the challenge of retrofitting projects in their fleets. Subsequently, in the frame of task

1.3., a document entitled ―Ship Owner Survey‖ was prepared and distributed with an appropriate

questionnaire.



D 1.1


6 Conclusions

The information presented should inform shipyards and shipowners seeking to determine what level of

environmental review is appropriate for their activities and provide basic information for conducting

whatever review is necessary to comply with all environmental requirements

Overview new requirements derived from MEPC current works and IMO Conventions, with relation to all

types of vessel, allow for designation the range of retrofitting works to be done.

Ships retrofitting should always be cost effective for owners, bring benefits to the environment and increase

comfort for crew and passengers, however it may be accompanied by some negatives aspects.

The additional conclusions arising from analysis of IMO requirements, important from the environmental

and retrofitting points of view, are as follows:

Installation adapted to the new rules will take place on the ship,

The costs of all innovations are very large,

Handling of modern installations may require more training for staff,

Installation may increase power consumption on board,

Bigger number of new systems on ships can cause increased noise and vibration on

board.

Bearing in mind the negatives resulting from the introduction of innovative means of environmental

protection, one must consider the total impact and balance them. In order to achieve more profits than loss

for the environment the following principles could be proposed:

Develop an understanding of ship activities and emissions.

Evaluate potential control technologies.

Develop partnerships and funding mechanisms.

Implement retrofit technologies.

These issues as well as economical ones will be considered during realization of WP 5



D 1.1


7 Attachments

7.1 Attachment1: Statistic of Ships Calling EU Ports

(Departure within May 2011 from a European Country)

7.1.1 Statistic per Country



D 1.1


7.1.1.1 Statistic of Ships Calling an European Ports within May 2011.

Table 22: Number of Ships calling an European Port within May 2011

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total Total

Nº of

Ships EU No EU EU No EU EU No EU EU No EU EU No EU EU No EU

Bulk Carrier 3 21 73 178 285 811 127 276 45 130 533 1416 1949

Chemical Tanker 725 317 1231 691 652 608 48 100

3 2656 1719 4375

Combination

Carrier 10

18

16 0 44 44

Container Vessel 9 38 561 464 281 489 207 480 517 942 1575 2413 3988

Fishing vessels 328 246 3

1

331 247 578

Gas Carrier 155 164 98 88 16 77 10 45 14 74 293 448 741

General Cargo

Vessel 2544 3214 1177 1979 159 329

15

3880 5537 9417

Miscellaneous 427 440 24 21 12 12

33 19 24 482 530 1012

Multi-purpose Dry

Cargo Ship 19 3 17 1 3 96

9

39 109 148

Oil Tanker 80 36 1 12 35 19 144 193 121 136 381 396 777

Others Tankers 73 64 73 22

10

3

146 99 245

Passenger Vessel 290 171 67 60 78 120 64 56 158 189 657 596 1253

RoRo Cargo Vessel 54 41 201 152 478 389 109 57 5 7 847 646 1493

RoRo Passenger

Vessel 205 105 134 73 285 45 88 18 22

734 241 975

Special Purpose

Ships 284 139 24 30 3 2

311 171 482

Special Service

Ship 1629 574 45 15 12 2

1686 591 2277

Total general 6825 5573 3729 3796 2299 3010 797 1303 901 1521 14551 15203 29754

Source: Own elaboration based on Sea-Web.com© Lloyd´s Reporter-Fairplay data



D 1.1


7.1.1.2 Statistic of Ships Calling Belgium Ports within May 2011.

Table 23: Number of Ships calling any Belgium Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of

Ships EU No EU EU No EU EU No EU EU No EU EU No EU

Bulk Carrier

3 4 18 34 2 10 1 3 75

Chemical Tanker 64 25 104 52 20 26 4 4

299

Container Vessel

4 36 17 19 34 32 59 56 109 366

Fishing vessels 4

4

Gas Carrier 20 24 7 8 1 5

2 1 10 78

General Cargo Vessel 120 103 43 85 10 42

403

Miscellaneous 13

1

2

16

Multi-purpose Dry

Cargo Ship 1

1

16

18

Oil Tanker

1 1 2 6 1

11

Others Tankers 1

5

3

1

10

Passenger Vessel 3

2

2 1

5 5 18

RoRo Cargo Vessel 2 1 15 12 57 52 20 9 1 1 170

RoRo Passenger

Vessel 4 2 3

1

5

15

Special Purpose Ships 7

7

Special Service Ship 74 3 7 1 1

86

Total general 309 160 228 181 132 214 61 93 70 128 1576




D 1.1


7.1.1.3 Statistic of Ships Calling Bulgarian Ports within May 2011.

Table 24: Number of Ships calling any Bulgarian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1

9 3 9 1

23

Chemical Tanker 5 3 10 11 3 2

2

36

Combination Carrier

1

1

Container Vessel

1 1 4

8

14

Fishing vessels 1

1

Gas Carrier 1 1

2


149

Oil Tanker 1

1

4 1 1 8

Passenger Vessel

1

1

RoRo Cargo Vessel

1

1 1 1

4

RoRo Passenger

Vessel 1

1

2

Special Purpose Ships 3 2

5

Special Service Ship 7 1

8

Total general 29 82 25 77 8 24 1 6 1 1 254




D 1.1


7.1.1.4 Statistic of Ships Calling Canary Islands Ports within May 2011.

Table 25: Number of Ships calling any Canary Islands Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 1 17 49 11 20 7 8 114

Chemical Tanker 5 2 16 12 16 16 1

68

Combination Carrier

1 1

Container Vessel

18 4 12 6 1 15 6 20 82

Fishing vessels 2 8 3

13

Gas Carrier 2

2 1 5 10


1

138

Miscellaneous 1 8

2

1

1

13

Multi-purpose Dry

Cargo Ship 1

1

2

Oil Tanker 3

1 1

2 8 14 29

Others Tankers

1 3 2

6

Passenger Vessel

3 2 3 2

1 8 19

RoRo Cargo Vessel

1 7 7 2 7 1

25

RoRo Passenger

Vessel 3

6

5

14

Special Purpose Ships 4 6 4 6

20


2

26

Total general 54 55 82 93 59 101 16 40 24 56 580




D 1.1


7.1.1.5 Statistic of Ships Calling Croatian Ports within May 2011.

Table 26: Number of Ships calling any Croatian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Chemical Tanker

1 2 2

5

Container Vessel

1

2

3

Gas Carrier

2

2

General Cargo Vessel 2 21 1 5

2

31

Miscellaneous 2 7

9

Multi-purpose Dry

Cargo Ship 1

1

2

Oil Tanker

1

3

1 1 6

Others Tankers

3

3

Passenger Vessel 3 14 4 2 1 3 3 5 5 8 48

RoRo Passenger

Vessel 13

5

18

Special Purpose Ships

1

1


3

3

Total general 8 62 7 14 4 10 6 5 6 9 131


2005 2006 2007 2008 2009

0

20

40

6038 34 33

5549

Source: CESA - SMCR Group

Ships

Croatia maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.6 Statistic of Ships Calling Cyprus Ports within May 2011.

Table 27: Number of Ships calling any Cyprus Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

4 3 2

9

Chemical Tanker 1 2 7

5 3

18

Container Vessel

8 15 8 14

1 4 6 56

Gas Carrier 1

3

1

1

6


1

60

Miscellaneous

2

2

Oil Tanker 3

1

4

Others Tankers

1

1

2

Passenger Vessel

1

1 4 3 2 1 3

15

RoRo Cargo Vessel 1

3 1 9 3

17

RoRo Passenger

Vessel 1

1


1

1


14

Total general 23 45 22 39 30 28 2 2 8 6 205




D 1.1


7.1.1.7 Statistic of Ships Calling Danish Ports within May 2011.

Table 28: Number of Ships calling any Danish Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier 1 1

5 14 17 2 5

2 47

Chemical Tanker 42 7 53 18 23 12 3 3

1 162

Combination Carrier

2

2

Container Vessel

1 33 8 4 3 1 4 4 1 59

Fishing vessels 49 10

59

Gas Carrier 1 8 2 1

1

1

14


456

Miscellaneous 19 3 1

2 1

2 3 2 33

Multi-purpose Dry

Cargo Ship 2

1 1

4

Oil Tanker 2

3

5 7 2 6 25


17


RoRo Cargo Vessel 2 3 2 7 14 2 1 1

32

RoRo Passenger

Vessel 33

14 2 8 2

3

62


3

1

57

Special Service Ship 111 25 1

1

138

Total general 467 252 176 108 77 54 13 29 14 21 1211


2005 2006 2007 2008 2009

0

50

100

150

200

85 100

140170 160


Ships

Denmark maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.8 Statistic of ships calling Estonia Ports within May 2011

Table 29: Number of Ships calling any Estonia Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 3 6

10

Chemical Tanker 8 5 20 8 14 9 2 4

70

Container Vessel

8 7 1 1

17

Fishing vessels 1

1

Gas Carrier 1

1

2


168

Miscellaneous 3 7 1

11

Oil Tanker

2

4 6 3 6 21

Passenger Vessel

3 1

1 4 1 1 7 7 25

RoRo Cargo Vessel 1

4

2

7

RoRo Passenger

Vessel 7 2 3 3 4

2

21


2


25

Total general 88 91 58 45 27 25 9 14 10 13 380




D 1.1


7.1.1.9 Statistic of Ships Calling Finland Ports within May 2011.

Table 30: Number of Ships calling any Finland Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier 1

2 6

3

1 13

Chemical Tanker 11

38 12 8 1

1

71

Container Vessel

25 9 10 6

3

53

Fishing vessels 5

5

Gas Carrier 3 1 1 1

1

7


259

Miscellaneous 7

2

1

1 11

Multi-purpose Dry

Cargo Ship 1 1

2

Oil Tanker

2

2

Others Tankers 4 2 6

12

Passenger Vessel 8 2 1

2 3 1 1 7 8 33

RoRo Cargo Vessel 3

7 4 28 6 6

54

RoRo Passenger

Vessel 3

4 2 17 3 9 4

42


1

8


44

Total general 190 46 165 56 83 29 16 12 9 10 616




D 1.1


7.1.1.10 Statistic of Ships Calling French Ports within May 2011.

Table 31: Number of Ships calling any French Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

2 8 12 44 8 15 4 11 104

Chemical Tanker 65 17 106 47 49 43 2 3

1 333

Container Vessel 1 1 12 17 21 34 19 41 44 86 276

Fishing vessels 63

63

Gas Carrier 15 14 11 5 3 8 2 4 1 8 71


458

Miscellaneous 44 65

2

1

3 1 2 118

Multi-purpose Dry

Cargo Ship 3

5

8

Oil Tanker 1 1

1 4 1 11 12 16 10 57


9



81

RoRo Passenger

Vessel 7 3 7 4 41 5 7

74


2 1

13


77

Total general 437 245 240 185 167 179 64 87 78 131 1813


2005 2006 2007 2008 2009

0

50

100

15090 100

135 135123


Ships

France maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.11 Statistic of Ships Calling German Ports within May 2011.

Table 32: Number of Ships calling any Germany Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

4 5 10 41 9 18 2 4 93

Chemical Tanker 67 18 120 40 32 16 2

295

Combination Carrier

1

2 3


Fishing vessels 7

7

Gas Carrier 6 5 4 1

2

18


1

857

Miscellaneous 42 7 2 1 1

2 1

56

Multi-purpose Dry

Cargo Ship 2

3

7

1

13

Oil Tanker 7

2

5 5 2 6 27


17



RoRo Passenger

Vessel 11

3 1 21

8 4 5

53

Special Purpose Ships 52 5 1 5 1

64


189

Total general 743 343 327 220 157 202 68 121 98 163 2442


2005 2006 2007 2008 2009

0

500

1000

1500

601747

9551100 1100


Ships

Germany maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.12 Statistic of Ships Calling Gibraltar Ports within May 2011.

Table 33: Number of Ships calling any Gibraltar Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 5 25 103 15 31 4 19 203

Chemical Tanker 13 4 33 25 34 59 5 13

186

Combination Carrier

2

2 4

Container Vessel

13 6 16 11 7 9 12 22 96

Gas Carrier 4

3 5 2 9 1 6

8 38


2

110

Miscellaneous 10 50

2

1

63

Multi-purpose Dry

Cargo Ship 7

1

8

Oil Tanker 3

2 3 8 13 7 11 47

Others Tankers

1 2

3

Passenger Vessel 1

2 3 1 5 2 2 4 9 29

RoRo Cargo Vessel

1 4 3 2 7

17

RoRo Passenger

Vessel 4

5 5 3 1

18


1

1


17

Total general 56 69 77 105 87 231 38 79 27 71 840




D 1.1


7.1.1.13 Statistic of Ships Calling Greek Ports within May 2011.

Table 34: Number of Ships calling any Greek Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 5 4 16 28 2 5

3 64


128

Container Vessel

1 8 14 6 26 3 15 9 10 92

Gas Carrier 4

3 6

1

14


146

Miscellaneous 6 3

9

Multi-purpose Dry

Cargo Ship 1 1

2

Oil Tanker 21

1

3 7 5 5 4 46


15

Passenger Vessel 25

7 2 6 10 8 4 8 8 78

RoRo Cargo Vessel 3 1 8 1 17 18

1

49

RoRo Passenger

Vessel 20 2 23

18

5

68


1


33

Total general 206 83 85 56 94 113 27 34 22 25 745


2005 2006 2007 2008 2009

0

50

100

150

50

86108 117

87


Ships

Greece maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.14 Statistic of Ships Calling Italian Ports within May 2011.

Table 35: Number of Ships calling any Italian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

2 12 14 11 30 11 25 4 4 113

Chemical Tanker 35 9 72 28 59 50 2 5

260

Combination Carrier

2

2 4


Fishing vessels 3 1

4

Gas Carrier 10 3 8 10

5 3

39


439


2

151

Multi-purpose Dry

Cargo Ship 6

10

3

19

Oil Tanker 10

1 1 2 24 25 9 10 82


26



128

RoRo Passenger

Vessel 56 2 25 10 48 3 24

168

Special Purpose Ships 7 1 1

9


141

Total general 509 252 231 244 198 241 96 114 76 151 2112


2005 2006 2007 2008 2009

0

100

200

300

400 300330 351

395350


Ships

Italy maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.15 Statistic of Ships Calling Latvian Ports within May 2011.

Table 36: Number of Ships calling any Latvian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 2 10 17 7 13

50 10


78 15

Combination Carrier

1

1

Container Vessel

9 3 4 4

20 4

Fishing vessels 1

1

Gas Carrier

1 1

1

3


217 4

Miscellaneous 4 4

8

Oil Tanker 3

2

2 4

11 2

Others Tankers 1

1

Passenger Vessel

1

1 1

1 4 1

RoRo Cargo Vessel

1

1

RoRo Passenger

Vessel 7

7 7

Special Service Ship 10

2

12

Total general 101 65 82 52 43 36 11 23 1 414 43




D 1.1


7.1.1.16 Statistic of Ships Calling Lithuanian Ports within May 2011.

Table 37: Number of Ships calling any Lithuania Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

3 3 4 16 1

27


1

33

Container Vessel

13 8 7 6 1 2

1 38

Fishing vessels

2

2

General Cargo Vessel 38 66 14 25 2

145

Miscellaneous

1

1

Oil Tanker

3 3 1 7

Others Tankers 3

3

Passenger Vessel

1

1

2

RoRo Cargo Vessel

1

3 1

5

RoRo Passenger

Vessel 7

7


2

2


14

Total general 56 72 43 41 32 28 2 6 4 2 286


2005 2006 2007 2008 2009

0

50

10062 66

7487

61


Ships

Lithuania maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.17 Statistic of Ships Calling Malta Ports within May 2011.

Table 38: Number of Ships calling any Malta Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1

1

2

4


49

Container Vessel

9 15 6 10 3 8 21 14 86

Fishing vessels 5

5

Gas Carrier 1 2 1

4


31

Miscellaneous 11 8

19

Multi-purpose Dry

Cargo Ship 1

1

Oil Tanker 4

1 2 1

8

Passenger Vessel 1

2 2 4 1

2 3 2 17

RoRo Cargo Vessel

1 3

1 1 3

9

RoRo Passenger

Vessel 6

1

3

1

11


1

5


18

Total general 57 29 33 34 25 27 9 13 24 16 267


2005 2006 2007 2008 2009

0

20

40

60 4657

49


Ships

Malta maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.18 Statistic of Ships Calling Moldava Ports within May 2011.

Table 39: Number of Ships calling any Moldova Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Chemical Tanker

1

1

Combination Carrier

1

1

Fishing vessels

1

1

General Cargo Vessel

1

3

4

Total general

3

4

7




D 1.1


7.1.1.19 Statistic of Ships Calling Monaco Ports within May 2011.

Table 40: Number of Ships calling any Monaco Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Chemical Tanker

1

1

Miscellaneous 55 63

2

120

Passenger Vessel 1

2 3

1

1 2 10

RoRo Cargo Vessel

1

1

Total general 56 63 2 5

2

1 1 2 132




D 1.1


7.1.1.20 Statistic of Ships Calling Netherlands Ports within May 2011.

Table 41: Number of Ships calling any Netherlands Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

6 10 32 77 21 31 14 31 222

Chemical Tanker 90 36 183 113 92 103 11 23

651

Combination Carrier

4

8 12



47

Gas Carrier 28 29 13 11 2 10 1 3

1 98


7

965

Miscellaneous 43 12 5 1 2 1

6 2 4 76

Multi-purpose Dry

Cargo Ship 3

1

23

1

28

Oil Tanker 1

8 1 13 28 14 16 81


4

2

21


RoRo Cargo Vessel 3 7 24 7 58 38 14 4 1

156

RoRo Passenger

Vessel 5

4

3

5

3

20


48


293

Total general 824 457 451 356 261 346 100 186 121 213 3315


2005 2006 2007 2008 2009

0

200

400

600

800

250

525664

750

485


Ships

Netherlands maintance, repair &

conversion turnover 2005-2009



D 1.1


7.1.1.21 Statistic of Ships Calling Norwegian Ports within May 2011.

Table 42: Number of Ships calling any Norwegian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

3 2 5 1 5 1 1

18


3

108

Container Vessel

1 11 10

1 1 1

25


213


3

38


304

Miscellaneous 2 16 2 1

3 2 8 34

Multi-purpose Dry

Cargo Ship 1

2

3

Oil Tanker

3

1

3 4 4 2 17

Others Tankers

6 3 2

11

Passenger Vessel 2 57

2 5 5 1 2 7 10 91

RoRo Cargo Vessel

1 4 5 2 1 2

15

RoRo Passenger

Vessel 1 41 1 17 3

4

67

Special Purpose Ships 10 54 2 5

71

Special Service Ship 20 167 3 4 1 1

196

Total general 143 785 84 87 24 26 8 21 13 20 1211


2005 2006 2007 2008 2009

0

50

100

150

50

90 90110

48


Ships

Norway maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.22 Statistic of Ships Calling Poland Ports within May 2011.

Table 43: Number of Ships calling any Polish Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 2 5 16 2 5

1 32


56

Combination Carrier

1

1

Container Vessel

3 16 8 6 5 1 4 4 2 49

Fishing vessels 7

7

Gas Carrier 1 2

1

4


285

Miscellaneous 9

1 1

1 2 3 17

Oil Tanker 6

1

1

8

Others Tankers 5

5

10

Passenger Vessel 8 1

1 1

2 1 14

RoRo Cargo Vessel 2

5 2 5 3 2

19

RoRo Passenger

Vessel 1

2 4 6 5

18


2

12


60

Total general 211 132 86 55 31 39 11 11 9 7 592


2005 2006 2007 2008 2009

0

100

200

300

400

155 180

304235 250


Ships

Poland maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.23 Statistic of Ships Calling Portugal Ports within May 2011.

Table 44: Number of Ships calling any Portugal Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

2 3 3 10 3 2 1 1 25


50

Container Vessel

23 20 14 14 2 12 6 7 98

Fishing vessels 1

1

Gas Carrier 5 9 4 3

1

2 24


1

231

Miscellaneous 2 1

1

1

5

Multi-purpose Dry

Cargo Ship 1

2

3

Oil Tanker

3 2 3 8

Others Tankers 1

3 1

1

6

Passenger Vessel 5

5 4 6 10 4 5 9 10 58

RoRo Cargo Vessel

3 2 11 5 2

23

RoRo Passenger

Vessel 1

2

1

4


2


12

Total general 112 88 99 68 49 55 12 26 18 23 550


2005 2006 2007 2008 2009

0

50

100

150

200

108 121 132

172146


Ships

Portugal maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.24 Statistic of Ships Calling Romanian Ports within May 2011.

Table 45: Number of Ships calling any Romanian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

2 1 8 9 11 1 3

1 36


1

44

Combination Carrier

2

1

3

Container Vessel

2 1 7

6 2

6 9 33

Gas Carrier 1 3 3

1

8


3

208

Miscellaneous 1 3

4

Oil Tanker 1 1

1

1 1 3 1

9

Others Tankers

1 1 1

3

Passenger Vessel 1

1

1

3

RoRo Cargo Vessel

5

5


1


1

26

Total general 39 130 27 114 17 26 4 8 8 10 383


2005 2006 2007 2008 2009

0

20

40

60

8055

6954

46

26


Ships

Romania maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.25 Statistic of Ships Calling Slovenian Ports within May 2011.

Table 46: Number of Ships calling any Slovenian Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

2 1 5 3 2 6

2 21

Chemical Tanker

6 3

9

Combination Carrier

1

1

Container Vessel

5 4 1 15 1

3 6 35


33

Miscellaneous 1 1

2

Oil Tanker 1

1

2

Passenger Vessel

1 1

1 3

1 7

RoRo Cargo Vessel

2 4 7 4

1

18

Special Service Ship 3

3

Total general 10 15 14 20 20 25 4 11 3 9 131




D 1.1


7.1.1.26 Statistic of Ships Calling Spanish Ports within May 2011.

Table 47: Number of Ships calling any Spanish Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

9 11 13 77 11 22 3 11 157

Chemical Tanker 45 14 103 59 64 61 3 6

355

Combination Carrier

1

1



19

Gas Carrier 13 4 8 12 1 7 1 11 9 19 85


1

781

Miscellaneous 29 66 1 3

2

1

102

Multi-purpose Dry

Cargo Ship 1 1 2

12

1

17

Oil Tanker 5

1 1 1 7 8 13 10 46


19



1 134

RoRo Passenger

Vessel 15

9 6 24 4 7

65

Special Purpose Ships 12 1 2

15


147

Total general 511 350 357 316 203 301 68 108 100 168 2482


2005 2006 2007 2008 2009

0

200

400

600

270 275350

403

280


Ships

Spain maintance, repair & conversion

turnover 2005-2009



D 1.1


7.1.1.27 Statistic of Ships Calling Swedish Ports within May 2011.

Table 48: Number of Ships calling any Swedish Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier 1 1

1 3 6

1

13

Chemical Tanker 52 13 69 15 27 12 4 2

194

Combination Carrier

1

1

Container Vessel

1 42 18 3 4 1 4 3 1 77

Fishing vessels 19

1

20


1

20


479

Miscellaneous 20 2 4

2 2

1 1 32

Multi-purpose Dry

Cargo Ship 1

1 1

3

Oil Tanker 3

1

4 2 1 2 13


19

Passenger Vessel 47

1

3 3 1 1 5 7 68

RoRo Cargo Vessel 6 2 11 5 29 10 4 3 1

71

RoRo Passenger

Vessel 10

11 4 35 6 7 1 4

78


16


80

Total general 439 183 238 93 113 55 21 16 15 11 1184




D 1.1


7.1.1.28 Statistic of Ships Calling Turkish Ports within May 2011

Table 49: Number of Ships calling any Turkish Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

9 4 32 33 82 4 17

5 186

Chemical Tanker 8 54 31 48 44 50 3 13

251

Combination Carrier

1

1

1 3

Container Vessel

3 13 55 10 47 11 14 7 19 179

Fishing vessels

5

5

Gas Carrier

3 2 2

3

3

4 17


1

831

Miscellaneous

14

2

2

1

19

Multi-purpose Dry

Cargo Ship 1

1 1

3

6

Oil Tanker

21

1

2 34 17 19 22 116


14

Passenger Vessel

68 4 2 3 4 4

4 6 95

RoRo Cargo Vessel 2 3

20 9 13

1

48

RoRo Passenger

Vessel 29

5

34


7


1

50

Total general 75 648 117 479 104 227 56 68 30 57 1861




D 1.1


7.1.1.29 Statistic of Ships Calling Ukraine Ports within May 2011

Table 50: Number of Ships calling any Ukraine Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

11 35 23 70 4 11 1 12 167


1

143

Combination Carrier

5

5

Container Vessel 1

8 1 8

4 5 7 34

Fishing vessels

2

2

Gas Carrier 1 8 5 4 3 12 1 1

35


479

Miscellaneous

14

14

Multi-purpose Dry

Cargo Ship 1

1

Oil Tanker

8 1 4 1 2 3 4 1 3 27

Others Tankers

1

1

Passenger Vessel

4

2

1 1 1

9

RoRo Cargo Vessel 1 2

6 5 1

15

RoRo Passenger

Vessel 2

2 1 5

10


2

2


47

1

48

Total general 24 237 67 432 47 123 9 23 8 22 992




D 1.1


7.1.1.30 Statistic of Ships Calling United Kingdom Ports within May 2011

Table 51: Number of Ships calling any United Kingdom Port within May 2011

By Length size &

Ships Flag

Types

L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total

Nº of


Bulk Carrier

1 3 4 10 51 9 30 4 11 123

Chemical Tanker 84 41 110 61 59 60 1 4

1 421

Container Vessel

7 41 36 15 25 22 48 70 119 383


98

Gas Carrier 24 28 10 11 2 4 1 6 1 17 104


1

750


9 6 3 67

Multi-purpose Dry

Cargo Ship 3

4

1

8

Oil Tanker 5

4 1 5 31 5 8 59


1

17



RoRo Passenger

Vessel 29 4 13 3 30 5 9

5

98


112


517

Total general 1048 531 306 217 207 243 65 146 103 176 3042


2005 2006 2007 2008 2009

0

100

200

300

400

391

300252 270 280


Ships

United Kingdom maintance, repair &

conversion turnover 2005-2009



D 1.1


7.1.2 Ships Calling EU Ports: Statistic per ship type.

(Departure within May 2011 from a European Country)

7.1.2.1 Bulk Carrier Calling EU Ports:

Table 52: Bulk Carrier calling EU Ports within May 2011 classified by built year and length size

Built year

Length Before 2007 2007 2008 2009 2010 2011 Total ships

L < 100 24

24

100 < L < 150 189 11 17 15 12 7 251

150 < L < 200 727 48 53 84 142 42 1096

200 < L < 250 270 21 17 21 60 14 403

L > 250 83 10 12 22 38 10 175

Total 1293 90 99 142 252 73 1949


Table 53: Bulk Carrier calling EU Ports within May 2011 classified by built year and GTs

Built year

GT Before 2007 2007 2008 2009 2010 2011 Total ships

GT < 150

150 < GT < 400

400 < GT < 5000 66 1

6

73

5000 < GT < 20000 527 30 44 45 32 14 692

20000 < GT < 50000 612 49 43 69 151 43 967

50000 < GT < 100000 86 8 12 27 63 16 212

100000 < GT < 150000 2 2

1

5

GT > 150000

Total 1293 90 99 142 252 73 1949




D 1.1


Table 54: Number of Bulk Carrier calling different EU Ports within May 2011 classified by length size

Ranking Countries L < 100 100< L <150 150 < L <200 200< L <250 L >250 Total general Percentage

1 Netherland

16 109 52 45 222 11%

2 Gibraltar

6 128 46 23 203 10%

3 Turkey 9 36 115 21 5 186 10%

4 Ukraine

46 93 15 13 167 9%

5 Spain

20 90 33 14 157 8%

6 United Kingdom 1 7 61 39 15 123 6%

7 Canary Islands

2 66 31 15 114 6%

8 Italy 2 26 41 36 8 113 6%

9 French

10 56 23 15 104 5%

10 Germany

9 51 27 6 93 5%

11 Belgium

7 52 12 4 75 4%

12 Greece 1 9 44 7 3 64 3%

13 Latvia

3 27 20

50 3%

14 Denmark 2 5 31 7 2 47 2%

15 Romania 2 9 20 4 1 36 2%

16 Poland

3 21 7 1 32 2%

17 Lithuania

6 20 1

27 1%

18 Portugal

5 13 5 2 25 1%

19 Bulgaria 1 9 12 1

23 1%

20 Slovenia

3 8 8 2 21 1%

21 Norway 3 7 6 2

18 1%

22 Finland 1

8 3 1 13 1%

23 Sweden 2 1 9 1

13 1%

24 Estonia

1 9

10 1%

25 Cyprus

4 5

9 0%

26 Malta

1 1 2

4 0%

Total general 24 251 1096 403 175 1949 100%




D 1.1


7.1.2.2 Chemical tankers Calling EU Ports:

Table 55: Chemical tankers calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 840 48 67 51 22 14 1042

100 < L < 150 1121 158 263 232 120 28 1922

150 < L < 200 809 114 158 81 76 22 1260

200 < L < 250 57 33 20 24 12 2 148

L > 250 3 3

Total 2827 353 508 391 230 66 4375


Table 56: Chemical tankers calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 21 2 11 4 1

39

150 < GT < 400 19 1

1 21

400 < GT < 5000 1217 83 155 110 67 23 1655

5000 < GT < 20000 867 139 192 178 93 24 1493

20000 < GT < 50000 680 120 145 85 65 18 1113

50000 < GT < 100000 23 8 5 14 4

54

100000 < GT < 150000

GT > 150000

Total 2827 353 508 391 230 66 4375




D 1.1


Table 57: Number of Chemical tankers calling different EU Ports within May 2011 classified by length size


1 Netherland 126 296 195 34 651 15%

2 United Kingdom 125 171 119 5 1 421 10%

3 Spain 59 162 125 9 355 8%

4 French 82 153 92 5 1 333 8%

5 Belgium 89 156 46 8 299 7%

6 Germany 85 160 48 2 295 7%

7 Italy 44 100 109 7 260 6%

8 Turkey 62 79 94 16 251 6%

9 Sweden 65 84 39 6 194 4%

10 Gibraltar 17 58 93 18 186 4%

11 Denmark 49 71 35 6 1 162 4%

12 Ukraine 29 88 25 1 143 3%

13 Greece 57 15 50 6 128 3%

14 Norway 40 49 16 3 108 2%

15 Latvia 12 35 24 7 78 2%

16 Finland 11 50 9 1 71 2%

17 Estonia 13 28 23 6 70 2%

18 Canary Islands 7 28 32 1 68 2%

19 Poland 18 31 7 56 1%

20 Portugal 10 25 13 2 50 1%

21 Malta 11 18 20 49 1%

22 Romania 15 21 7 1 44 1%

23 Bulgaria 8 21 5 2 36 1%

24 Lithuania 4 15 13 1 33 1%

25 Cyprus 3 7 8 18 0%

26 Slovenia 9 9 0%

27 Croatia 1 4 5 0%

28 Monaco 1 1 0%

29 Moldova 1 1 0%

Total general 1042 1922 1260 148 3 4375 100%




D 1.1


7.1.2.3 Combination carrier Calling EU Ports:

Table 58: Combination carrier calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100

100 < L < 150 10

10

150 < L < 200

200 < L < 250 18

18

L > 250 10

2 3 1 16

Total 38

2 3 1 44


Table 59: Combination carrier calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150

150 < GT < 400

400 < GT < 5000 8

8

5000 < GT < 20000 2

2

20000 < GT < 50000 9

9

50000 < GT < 100000 11

11

100000 < GT < 150000 5

5

GT > 150000 3

2 3 1 9

Total 38

2 3 1 44




D 1.1


Table 60: Number of Combination carrier calling different EU Ports within May 2011 classified by length size


1 Netherland

4 8

27%

2 Ukraine

5

11%

3 Gibraltar

2 2

9%

4 Italy

2 2

9%

5 Germany

1 2

7%

6 Romania

2

1

7%

7 Turkey

1

1 1

7%

8 Denmark

2

5%

9 Spain

1

2%

10 Canary Islands

1

2%

11 Sweden

1

2%

12 Poland

1

2%

13 Latvia

1

2%

14 Bulgaria

1

2%

15 Slovenia

1

2%

16 Moldova

1

2%

Total general

10

18 16 44 100%




D 1.1


7.1.2.4 Container vessel Calling EU Ports

Table 61: Container vessel calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 47 47

100 < L < 150 777 104 80 47 13 4 1025

150 < L < 200 534 83 88 30 24 11 770

200 < L < 250 542 33 79 16 14 3 687

L > 250 830 107 208 86 145 83 1459

Total 2730 327 455 179 196 101 3988


Table 62: Container vessel calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150

150 < GT < 400

400 < GT < 5000 163

163

5000 < GT < 20000 1040 170 146 73 30 8 1467

20000 < GT < 50000 883 70 135 40 36 17 1181

50000 < GT < 100000 610 65 131 47 61 21 935

100000 < GT < 150000 30 14 38 10 37 54 183

GT > 150000 4 8 5 9 32 1 59

Total 2730 327 455 179 196 101 3988




D 1.1


Table 63: Number of Container vessel calling different EU Ports within May 2011 classified by length size


1 Netherland 9 129 83 108 228 557 14%

2 Germany 4 97 71 97 223 492 12%

3 Spain 4 101 93 72 161 431 11%

4 United Kingdom 7 77 40 70 189 383 10%

5 Belgium 4 53 53 91 165 366 9%

6 Italy 3 59 69 58 148 337 8%

7 French 2 29 55 60 130 276 7%

8 Turkey 3 68 57 25 26 179 4%

9 Portugal

43 28 14 13 98 2%

10 Gibraltar

19 27 16 34 96 2%

11 Greece 1 22 32 18 19 92 2%

12 Malta

24 16 11 35 86 2%

13 Canary Islands

22 18 16 26 82 2%

14 Sweden 1 60 7 5 4 77 2%

15 Denmark 1 41 7 5 5 59 1%

16 Cyprus

23 22 1 10 56 1%

17 Finland

34 16 3

53 1%

18 Poland 3 24 11 5 6 49 1%

19 Lithuania

21 13 3 1 38 1%

20 Slovenia

9 16 1 9 35 1%

21 Ukraine 1 8 9 4 12 34 1%

22 Romania 2 8 6 2 15 33 1%

23 Norway 1 21 1 2

25 1%

24 Latvia

12 8

20 1%

25 Estonia

15 2

17 0%

26 Bulgaria 1 5 8

14 0%

27 Croatia

1 2

3 0%

Total general 47 1025 770 687 1459 3988 100%




D 1.1


7.1.2.5 Gas carrier Calling EU Ports:

Table 64: Gas carrier calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 247 24 13 14 16 5 319

100 < L < 150 136 6 18 11 10 5 186

150 < L < 200 55 3 4 13 14 4 93

200 < L < 250 29 7 16 3 55

L > 250 46 8 14 11 9 88

Total 513 48 65 52 49 14 741


Table 65: Gas carrier calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 1

2

3

150 < GT < 400 1

1

400 < GT < 5000 275 24 13 14 16 8 350

5000 < GT < 20000 140 8 20 17 20 2 207

20000 < GT < 50000 48 7 15 10 4 4 88

50000 < GT < 100000 36 5 1

42

100000 < GT < 150000 12 4 13 7 6

42

GT > 150000

1 4 3

8

Total 513 48 65 52 49 14 741




D 1.1


Table 66: Number of Gas carrier calling different EU Ports within May 2011 classified by length size


1 United Kingdom 52 21 6 7 18 104 14%

2 Netherland 57 24 12 4 1 98 13%

3 Spain 17 20 8 12 28 85 11%

4 Belgium 44 15 6 2 11 78 11%

5 French 29 16 11 6 9 71 10%

6 Italy 13 18 5 3

39 5%

7 Norway 23 7 5 3

38 5%

8 Gibraltar 4 8 11 7 8 38 5%

9 Ukraine 9 9 15 2

35 5%

10 Portugal 14 7

1 2 24 3%

11 Sweden 10 6 3 1

20 3%

12 Germany 11 5 2

18 2%

13 Turkey 3 4 3 3 4 17 2%

14 Denmark 9 3 1 1

14 2%

15 Greece 4 9 1

14 2%

16 Canary Islands 2

2 6 10 1%

17 Romania 4 3 1

8 1%

18 Finland 4 2 1

7 1%

19 Cyprus 1 3 1

1 6 1%

20 Malta 3 1

4 1%

21 Poland 3 1

4 1%

22 Latvia

2 1

3 0%

23 Croatia

2

2 0%

24 Estonia 1

1

2 0%

25 Bulgaria 2

2 0%

26 United Kingdom 52 21 6 7 18 104 14%

Total general 319 186 93 55 88 741 100%




D 1.1


7.1.2.6 General cargo vessel Calling EU Ports:

Table 67: General cargo calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 4887 227 236 154 194 60 5758

100 < L < 150 2448 180 165 150 161 52 3156

150 < L < 200 406 9 11 31 27 4 488

200 < L < 250 10 3 1 1

15

L > 250

Total 7751 419 413 336 382 116 9417


Table 68: General cargo calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150

1

1

150 < GT < 400 44

44

400 < GT < 5000 6292 295 299 194 230 79 7389

5000 < GT < 20000 1339 121 109 139 146 34 1888

20000 < GT < 50000 76 3 4 3 6 3 95

50000 < GT < 100000

100000 < GT < 150000

GT > 150000

Total 7751 419 413 336 382 116 9417




D 1.1


Table 69: Number of General cargo calling different EU Ports within May 2011 classified by length size


1 Netherland 625 275 58 7

965 10%

2 Germany 600 219 37 1

857 9%

3 Turkey 438 367 25 1

831 9%

4 Spain 456 275 49 1

781 8%

5 United Kingdom 565 136 48 1

750 8%

6 Ukraine 139 327 13

479 5%

7 Sweden 330 133 16

479 5%

8 French 287 150 21

458 5%

9 Denmark 312 128 16

456 5%

10 Italy 223 182 34

439 5%

11 Belgium 223 128 52

403 4%

12 Norway 267 36 1

304 3%

13 Poland 211 65 9

285 3%

14 Finland 136 107 16

259 3%

15 Portugal 152 64 14 1

231 2%

16 Latvia 131 79 7

217 2%

17 Romania 112 93 3

208 2%

18 Estonia 114 52 2

168 2%

19 Bulgaria 82 63 4

149 2%

20 Greece 100 38 8

146 2%

21 Lithuania 104 39 2

145 2%

22 Canary Islands 39 78 20 1

138 1%

23 Gibraltar 16 65 27 2

110 1%

24 Cyprus 40 19 1

60 1%

25 Slovenia 19 14

33 0%

26 Malta 13 15 3

31 0%

27 Croatia 23 6 2

31 0%

28 Moldova 1 3

4 0%


9417 100%




D 1.1


7.1.2.7 Multi-purpose Dry Cargo Ship Calling EU Ports:

Table 70: Multi-purpose calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 21

1

22

100 < L < 150 12

6

18

150 < L < 200 76 3 7 5 7 1 99

200 < L < 250 5

1 3

9

L > 250

Total 114 3 15 8 7 1 148


Table 71: Multi-purpose calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 1

1

150 < GT < 400 6

6

400 < GT < 5000 12

5

17

5000 < GT < 20000 19

2

21

20000 < GT < 50000 76 3 8 8 7 1 103

50000 < GT < 100000

100000 < GT < 150000

GT > 150000

Total 114 3 15 8 7 1 148




D 1.1


Table 72: Number of Multi-purpose calling different EU Ports within May 2011 classified by length size



28 19%

2 Italy 6

10 3

19 13%

3 Belgium 1 1 16

18 12%

4 Spain 2 2 12 1

17 11%

5 Germany 2 3 7 1

13 9%

6 French

3 5

8 5%

7 United Kingdom

3 4 1

8 5%

8 Gibraltar

7 1

8 5%

9 Turkey 1 2 3

6 4%

10 Denmark 2

2

4 3%

11 Portugal

1 2

3 2%

12 Norway 1

2

3 2%

13 Sweden

1 2

3 2%

14 Canary Islands

1 1

2 1%

15 Croatia 1

1

2 1%

16 Finland

2

2 1%

17 Greece 2

2 1%

18 Malta 1

1 1%

19 Ukraine

1

1 1%


148 100%




D 1.1


7.1.2.8 Oil Tanker Calling EU Ports:

Table 73: Oil tanker calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 108 1 4

2 1 116

100 < L < 150 7 2 3

1

13

150 < L < 200 49

3 2

54

200 < L < 250 217 22 21 56 14 7 337

L > 250 150 26 10 39 30 2 257

Total 531 51 38 98 49 10 777


Table 74: Oil tanker calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 3

3

150 < GT < 400 25

25

400 < GT < 5000 87 1 4

3 1 96

5000 < GT < 20000 5 2 3

10

20000 < GT < 50000 67 2 6 8 2 2 87

50000 < GT < 100000 330 42 24 87 42 5 530

100000 < GT < 150000 1

1

GT > 150000 13 4 1 3 2 2 25

Total 531 51 38 98 49 10 777




D 1.1


Table 75: Number of Oil tanker calling different EU Ports within May 2011 classified by length size


1 Turkey 21 1 2 51 41 116 15%

2 Italy 10 1 3 49 19 82 11%

3 Netherland 1

9 41 30 81 10%

4 United Kingdom 5

5 36 13 59 8%

5 French 2 1 5 23 26 57 7%

6 Gibraltar 3

5 21 18 47 6%

7 Spain 5 1 2 15 23 46 6%

8 Greece 21 1 3 12 9 46 6%

9 Canary Islands 3 1 1 2 22 29 4%

10 Ukraine 8 5 3 7 4 27 3%

11 Germany 7

2 10 8 27 3%

12 Denmark 2

3 12 8 25 3%

13 Estonia 2

10 9 21 3%

14 Norway 3

1 7 6 17 2%

15 Sweden 3

1 6 3 13 2%

16 Latvia 3

2 6

11 1%

17 Belgium

2 8 1 11 1%

18 Romania 2 1 1 4 1 9 1%

19 Malta 4

1 3

8 1%

20 Poland 6

1 1 8 1%

21 Bulgaria 1 1

4 2 8 1%

22 Portugal

3 5 8 1%

23 Lithuania

3 4 7 1%

24 Croatia

1 3 2 6 1%

25 Cyprus 3

1

4 1%

26 Finland

2 2 0%

27 Slovenia 1

1

2 0%

Total general 116 13 54 337 257 777 100%




D 1.1


7.1.2.9 Others Tankers Calling EU Ports:

Table 76: Other tankers calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 127

8 2

137

100 < L < 150 58 4 7 10 8 8 95

150 < L < 200 10

10

200 < L < 250 2 1

3

L > 250

Total 197 5 7 18 10 8 245


Table 77: Other tankers calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150

150 < GT < 400 3

3

400 < GT < 5000 157 2 4 11

174

5000 < GT < 20000 34 2 3 7 10 8 64

20000 < GT < 50000 3 1

4

50000 < GT < 100000

100000 < GT < 150000

GT > 150000

Total 197 5 7 18 10 8 245




D 1.1


Table 78: Number of other tankers calling different EU Ports within May 2011 classified by length size


1 Italy 19 7

26 11%


21 9%

3 Sweden 11 8

19 8%

4 Spain 3 16

19 8%

5 United Kingdom 14 2 1

17 7%

6 Germany 13 4

17 7%

7 Denmark 13 4

17 7%

8 Greece 9 6

15 6%

9 Turkey 9 5

14 6%

10 Finland 6 6

12 5%

11 Norway 6 5

11 4%

12 Belgium 1 5 3 1

10 4%

13 Poland 5 5

10 4%

14 French 7 2

9 4%

15 Canary Islands 1 5

6 2%

16 Portugal 1 4 1

6 2%

17 Gibraltar 1 2

3 1%

18 Lithuania 3

3 1%

19 Croatia 3

3 1%

20 Romania 1 2

3 1%

21 Cyprus 1

1

2 1%

22 Latvia 1

1 0%

23 Ukraine 1

1 0%


245 100%




D 1.1


7.1.2.10 Passenger Vessel Calling EU Ports:

Table 79: Passenger vessel calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 402 19 7 19 8 6 461

100 < L < 150 114 1

12

127

150 < L < 200 178

9 10 1 198

200 < L < 250 116

4 120

L > 250 178 29 49 32 47 12 347

Total 988 49 56 60 77 23 1253


Table 80: Passenger vessel calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 43 3

2

48

150 < GT < 400 193 6 4 8 5 4 220

400 < GT < 5000 197 11 3 9 3 2 225

5000 < GT < 20000 145

12

157

20000 < GT < 50000 209

9 10 1 229

50000 < GT < 100000 155 14 23 11 29 12 244

100000 < GT < 150000 46 12 20 21 15 4 118

GT > 150000

3 6

3

12

Total 988 49 56 60 77 23 1253




D 1.1


Table 81: Number of Passenger vessel calling different EU Ports within May 2011 classified by length size


1 Italy 81 18 26 17 50 192 15%

2 Spain 14 16 23 14 41 108 9%

3 Turkey 68 6 7 4 10 95 8%

4 Norway 59 2 10 3 17 91 7%

5 Greece 25 9 16 12 16 78 6%

6 Germany 47 4 8 4 14 77 6%

7 United Kingdom 24 9 13 7 24 77 6%

8 French 5 11 17 13 25 71 6%

9 Sweden 47 1 6 2 12 68 5%

10 Portugal 5 9 16 9 19 58 5%

11 Croatia 17 6 4 8 13 48 4%

12 Denmark 21 2 5 2 14 44 4%

13 Netherland 14 5 5 4 12 40 3%

14 Finland 10 1 5 2 15 33 3%

15 Gibraltar 1 5 6 4 13 29 2%

16 Estonia 3 1 5 2 14 25 2%

17 Canary Islands

3 5 2 9 19 2%

18 Belgium 3 2 3

10 18 1%

19 Malta 1 4 5 2 5 17 1%

20 Cyprus 1 1 7 3 3 15 1%

21 Poland 9

2

3 14 1%

22 Monaco 1 5 1

3 10 1%

23 Ukraine 4 2

2 1 9 1%

24 Slovenia

2

4 1 7 1%

25 Latvia

1 2

1 4 0%

26 Romania 1 1

1 3 0%

27 Lithuania

1

1 2 0%

28 Bulgaria

1

1 0%

Total general 461 127 198 120 347 1253 100%




D 1.1


7.1.2.11 RoRo Cargo Vessel Calling EU Ports:

Table 82: RoRo cargo vessel calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 93

1 1

95

100 < L < 150 306 20 5 10 8 4 353

150 < L < 200 642 48 46 53 54 24 867

200 < L < 250 87 23 13 13 16 14 166

L > 250 7

5 12

Total 1135 91 65 77 78 47 1493


Table 83: RoRo cargo vessel calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150

150 < GT < 400

400 < GT < 5000 60

1 1

62

5000 < GT < 20000 444 21 5 8

478

20000 < GT < 50000 423 38 13 36 56 33 599

50000 < GT < 100000 208 32 46 32 22 14 354

100000 < GT < 150000

GT > 150000

Total 1135 91 65 77 78 47 1493




D 1.1


Table 84: Number of RoRo cargo vessel calling different EU Ports within May 2011 classified by length size


1 United Kingdom 11 51 114 27 5 208 14%

2 Germany 12 25 110 32 2 181 12%

3 Belgium 3 27 109 29 2 170 11%

4 Netherland 10 31 96 18 1 156 10%

5 Spain 12 39 72 10 1 134 9%

6 Italy 5 24 90 9

128 9%

7 French 4 29 37 11

81 5%

8 Sweden 8 16 39 7 1 71 5%

9 Finland 3 11 34 6

54 4%

10 Greece 4 9 35 1

49 3%

11 Turkey 5 20 22 1

48 3%

12 Denmark 5 9 16 2

32 2%

13 Canary Islands 1 14 9 1

25 2%

14 Portugal

5 16 2

23 2%

15 Poland 2 7 8 2

19 1%

16 Slovenia

6 11 1

18 1%

17 Cyprus 1 4 12

17 1%

18 Gibraltar 1 7 9

17 1%

19 Norway 1 9 3 2

15 1%

20 Ukraine 3 6 6

15 1%

21 Malta 1 3 2 3

9 1%

22 Estonia 1

4 2

7 0%

23 Romania

5

5 0%

24 Lithuania 1

4

5 0%

25 Bulgaria 1 1 2

4 0%

26 Monaco

1

1 0%

27 Latvia

1

1 0%

Total general 95 353 867 166 12 1493 100%




D 1.1


7.1.2.12 RoRo Passenger Vessel Calling EU Ports:

Table 85: RoRo passenger vessel calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 284 8 6 3 5 4 310

100 < L < 150 186 10

6 5

207

150 < L < 200 284 12 16 9 5 4 330

200 < L < 250 70 12 10 4 6 4 106

L > 250 22

22

Total 846 42 32 22 21 12 975


Table 86: RoRo passenger vessel calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 6

6

150 < GT < 400 19 1

20

400 < GT < 5000 242 7 6 5 6 2 268

5000 < GT < 20000 248 14 2 4 4 2 274

20000 < GT < 50000 293 17 20 12 5 8 355

50000 < GT < 100000 38 3 4 1 6

52

100000 < GT < 150000

GT > 150000

Total 846 42 32 22 21 12 975




D 1.1


Table 87: Number of RoRo passenger vessel calling different EU Ports within May 2011 classified by length size


1 Italy 58 35 51 24

168 17%

2 United Kingdom 33 16 35 9 5 98 10%

3 Sweden 10 15 41 8 4 78 8%

4 French 10 11 46 7

74 8%

5 Greece 22 23 18 5

68 7%

6 Norway 42 18 3 4

67 7%

7 Spain 15 15 28 7

65 7%

8 Denmark 33 16 10 3

62 6%

9 Germany 11 4 21 12 5 53 5%

10 Finland 3 6 20 13

42 4%

11 Turkey 29 5

34 3%

12 Estonia 7 5 7 2

21 2%

13 Netherland 5 4 3 5 3 20 2%

14 Croatia 13 5

18 2%

15 Gibraltar 4 10 4

18 2%

16 Poland 1 2 10 5

18 2%

17 Belgium

6 3 1 5 15 2%

18 Canary Islands 3 6 5

14 1%

19 Malta 6 1 3 1

11 1%

20 Ukraine 2 2 6

10 1%

21 Lithuania

7

7 1%

22 Latvia

7

7 1%

23 Portugal 1 2 1

4 0%

24 Bulgaria 1

1

2 0%

25 Cyprus 1

1 0%

Total general 310 207 330 106 22 975 100%




D 1.1


7.1.2.13 Special Purpose Ships Calling EU Ports:

Table 88: Special purpose ships calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 393 7 6 7 9 1 423

100 < L < 150 46

3 1 3 1 54

150 < L < 200 5

5

200 < L < 250

L > 250

Total 444 7 9 8 12 2 482


Table 89: Special purpose ships calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 33 1

1

35

150 < GT < 400 120

2 1 3

126

400 < GT < 5000 236 6 3 5 3 1 254

5000 < GT < 20000 53

4 1 6 1 65

20000 < GT < 50000 2

2

50000 < GT < 100000

100000 < GT < 150000

GT > 150000

Total 444 7 9 8 12 2 482




D 1.1


Table 90: Number of Special purpose ships calling different EU Ports within May 2011 classified by length size



112 23%

2 Norway 64 7

71 15%

3 Germany 57 6 1

64 13%

4 Denmark 53 3 1

57 12%

5 Netherland 45 2 1

48 10%

6 Canary Islands 10 10

20 4%

7 Sweden 16

16 3%

8 Spain 13 2

15 3%

9 French 10 3

13 3%

10 Poland 10 2

12 2%

11 Italy 8 1

9 2%

12 Finland 7 1

8 2%

13 Belgium 7

7 1%

14 Turkey 7

7 1%

15 Bulgaria 5

5 1%

16 Malta 4

1

5 1%

17 Portugal 2

2 0%

18 Ukraine 2

2 0%

19 Lithuania

2

2 0%

20 Estonia 2

2 0%

21 Cyprus 1

1 0%

22 Romania 1

1 0%

23 Croatia 1

1 0%

24 Gibraltar 1

1 0%

25 Greece 1

1 0%

Total general 423 54 5

482 100%




D 1.1


7.1.2.14 Special Service Ship Calling EU Ports:

Table 91: Special service ship calling EU Ports within May 2011 classified by built year and length size

Built year


L < 100 1646 98 121 156 130 52 2203

100 < L < 150 45 3 2 5 2 3 60

150 < L < 200 9

1 1 1 2 14

200 < L < 250

L > 250

Total 1700 101 124 162 133 57 2277


Table 92: Special service ship calling EU Ports within May 2011 classified by built year and GTs

Built year


GT < 150 151 4 8 9 8 3 183

150 < GT < 400 724 32 43 43 28 14 884

400 < GT < 5000 752 55 67 92 82 27 1075

5000 < GT < 20000 70 10 6 17 15 12 130

20000 < GT < 50000 3

1

1 5

50000 < GT < 100000

100000 < GT < 150000

GT > 150000

Total 1700 101 124 162 133 57 2277




D 1.1


Table 93: Number of Special service ship calling different EU Ports within May 2011 classified by length size



517 23%

2 Netherland 276 11 6

293 13%

3 Norway 187 7 2

196 9%

4 Germany 181 8

189 8%

5 Spain 147

147 6%

6 Italy 141

141 6%

7 Denmark 136 1 1

138 6%

8 Belgium 77 8 1

86 4%

9 Sweden 78 2

80 4%

10 French 72 5

77 3%

11 Poland 59 1

60 3%

12 Turkey 49

1

50 2%

13 Ukraine 47 1

48 2%

14 Finland 43 1

44 2%

15 Greece 33

33 1%

16 Romania 25 1

26 1%

17 Canary Islands 24

2

26 1%

18 Estonia 25

25 1%

19 Malta 18

18 1%

20 Gibraltar 17

17 1%

21 Lithuania 13 1

14 1%

22 Cyprus 14

14 1%

23 Portugal 11 1

12 1%

24 Latvia 10 2

12 1%

25 Bulgaria 8

8 0%

26 Croatia 3

3 0%

27 Slovenia 3

3 0%

Total general 2203 60 14

2277 100%




D 1.1


7.2 Attachment 2: List of References

[1] Focus on IMO – ―Prevention Marine Pollution‖ – The environmental theat. (March 1998)

[2] Marpol Annex 1. Regulations for the prevention of pollution by oil. A selection of articles

previously published by Gard AS. April 2010.

[3] Lloyd's Register on the 59th session of IMO Marine Environment Protection Committee. IMO

MEPC 59 Report. 24th July 2009.


MEPC 60 Report. 2nd April, 2010


MEPC 61 Report. 11th October, 2010

[6] Focus on IMO – ―Antifouling System‖ – (2002)

Retrofitting work forecast according to IMO …...Retrofitting work forecast according to IMO...

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