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ENVIRONMENT MANAGEMENT SYSTEM (EMS) MANUAL

CH.03 CONTROL OF WASTE GENERATION AND MANAGEMENT OF WASTE

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The aim is to minimize the generation of bilge water and waste oil through effective maintenance of all

equipment and machinery by restricting leakages from pump glands, pipe joints, seals etc.

3.1 3.1 BILGE AND WASTE OIL MANAGEMENT FROM MACHINERY SPACES.

3.2 3.1.1 TAKING OVER VESSELS INTO MANAGEMENT

Prior taking over vessel into management (New Delivery/Existing), proper checks needs to be carried

out by Chief Engineer to ensure that vessel is in compliance with approved drawings and that all

MARPOL related installations are working efficiently as per certification.

a. Oil leakages should be avoided by efficient monitoring and prompt maintenance practises. In

the event of any oil leakages, all attempts should be made to ensure that the oil does not mix

with the bilge water.

b. Bilges, bilge wells and bilge tanks should be cleaned regularly to avoid the build-up of oily

deposits/sediment which would reduce the efficiency of the separating systems. Particles, mud,

soot, etc. should be minimized from entering bilge wells/bilge tanks by devising simple methods

of filtering the bilge water in order to increase the efficiency of Oily Water Separator systems

and should be done preferably before the contents enter the bilge holding tank. Felt and loofah

sponge when inserted into the bucket filters of bilge wells, bilge pump and OWS bilge pumps

have given excellent results on many ships and have increased the time-between-overhauls

(TBO) of the OWS. MEPC.1Circ/677 recommends the use of ‘portable and semi-fixed filters’ to

improve the efficiency of bilge separating systems. .

c. Care has to be exercised to ensure that the bilge tank is not cross contaminated with fuel oil

when draining the water from fuel oil tanks.

d. Regular skimming of the Primary Bilge tank if fitted is to be done to prevent oil going over to the

Bilge tank.

Uncontrolled when Printed



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e. Use of Heavy duty detergents and emulsifying chemicals should be avoided. Emulsions

formed by these affect the oil – water separation in Oily Water Separators, damage the

coalescer filters and prevent them from working effectively.

f. Chief Engineer upon joining should check the Oily Water Separator internally. The condition of

these items should be included in his taking over report.

g. Chief Engineers shall ensure that handover/taking over reports (AD07, AD10, SF07) to

include a description and current status and performance of the Marpol equipment.

h. The Chief Engineer has to ensure and cross check that the Oily Water Separator system and

its piping is tamper proof.

i. All transfers of oil residue (sludge) and bilge water along with the quantities retained after

transferring must be promptly recorded in the Oil Record Book and signed by the person in charge of the operation, who is a certified engineer.

Maintaining Daily Sounding Register

j. A separate register Form Daily IOPP tank soundings Register TE39 is being supplied. To

maintain daily tank soundings. The register to be filled with permanent ink and any correction

Made should be simply struck out in such a way that the previous entry is readable.

Whiteners/Correction Inks should not be used.

k. The readings of this register and Oil Record Book quantities should match accurately.

l. Each operation should be countersigned by the Chief Engineer. Ensure that the latest Oil

Record Book entry requirements are fully understood and no mistakes or ambiguity exist in the

record. Failure on this account can be construed as contravention of MARPOL with a possible

arrest of ship’s personnel responsible.

m. Chief Engineers should ensure that E/R oil residue (sludge) and bilge water is NOT transferred

to any tank which is not mentioned in the IOPP Certificate Supplement.

n. Any discrepancy in the Oil Record Book with regard to the timing recorded in the data recorder

of the oil content meter of the oily water separator or incinerator panel or if any sludge or bilge

water is found in the tanks on board that is unaccounted for in the Oil Record Book, is




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considered as submission of forged documents (Oil Record Book) and is also considered as a

criminal offence in many countries.

o. Chief Engineers is fully responsible for complete management of all transfers in such cases and

should ensure that soundings of all tanks are checked physically and tally with Oil Record Book

to avoid any disputes with Port State Control or any other external regulatory agencies.

p. The company issues guidelines for filling up the Oil Record Book from time to time as an all

ship message or training material. These are based on latest IMO / Flag State guidelines and

they contain additionally exhaustive examples of the bilge and waste oil transfers which can

been countered on various ships during routine/breakdown operations. All engineers should

familiarize themselves with these guidelines and ensure the oil record book entries are made

as per guidance provided.

q. Although MARPOL does not prohibit discharge of bilges through the Oily Water Separator in

Special Areas, it is recommended to avoid OWS use within special areas.

r. Care must be taken to ensure that all loose hoses with flanges, portable pumps, etc. are stored

in a secure place and to be used with the permission from responsible persons only.

3.2.2 USE OF OILY WATER SEPARATOR (OWS) AND OIL CONTENT MONITOR (OCM)

a. The vessel shall ensure that all Oil & Oily water discharge must be in strict compliance with

MARPOL. Same to be referred and complied with. The oily water separator is not to be used

without prior permission of chief engineer and Master.

b. The chief engineer, prior to the transfer operation, must confirm vessel’s position with the

bridge, with due consideration to the estimated duration of the operation.

c. It is recommended not to use OWS within 12 miles of the coast of any country. The aim always

should be to use the OWS outside exclusive economic zone (EEZ) (200) miles from the coast

of any country after also taking into account any other restrictions imposed by Marpol 73/78

and local requirements.




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d. It is recommended that all Bilge pumping operations are carried out during daylight.

e. The bridge watch should regularly monitor over side and the wake astern, to ensure there are

no traces of oil going overboard. In case any oil is sighted, the pumping operations must be

stopped immediately, the cause immediately investigated and the office informed about the

incident.

f. Pumping operations shall be carefully monitored in the engine room at all times and all

operations shall be duly recorded in the oil record book and signed by the person in charge of

the operation. Use of oily water separator should be avoided during long UMS periods.

g. The quantity of bilges pumped overboard should be carefully matched with the capacity of the

bilge pump, keeping in mind that the pump may not be operating at 100 % capacity.

h. The oily water separator (OWS) and oil content meter (OCM) operation is to be clearly

understood by all engineers and they should be conversant enough to demonstrate same,

convincingly to a third party. OCM meeting the requirements of MEPC.107 (49) are provided

with a memory card that records important data when the OWS is in use. Chief Engineers and

2nd Engineers to be fully familiar with the procedure to review and interpret the recording in the

memory card and this should be checked /verified with relevant entries in the ORB, where

applicable. This is a Marpol requirement and any contravention can have very serious

consequences, resulting in arrest / fine and detention of vessel.

i. Retrieving and Maintaining data from Oil Content Monitor

j. (Only applicable to ships fitted with Oil Content Monitors that complies with MEPC circular

107(49).

k. Most of our vessels are fitted with Oil Content Monitors complying with MEPC Circular 107(49).

From these, the data can be easily retrieved in the form of a data file.

Chief Engineer is to ensure that the ORB entries to be matching exactly with data as recorded

by the OCM unit.

l. Personnel operating OWS must be familiar with the Oil Content Meters fitted on their vessels

and for checking recorded data.

A SMMS job with the detailed ship specific procedure has been included to create back-up of

the data stored in OCM once every quarter and the extracted data file to be attached in the




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Document tab of SMMS job. The procedure to attach the extracted data file in the documents

tab of SMMS can be checked from the latest SMMS operational manual. The procedure to

retrieve the data from the OCM Unit is obtained from the Maker’s manual and it is only to be

done by Chief Engineer of the Vessel. Oil Content Meter clock must be ensured set to UTC at

all times. A job on this regards is existing in SMMS.

m. The oily water separator should be flushed with sea water or fresh water (as applicable) before

and after each use for a minimum of 15 minutes.

n. In the event of malfunction of the oily water separator or its alarm unit, bilge pumping operation

is to be stopped immediately. All valves on the system to be positively closed, to be fitted with a

seal. Office to be contacted immediately for initiation of further action. The failure must be

recorded in the oil record book along with entries for the sealing of the overboard valve. Entries

are to be made again in the oil record book when the proper operation of the system is restored

along with the entries for the removal of the seal which was fitted to the overboard valve.

Examples of such entries are given in ORB guidelines provided in Annex III of this manual.

Office must be informed to obtain flag state dispensation.

3.1.3 MAINTENANCE AND RELIABILITY OF POLLUTION PREVENTION EQUIPMENT

a. Ensure that the Makers recommendation is adhered to for all routine checks and maintenance

on Oil Content Monitor (e.g. Lens cleaning etc.) and Oily water Separator. Permanent

recording devices in the OCM must not be tampered with at any time. The clock (time

indicated) in the OCM is to be set to UTC time permanently and should NOT be changed every

time with the change of ship’s time.

b. The Bilge separator is to be subjected to six monthly inspection as per PMS and cleaning of

internals. Photographic evidence along with the work done should be recorded.

c. The Oil Content Monitor’s last certificate of calibration must be retained on board the vessel for

inspection by the authorities and may be posted near the OWS.

d. Whenever the Filter/Coalescer element is renewed, the date of renewal, the condition before

renewal with photographic evidence of condition is to be recorded. One Spare set of Filter




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/Coalescer elements are to be maintained on board refer Technical Manual/PMS. Requisition

for spares to be sent as soon as the spare set is used.

e. Cleaning of the Bilge Holding tank shall be carried out to remove any accumulated

oil/sludge/debris whenever required or at least as per the schedule in PMS.

f. The list of critical spares for the above equipment may vary from ship to ship. SMS Technical

/Manual can be referred to arrive at the list of spares that are critical and those items are to be

stored in VECP spares box. Also, the “Monthly MARPOL Report TE 04” gives information about

the critical spares related to this equipment. Company will prioritize on supply of these

environmental critical spares.

g. The Soot Collecting Tank outlet should be provided with loofah/temporary filters to ensure that

soot is not carried onwards onto the Oily Bilge tank

3.1.4 MANAGEMENT OF SLUDGE AND WASTE OIL

a. Requests for shore disposal or barges for disposal of sludge MUST be made without any

hesitation to the office, whenever required. Local requirements must be adhered too. In some

ports it is a local requirement to discharge ashore once the contents have exceeded 50% of the

retention tank capacity. Since some ports do not have adequate facilities, the office should be

given as much notice as possible. Masters are requested to report any deficiencies in the

provision or adequacy of shore reception facilities.

b. A proper account of all the bilge water and sludge generation should be maintained in the Oil

Record book, as per the latest requirements.

c. Separated sludge resulting from purification of fuel and lubricating oils and other residues

should be collected and treated in the Separated Oil Tank or the Waste Oil Tank and disposed

of effectively using incinerator/Auxiliary boiler(if certified as per IOPP supplement) or landed

ashore. The vessel to follow all procedures similar to bunkering when transferring sludge to

shore facilities.

d. Other residues such as oil residues resulting from drainage, leakage, exhausted oil etc. in the

machinery spaces should be collected and disposed of effectively either using Incinerator or

landed ashore.




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e. Waste lubricating oil from Main Engine, Diesel Generator and other auxiliaries should be

accounted for and disposed off effectively using incinerator or landed ashore.

f. Any other waste oil generated on the ship (Deck and Engine Room) which does not have an

effective means of transfer must be collected in receptacles and disposed according to

MARPOL regulations.

g. The amount of sludge to be transferred to shore reception facilities should be discussed with

the barge or truck operator in advance and in writing. The correct quantity to be landed to avoid

overfilling the shore facility, keeping in mind that the quantities which the vessel is pumping

ashore may differ from the truck or barge capacity. Soundings onboard to be monitored to

ensure correct quantity is being discharged and from the designated tanks.

h. The Company will arrange sludge disposal only through authorized local contractors or local

agents.

i. The sludge landing receipts must be properly signed and stamped by the shore reception

facility and records maintained onboard. A copy of the receipt is to be forwarded to the office.

3.1.5 OPERATION OF INCINERATOR

As per MARPOL Annex VI, following records must be maintained for the incinerator (IMO

approved installed on or after 1st Jan 2000:

a. Incinerator furnace temperature and the running hours of the incinerator whenever it is used for

burning sludge should be recorded in the Engine Room Log Book. This temperature is required

to be maintained between 850 to 1200 degrees centigrade.

b. Regular test of alarms and safety trips. Training records of personnel operating the incinerator.

c. All incineration of waste oil is to be recorded in the Oil Record Book and signed by the person

in charge of the operation. Any type of garbage incinerated must be recorded in the Garbage

Record Book and signed by the person in charge of the incineration operation.




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d. The oil burning capacity as described by the Makers must not be exceeded. The quantity

incinerated will depend largely on the Calorific Value of the oil residue (sludge) being

incinerated.

e. The Incinerator should always be maintained in good working condition and used only for the

purpose of burning products such as sludge oil with flash point above 60°C and / or other waste

products which do not cause danger of explosion. Maker’s instructions on items that can be

incinerated must be followed.

f. Incinerators on board must not be used in ports, harbor, and estuaries and at offshore

terminals. It should be noted that special rules on incineration may be established by authorities

in some ports, and in some special areas. For example, incineration is prohibited in the Baltic

Sea. Local and territorial regulation must be followed. Prior entering port, local agents must be

contacted for latest rules and regulations. To meet operational requirements, the incinerator

may be used at anchorage, provided this does not contravene any local regulations.

g. The incineration of the following materials that could result in toxic emissions is prohibited and

Notice should be placed near the Incinerator displaying this:

i. Cargo residues from MARPOL Annex I, II and III and any related contaminated

packaging,

ii. Polychlorinated biphenyl’s (PCB’s)

iii. Garbage containing traces of heavy metals and

iv. Refined petroleum products containing halogen compounds

v. Sewage sludge and sludge oil either of which are not generated on board the ship;

vi. Exhaust gas cleaning system residues

vii. Rags soaked with oil / chemical residue from cargo tanks

h. Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard

incinerator for which an IMO Type Approval Certificates as per MEPC 76(40) have been issued.

i. Do not feed waste into a continuous feed Incinerator (IMO approved installed on or after 1st

Jan 2000) when the furnace temperature is below 850Degrees C.

j. Onboard incineration outside an incinerator (e.g. in drums) is prohibited.




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k. Ensure that the burner is not used before the incinerator is sufficiently purged. Suitable warning

regarding safe operation when incinerating garbage is to be displayed near the incinerator.

l. Face and hand protection are to be used while charging solids into the incinerator. Person

handling the same must ensure to keep clear of the charging door.

m. During use it must be ensured that the area around incinerator is kept well ventilated. The

automatic fire detection in the area should not be isolated during operation and maintained in

good working order.

n. The residue obtained after incineration of plastics if permitted by the maker will need to be

stored prior to disposal as per the regulations (plastic ash cannot be disposed at sea).

o. Maintenance and Reliability

i. The following activities must be ensured:

ii. All alarms and trips are to be tested as per PMS.

iii. The smoke uptakes must be regularly examined for proper fastening and cracks.

Iv. On incinerators designed to burn solid waste along with oil residue (sludge), ensure

solid waste is put in the incinerator in small quantities to avoid excessive built up of furnace

temperature which may result in subsequent damage to the incinerator furnace.

v. In order to avoid refractory damage maximum water content must be removed from the

oil residue (sludge) before incineration.

vi. The refractory must be examined every three months and repaired, if required, as per

the maker’s instructions.

The following table can be used for reference in determining the handling precautions and incineration

characteristics:




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Typical

examples

Special handing

by vessel

personnel before

incineration

Incineration Characteristics

Combustibility Reduction

of volume Residual Exhaust

Paper

packaging,

food and

beverage

containers

Minor - easy to

feed into hopper

High Over 95% Powder

ash

Possibly

smoky and

not hazardous

Fibre and

paper board

Minor - reduce

material to size for

feed; minimum

manual labour


ash

Possibly

smoky and

not hazardous

Plastic

packaging,

food and

beverage

containers,

etc.

Minor - easy to

feed into hopper


ash

Possibly

smoky and

not hazardous

if incinerator

is of approved

design

3.1.6 POLLUTION PREVENTION IN VARIOUS AREAS OUTSIDE ENGINE ROOM

a. Prior arrival, all spill containers/drip trays fitted around fuel, diesel and lubricating oil tank vents

should be empty of water and free of oil. Drain plugs should be in place whilst in port.

b. Where there is a possibility of hydraulic, fuel or other oil accumulating in internal space bilges

wells (for example forecastle store, bow thrusters room etc.), adequate arrangements should be

in place for its safe disposal. Where hand pumps or eductors are fitted, pollution prevention

notices should be posted and the overboard valves should be secured against accidental

openings. However in some cases, where dewatering arrangement outlet & hydraulic cooling

water outlets the same, the common outlet valve needs to be kept open & special warning

notice to be posted. Leakage hydraulic oils which do not contain any halogen compounds (refer

MSDS) can be incinerated by mixing it with oily rags.




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3.3 CARGO RESIDUES MANAGEMENT

3.2.1 PROCEDURES FOR HANDLING TANK WASHINGS ON OIL AND CHEMICAL TANKERS

a. MARPOL Annex I and other local requirements should be strictly complied with for tank

cleaning and slop disposal onboard crude and product tankers.

b. MARPOL Annex II and other local requirements should be stringently complied with for tank

cleaning and slop disposal onboard chemical tankers.

c. Instructions as laid in P&A manual must be complied for under-water discharges on chemical

tankers.

d. Disposal of slops mixed with chemical cleaning additives must be carried out as per Marpol

Annex II or to authorized shore reception facilities.

e. Oily water accumulations in the pump room bilges are to be discharged strictly incompliance

with Marpol Annex I requirements.

f. Records of tests and maintenance on “Oil Discharge Control Monitor Systems” (ODMCS)

should be maintained. Any failures should be promptly notified to the office and flag state as

required. The failure must be recorded in the Oil Record Book Part II.

g. Back flushing and Zero content of Oil Content Meter is to be strictly as per manufacturer’s

instruction. ANY KIND OF BY-PASSING OF ODMCS IS STRICTLYPROHIBITED. Extreme

care should be exercised whilst discharging slops closer to interface levels.

h. A continuous visual lookout of the water surface must be maintained while slops are being

discharged. No persistent oil sheen formation should be noted on the water surface during

discharge.

i. Sea valves should be regularly tested for integrity and procedures set in Cargo Operation

(Tanker) Manual / Chemical Tanker Manual should be complied with at all times. If the test fails

or integrity is suspected, office should be immediately notified and the line should be isolated

from use.

j. The company shall arrange shore disposal of slops / tank washings only through authorized

local authorities or through vessels local agents.




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3.2.2 PROCEDURES FOR HANDLING CARGO HOLD WASHINGS

a. HOLD WASHINGS MUST BE DISPOSED OFF AS PER REQUIREMENTS LAID IN MARPOL

ANNEX V.

Cargo material contained in the cargo hold bilge water is not treated as cargo residues provided

that the cargo material is not classified as a marine pollutant in the IMDG Code/ IMSBC and the

bilge water is discharged from a loaded hold through the vessel’s fixed piping bilge drainage

system.

3.4 SEWAGE MANAGEMENT

a. The sewage treatment plant must have a name plate providing information on the type and

serial number of the device, the name of the manufacturer, the date of the completion of the

manufacture, etc. In case this is missing a copy of the details from the manuals must be posted.

Maker’s type approval certificate and instruction manual must be available on board.

b. Approvals from various flags / administrations must also be laminated and posted.

c. Discharge of sewage into the sea is permitted under any of the following conditions.

d. The ship is discharging comminute and disinfected sewage using an approved system at a

distance of more than 3 nautical miles from the nearest land; OR

e. Sewage which is not comminuted or disinfected is discharged at a distance of more than 12

nautical miles from the nearest land, provided that in any of the above cases, the sewage that

has been stored in holding tanks shall not be discharged instantaneously but at a moderate

rate of discharge (in accordance with MEPC.157 (55) and the results of the calculation to be

approved by Classification Society on behalf of the Administration) OR

f. The ship has in operation an approved sewage treatment plant and the effluent shall not

produce visible floating solids nor cause discoloration of the surrounding water.

g. Where discharge is not permitted, the overboard valve is to be kept locked in shut position and

not to be opened without the consent of Chief Engineer. When such effluent is collected in any

other tank such as aft peak tank, wash water tank, clean water tank, the piping arrangement

and the tanks should be approved by the Flag / Classification society. The use of flexible hoses

for transfer of such effluent should not be carried out without prior approval from office. When

such water retained on board is discharged at sea it should be recorded in E/R log book, deck

log book, and ballast record book as applicable as per guidelines provided. When such tanks

are rinsed / cleaned, such as the aft peak tank, entry of such cleaning should be made in deck

log book and ballast record book or as applicable.




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h. Vessel should be fitted or equipped with shore reception flange with dimensions and details as

laid in ‘the revised text’ MARPOL Annex IV “Regulations for the Prevention of Pollution by

Sewage “Regulation 10.

3.3.1 Different systems for the disposal of sewage may be found on ships such as

a. An approved sewage treatment plant which shall be in compliance with the standards and test

methods developed by the IMO,which can be verified from the name plate on the equipment /

the maker’s manual; or

b. An approved sewage comminuting and disinfecting system, fitted with facilities for the

temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land;

or

c. A holding tank of sufficient capacity for the retention of all sewage with a means to indicate the

amount of its contents visually.

d. Ships may be fitted with ‘Biological’ or ‘Vacuum’ type sewage treatment plants.

e. Any tank used for holding sewage is a potential source of anaerobic activity whereby toxic and

flammable gases such as Hydrogen Sulphide, Methane and Ammonia may be produced.

Hydrogen sulphide, in particular, is toxic in even as low concentrations as 10 PPM and being

heavier than air, potentially lethal gas pockets may be formed in enclosed spaces. Adequate

oxygen level should therefore be maintained to eliminate anaerobic conditions by employing

direct air injection or by air induction in to the liquid whilst pumping through an injector nozzle.

f. When not equipped with an active aeration feature the storage tank should be completely

emptied and flushed in 24 hrs. where discharge is permitted, unless some other treatment is

used which maintains satisfactory conditions.

3.3.2 Inspections and Maintenance

a. Manufacturer’s recommendations for operation and maintenance should be followed to ensure

satisfactory operation at all times.




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b. Thorough inspections should be carried out when unsatisfactory conditions prevail or once

every year or at an interval prescribed in the manufacturer’s manual. These should include:

- Removal of tank inspection covers and cleaning out any deposits.

- Inspection of tank structure and internals.

- Checking of sensing instruments, level measuring devices and valves.

- Confirmation that air distribution system is free from leaks and any nozzles or

- Diffuser elements used to introduce air are in satisfactory condition.

c. The sludge in the aeration compartment level increases due to the collection of inert residue

resulting from the digestion process. The aeration chamber should be de-sludged at an interval

as per PMS or of at least once in two months at sea or as instructed by the maker in the

instruction manual. During this routine, the tank should be re-filled with fresh seawater after

emptying 3/4th of the compartment.

d. In case a full pumping out is done, then the water should be allowed to remain settled for at

least 4 to 6 hours before these sewage is allowed to enter.

e. Vessels fitted with sewage plants, operating on the activated sludge / suspended aeration

system, a warning sign notice should be placed in each toilet.

“THE SHIP IS FITTED WITH BIOCHEMICAL SEWAGE PLANT.”

f. All crew on-board including supernumeraries should be instructed that no foreign matter other

than sewage should be discharged into the sewage system.

g. Use only bacteria friendly chemicals to clean the toilets.

h. If the sewage plant is provided with a test kit, tests to be carried out regularly as per the

instructions and records maintained. Chief Engineer may assign a competent person for

carrying out these tests and results should be recorded and be available for verification. In case

test kit is not available as per maker’s recommendation, same to be arranged through the

office.

i. The air compressors used for aerating the chambers are of oil less type and the air pressure

gauge is in good working order. If an external air supply is provided temporarily due to break




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down of the compressor(s), ensures that the air is absolutely free from oil (A blotting paper /

filter paper test can confirm this) and is supplied at pressure recommended by the

manufacturer.

j. All associated alarms, automatic function and manual functions should be tested regularly as

per the manufacturer’s maintenance instructions, and as per company instructions. Necessary

records of testing the alarms should be maintained on board.

k. No hot work is to be carried out on the holding tanks or treatment plant tank plating unless the

tank / treatment plant is gas free and company`s hot work procedures are complied with.

l. Disinfectants (e.g. Calcium hypochlorite or Trichlorisocyanuric acid), as specified by

manufacturers should be dosed in recommended quantity at regular intervals as mentioned in

the instruction manual. If disinfection tablets are used they should be used as complete tablets

and not broken or in powder form. Sufficient quantity of disinfectant should be available on-

board vessel and same should be handled carefully as per Material Safety Data Sheet due to

its corrosive nature.

m. Record keeping of treated / untreated sewage and grey water please refer to Record

management.(3.7.5)

n. US - No Discharge Zones / Areas Sewage disposal regulations for USA have designated

certain areas as No Discharge Zones (NDZs). In these areas even treated sewage and grey

water is not allowed to be pumped overboard. For details of NDZs please refer to the US

Regulations Update file.

3.5 GARBAGE MANAGEMENT

3.5.1. GUIDELINES FOR STORAGE

a. The ship specific Garbage Management Plan is to be followed at all times for complying with

MARPOL Annex V Regulations.

b. Conduct on board training, to ensure that all crew members are aware of the proper

procedures for garbage disposal as per the Garbage Management Plan. A record of this

training must be maintained.

c. To ease Garbage segregation at source, working places as identified in Garbage Management

Plan shall be provided with adequate receptacles while crew cabins shall be provided with 2

receptacles. All receptacles and their covers must be of non-combustible type.




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d. Each of these receptacles must be clearly labelled/ marked and be distinctively coloured as

per the colour code given under the table of garbage disposal restrictions.

3.5.2. OPERATIONAL WASTES - 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. An operational waste 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.

3.5.3. DOMESTIC WASTE -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 do not

include grey water.

3.5.4. FOOD WASTE - Food wastes means any spoiled or unspoiled food substances and includes

fruits, vegetables, dairy products, poultry, meat products and food scraps generated aboard ship.

3.5.5. INCINERATOR ASH - Incinerator ashes means ash and clinkers resulting from shipboard

incinerators used for the incineration of garbage.

a. While ordering stores, it recommended to order bulk packaging of consumable items.

b. It is recommended to use compactors to minimize volume.

3.5.6. DISPOSAL OF GARBAGE

Where Garbage is mixed with other discharges, having different disposal or discharge requirements the

more stringent disposal requirement shall apply.

Second Engineer should give the necessary data of the quantity of garbage incinerated and the start

and stop time of garbage incinerated to the Chief Officer for recording in the Garbage Record Book.

Oily rags and others should be accounted for separately. The Second Engineer shall be the person

responsible for supervision of the operation of the incinerator and shall sign the entries regarding details

of incineration in the garbage record book.

Non availability of disposal facilities must be reported to the office. Placards displaying disposal

requirements should be posted up in the galley and in alleyways.




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SOME GUIDELINES FOR HANDLING DIFFERENT CATEGORIES OF GARBAGE ARE GIVEN

BELOW also refer MEPC 219(3).

CATEGORY A: PLASTICS

Request suppliers to avoid supplying items in plastic packing and use other disposable type packing.

All Plastics have to be collected centrally and landed ashore.

Plastics must not be burnt in the Incinerator, unless it is capable of doing so as per certificate.

As far as practicable, plastics should be landed ashore as their incineration produces toxic fumes.

Packing material received on board like large Plastic sheets should be stored and used for packing

when items are landed ashore.

In case of large plastic pallets, attempts must be made to return these along with all plastic material to

the supplier / ship chandler.

CATEGORY B: FOODWASTE

The operation of Comminutor shall be the responsibility of the Chief Cook. Food waste should not be

bagged in receptacles if intended for disposal at sea.

It is recommended that Food Waste Comminutor access door to be kept closed and locked/ sealed

during vessel’s port/anchorage stay and within 3Nm from nearest land to prevent inadvertent use of

Communitor.

Food waste can be incinerated by mixing it with oily rags, however it should be noted that Reg. VI/16(9)

requires monitoring of the combustion flue gas outlet temperature to ensure that the waste is not fed

into the incinerator below a specified temperature dependent upon the method of loading the

incinerator. This requirement is additional to the performance specifications and may not be provided by

all incinerator manufacturers. Incinerator instruction manual to be checked for above requirement prior

incineration.

CATEGORYC: DOMESTIC WASTE

Domestic waste includes paper, rags, glass, metal, cans, crockery and similar refuses. Used light

bulbs/tubes aerosol cans, Medical wastes (excluding plastics), Computers and peripherals and other

electronic wastes also come under this category. Ensure that such garbage generation is kept to a

minimum. All domestic waste should be landed ashore.

CATEGORY D: COOKING OIL

Cooking oil should be landed ashore; (entry to make in GRB) or It can be mixed with rags / oily rags

and burnt in the incinerator. (entry to make in GRB) .




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Alternatively it can be disposed as per any other guidelines provided by Flag State / PSCO / Owner or

Company to meet any local port requirements or to meet any new guidelines provided by IMO.

CATEGORY E: INCINERATOR ASH

Incinerator ash should be disposed off ashore.

CATEGORY F: OPERATIONAL WASTE

Operational wastes also includes cleaning agents and additives contained in cargo hold and external

wash water, scavenge space carbon, paint drums, empty oil drums, wire ropes, condemned cargo gear

wires, metal waste from workshop, synthetic mooring rope, used L.O./F.O filter cartridges, used

batteries, expired pyrotechnics, scavenge space carbon, dry soot from economizer cleaning, rust and

scale debris.

Cleaning agents and additives contained in cargo hold wash water:

Outside special areas: These may be discharged into the sea. These substances must not be harmful

to the marine environment taking in to account guidelines developed by the organization.

NOTE: For vessels in Australian waters the vessels also need to be en route and more than 12 nm from

the nearest land.

Within special areas: The vessel should be en route, greater than or equal to 12nm from the nearest

land, and as far as practicable and is allowed only if

a. both the port of departure and the port of destination are within the special area and the ship

will not transit outside the special area between these ports; and

b. If no adequate reception facilities are available at those ports. These substances must not be

harmful to the marine environment taking into account guidelines developed by the

organization.

Cleaning agents and additives contained in deck and external surfaces wash water:

Outside special areas: These may be discharged into the sea. These substances must not be harmful

to the marine environment taking in to account guidelines developed by the organization.

NOTE: For vessels in Australian waters the vessels also need to be en route and more than 12 nm from

the nearest land.






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a. Both the port of departure and the port of destination are within the special area and the ship



harmful to the marine environment taking into account guidelines developed by the

organization.

c. Cleaning agents and additives contained in deck and external surfaces wash water:

CATEGORY G: CARGO RESIDUE

Cargo residues not contained in wash water.

(E.g. collected on deck / from sweeping of cargo holds):

Outside special areas: The vessel should be en route, greater than or equal to 12nm from the nearest

land, and as far as practicable. These substances must not be harmful to the Marine environment. An

entry for disposal needs to be recorded under (Cat G) of Garbage Record Book.

Within special areas: Discharge is prohibited.

Cargo residues contained in wash water:

Outside special areas: The vessel should be en route, greater than or equal to 12nm from the nearest

land, and as far as practicable. These substances must not be harmful to the marine environment.



a. Both the port of departure and the port of destination are within the special area and the ship



harmful to the marine environment. An entry for disposal needs to be recorded under (Cat G) of

Garbage Record Book.

CATEGORY H: ANIMAL CARCASSES

Disposal in special areas: is prohibited.

Outside special areas: The vessel must be en route and as far from the nearest land as possible.

CATEGORY I: FISHING GEAR

Within special areas: Disposal is prohibited.

Outside special areas: Disposal is prohibited.




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3.5.7. RECORD KEEPING

All entries in Garbage record book are to be as per instructions given in the book. All disposal of

garbage is to be strictly as per ‘Garbage Disposal Restriction ‘table provided below. Receipts for all

garbage landed ashore are to be retained on board for at least 2 years.

MARPOL Annex V Reg. (9) 3 (b) requires to mention the “description of the garbage” being incinerated

in addition to the position and timings in the garbage record book”.

3.6 AIR EMISSIONS MANAGEMENT

3.6.1. PROCEDURES FOR USING FUEL OF CORRECT SPECIFICATIONS.

a. Ensure that the vessel orders, receives and uses correct grade of oil not only to meet

manufacturer’s, owners or charterer’s standards but also to comply with international and local

emission regulations on Sulphur control such as Emission Control Areas as specified in

MARPOL Annex VI (revised), California Air Resources Board (CARB) and European Union

directives for ships at berth in EU ports.

b. The requirements worldwide keep changing at regular intervals. Detailed requirements should

be confirmed from relevant Manager` instructions or from latest circulars sent to vessel from

time to time by the office.

c. Local agents must be contacted for any specific local regulations or requirements (in the form of

Pre-arrival Questionnaire) and same to be complied with.

d. For vessels with class notation ‘CLEAN’, maximum sulphur content in any fuel oil is 3.5% and

fuel shall not contain inorganic acid or include any added substances or chemical waste which

either jeopardizes safety of the ship or the performance of the engine or is harmful to personnel

or contributes to additional air pollution. (This shall not prohibit incorporation of small amounts

of additives intended to improve performance).

RESPONSIBILITY

THE DESIGNATED PERSON IN CHARGE OF GARBAGE MANAGEMENT SHALL BE

THE CHIEF OFFICER.




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3.6.2. ENGINE PERFORMANCE

a. Ensure that the performance of the engines is carefully monitored for exhaust emission and the

plant is maintained and operated at optimum level. No NOx sensitive parameters should be

altered, if the engine is complying with the NOx technical code. When replacing the emission

sensitive components on the engine like fuel injection nozzle, fuel injection pump, fuel cam,

turbo charger and charge air cooler, only genuine spare parts from the maker should be used.

The timing for exhaust valve and fuel injection should not be altered, as this will change NOx

characteristics of the engine.

b. When replacing the cylinder cover or other NOx related spares, always ensure that right spare

parts, supplied by the maker is used in order to keep the combustion chamber geometry

unaltered.

Record of components being renewed is to be maintained in the Technical file, provided by engine

manufacturers. Delivery receipts for the NOx sensitive spares, list of which is provided in the Technical

file, are to be maintained on board as proof that they are supplied by original manufacturer and have

the correct product code number.

No modification or alteration is allowed to be carried out on the secondary means of reducing the NOx

emission, if fitted to the engine. Secondary methods are means of reducing the emission level, using

equipment that does not form part of the engine itself. (Selective catalytic reactor, exhaust gas re-

circulation etc.).

3.6.3. EMISSIONS OF VOLATILE ORGANIC COMPOUNDS

PROCEDURES AND PRECAUTIONS

a. Maintain, test and check all ullaging devices, high level alarm and auto shut off devices for

accuracy on a regular basis as per maker’s recommendation or company guidelines.

b. Ensure that Vapor Emission Control System (VECS), if fitted, is properly maintained and that

crew is trained in its use in accordance with the VECS manual on board.

c. Where local regulations prohibit the pollution of the atmosphere by hydrocarbon gas or inert

gas, the relevant operating procedures shall be modified as necessary to comply with the local

regulations.




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d. Ships fitted with Vapor Return Manifolds (Vapor Emission Control System - VECS) shall ensure

that the bolts securing the manifold blanks are kept free and the system is kept ready for use

where port facilities permit.

e. On gas carriers, use of slip tubes should be avoided with a view to limiting emission of vapors.

f. During gassing up operations alongside, as far as possible, displaced vapor should be sent

ashore or retained in other tanks.

All equipment / components must be well maintained and regularly checked so that “Avoidable

Emissions” do not occur.

Venting cargo vapor to atmosphere through the forward gas riser should not normally be carried out

unless there are exceptional circumstances; such as very high tank pressures at or near tank relief

valves opening or preparations for dry-dock.

3.6.4. EMISSION OF REFRIGERANTS AND HALONS (OZONE DEPLETING SUBSTANCES)

a. Installations which contain Ozone depleting substances (ODS) other than Hydro-

Chlorofluorocarbons (HCFCs) are prohibited on ships constructed on or after 19 May 2005 and

installations which contain HCFCs shall be prohibited on ships constructed on or after

January1, 2020. Refrigerants R-134a, R-404a, R-407c, R-410a and R-413a, R-417a, R-507, R-

717, R-744 and R-290 have Zero Ozone Depleting Potential (ODP) and are not considered

being Ozone Depleting Substances.

b. Existing systems and equipment are permitted to continue in service and may be recharged as

necessary. However, the deliberate discharge of ODS to the atmosphere is prohibited. When

servicing or decommissioning systems or equipment containing ODS, the gases are to be duly

collected in a controlled manner and, if not to be reused onboard, are to be landed to

appropriate reception facilities for banking or destruction. Any redundant equipment or material

containing ODS is to be landed ashore for appropriate decommissioning or disposal.

a. ODS regulations do not apply to permanently sealed equipment where there are no refrigerant

charging connections or potentially removable components containing ODS.

b. Each ship shall maintain a list of equipment containing ODS. This list can be fixed at the end of

the Engine room Logbook - Supplement (MARPOL Annex VI Record book) or can be kept

separately.

c. Any deliberate emission of ODS is prohibited. Deliberate emissions include emissions occurring

in the course of maintaining, servicing, repairing or disposing of systems or equipment, except




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that deliberate emissions do not include minimal releases associated with the recapture or

recycling of an ODS.

d. Operational losses e.g. during purging must be avoided and accidental losses should be

prevented by carrying out regular ‘leak detection tests’ and proper and timely maintenance.

e. In case refrigerant recovery system is provided on board, then the following items should be

included in the PMS as a 3-monthly routine:

f. Avoid ordering aerosol products whenever alternatives are available.

g. Disposal of ozone depleting substances is to be handled by sending them to an authorized

agency operating in accordance with approved environmental agencies equipped with

necessary facilities for disposal of ODS.

h. Comply with any local requirements as regards ODS as they may be more stringent than

MARPOL regulations.

i. From 1 January 2010, the use of virgin (i.e. Unused in sealed and partly filled refrigerant

bottles) HCFCs (R-22, R-401 And R-409A) is prohibited on European flagged vessels in the

maintenance and servicing of refrigeration and air-conditioning equipment.

3.6.5. SOOT BLOWING AND SOOT DISPOSAL

a. The Chief Engineer must ensure that fuel burning equipment on board for Main Engine, Aux

Engine, boilers, emergency generator, life boat engines and incinerators are maintained in an

efficient condition at all times so as not to allow emission of soot and unburnt fuel exhausts (CO

and HCs) from the vessel.

b. Above precautions are required to be taken most stringently by all vessels when in port limits to

ensure no violation of local environmental policies of the port state is done.

In particular no soot blowing is allowed to be done in port limits (min 12 miles from the nearest

coast) and immediate corrective steps must be taken in the event of any smoke pollution

noticed from the vessel.

c. At sea, it is recommended to inform the bridge prior soot-blowing and if necessary alter the

ship’s course so that sparks are not carried over to cargo deck areas. Reduction of Engine

RPM should be considered whenever alteration of course is not practicable.

Special care is to be exercised during departure from a long port stay or when boiler washing has been

undertaken.




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d. Before commencement of flashing up auxiliary boilers, furnace must be checked for leak off fuel

accumulation.

e. Emission of heavy smoke dust and particulate matter increases considerably during

maneuvering and boiler flashing up due to deficiency of oxygen which leaves a lot of unburnt

fuel resulting in carbon particulate matter in the exhaust gas. Utmost attention to temperature,

air pressure etc. for efficient combustion during start up is therefore necessary.

3.6.6. PROCEDURE FOR HANDLING SOOT COLLECTION TANK CONTENTS

a. It is recommended that EGB wash water is drained to oily bilge tank and then transferred to

waste oil tank for evaporation. Prior draining the acidic EGB wash water is neutralized by

dosing appropriate chemical supplied by the company to achieve PH of about 7.0.

This is done to avoid any corrosive attack on the oily bilge tank and pipe lines.

b. Soot collection tank outlet should be provided with loofah or temporary filters to ensure that

soot is not carried on to the oily bilge tank.

c. Tamper proof numbered seals and marking on cross over lines. No attempt should be made by

any engine room staff to pump out this water by any other means such as a flexible pipe /

portable pump arrangement or any other pipeline.

d. Flag State of the vessel and/or Owner may have provided their own specific guidelines for

handling of exhaust gas economizer wash water such as Marshall Islands. (MN-2-013-5). In

such cases, Flag State and/or Owner circular / guideline should be strictly followed. Company

will send additional guidelines to vessel as a circular for such water handling as and when new

guidelines are issued by IMO or vessel’s Flag State.

e. Solid soot should be landed ashore and details should be entered as per guidelines provided

similar to oily rags disposal ashore stating clearly soot disposal and a receipt obtained.

3.7 MISCELLANEOUS WASTES MANAGEMENT. (PROCEDURE FOR DISPOSAL)

Medical wastes

This is considered as domestic waste(C), to comply with the ship specific Garbage Management Plan.

Expired medicines should be accumulated to a substantial quantity (e.g. a box full) and then landed

ashore for disposal.

If disposal is not possible expired drugs may be incinerated at sea. (Refer Marshall Islands circular

MN-7-042-1) Incineration shall be done at a temperature above 850⁰C by authorized personnel. Entire

process of disposal from the time of unpacking till the final destruction the controlled drugs must be

witnessed by two persons and documented in the controlled drugs register.




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Expired pyrotechnics

This is considered as operational waste (F).Expired pyrotechnics must be disposed to shore for

ecological and safety reasons by:

Returning them to the supplier directly or via their local representative or requesting a life raft service

station to accept any of the ship’s out of date pyrotechnics when life rafts are being sent ashore.

Expired pyrotechnics must be disposed of as soon as practical. No attempt should be made to use or

salvage any part of an expired pyrotechnic (such as a line from an expired LTA).

Expired EPIRB

This is considered as operational waste (F).The battery must be disconnected from the expired EPIRB.

The expired EPIRB must only be disposed ashore.

Until it is disposed, the expired EPIRB must be kept separately and the location known and

documented onboard.

Large metal objects such as oil drums and machinery components

Such Large objects should, as far as practical, be returned to the supplier directly or via their local

representative. Master to arrange disposal locally through agents to local vendors dealing in handling

steel scrap.

Rust /scale debris

All the rust and scale debris accumulated must be disposed off to a shore reception facility. They

should be stored as operational waste Cat F.

Equipment containing refrigerants

Cabin fridges, packaged air conditioning units for Control rooms, workshops, Control air dehydrators

etc. should be landed ashore.

Electrical components And Fluorescent and Incandescent Bulbs

They should be collected and landed ashore.




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Fluorescent and incandescent bulbs should be landed ashore in intact condition.

Expired chemicals/used chemical waste and disposal type cartridge filters for LO and FO

It is company`s endeavor to supply the vessels with biodegradable chemicals. The manufacturer’s

instructions must be followed regarding dosages. Expired chemicals/used chemical waste should be

landed ashore. The filter cartridges for LO and FO should be collected and landed ashore.OWS

Coalescer damaged elements should be landed ashore.

Batteries

This is considered as operational waste (F).Used batteries should only be disposed off to an individual /

body who are authorized by the port state to accept Lead Acid batteries for disposal. Used Dry cells

must be landed ashore for disposal.

Receipts

Receipts must be obtained and retained for all waste items landed ashore.

PAINTS AND SOLVENTS

No attempt is to be made to burn them in the Incinerator due to the potential environmental and

hazardous effects from combustion of the byproducts.

ANTI FOULING PAINTS ON SHIP SIDE

As a company policy, ship`s only use environmentally safe ‘Tin Free’ anti fouling paints.

Refer to the ‘International Convention on the Control of Harmful Anti-fouling Systems on Ships’ - Use of

organ tin tributyltin (TBT), which has proven to cause harm to marine organisms and thereby alterations

to the Marine eco systems, has been banned from usage.

During Dry Docking ensure that the blasting residues are collected and disposed off as per prevailing

environmental guidelines of the respective yards.

EMPTY PAINT DRUMS / CANS Empty paint drums/ cans should be recycled/ reused or disposed of in accordance with the guidelines

contained in the Material Safety Data Sheet for the specific paint.




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NOISE

a. Noise pollution may not necessarily cause immediate danger but it affects the hearing and

health of an individual. Use of personal protective aids is encouraged by the Management.

b. Ensure that any repairs carried out on board for any equipment take into account the proper re

fitting to ensure reduction in noise. This may include vibration mountings, rubber packing,

insulation or other appropriate methods.

c. Local regulations, if any, concerning noise, must be strictly followed to avoid complaints from

the local population.

BALLAST WATER MANAGEMENT

REFER BALLAST WATER MANAGEMENT PLAN.

3.7 WASTES RECORDS MANAGEMENT.

WRONG ENTRIES MUST NEVER BE ERASED OR OVERWRITTEN.

INCORRECT ENTRIES MUST BE STRUCK THROUGH BY THIN LINE AND SIGNED.

Making false entries in the oil and other record books is a criminal offence and can lead to FINES AND /

OR IMPRISONMENT.

3.7.1. OIL RECORD BOOK (PART - I)

Guidelines for Filling up ORB along with Sample entries are provided in Annex III of this manual

a. All Oil Record Book entries should be made as per the latest IMO regulations/amendments in

force; guidelines printed in the latest Flag State Oil Record Book front pages and guidance

notes /circulars provided by the company and Annex III of this manual.

b. Entries made into the ORB shall be signed by the certified engineer who performed the specific

task or in whose watch the operation takes place and countersigned by the Chief Engineer.

Bottom of each page must be signed by the Master.

c. All entries should be made as the operation is carried out and writing in the Oil Record Book

should not be delayed to the next day.

d. C/Engineer is fully responsible for all entries in the Oil Record Book (Part-I).

3.7.2. OIL RECORD BOOK (PART - II)

Guidelines for Filling up ORB along with Sample entries are provided in Annex 3




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a. All Oil Record Book entries should be made as per the latest IMO regulations/amendments in

force; guidelines printed in the latest Flag State Oil Record Book front pages and guidance

notes /circulars provided by the company.

b. Entries made into the ORB shall be signed by the certified officer who performed the specific

task or in whose watch the operation takes place and countersigned by the Chief Officer.

Bottom of each page must be signed by the Master.

c. All entries should be made as the operation is carried out and writing in the Oil Record Book

should not be delayed to the next day.

d. Chief Officer is fully responsible for all entries in the Oil Record Book (Part-II).Panama

registered ships are required to enter certain entries in ORB Part – III. The guidelines for such

entries are provided in the Panama Oil Record book. When such entries are made, it must be

specified in the column “Code (Letter)”: Part III so as to indicate that it is an entry associated

with ORB Part-III.

e. Items to be recorded in Part-III of Panama Oil Record book include entries related to Ozone

Depleting Substances, Sulphur Oxides (after every bunkering operation) Volatile Organic

Compounds (tanker vessels only) and Incinerator (whenever it is used). These entries are

required to be made ONLY in the Oil Record Book of Panama registered vessels. It is

recommended to maintain separate Oil Record Book III for air emission entries for Panama

Flag vessels.

3.7.3. CARGO RECORD BOOK

a. Entries as per the codes given in the Cargo Record Book must be followed for making entries.

b. Refer to the Chemical Tanker Manual.

3.7.4. SOPEP / SMPEP

Instructions in the SOPEP / SMPEP manual must be followed for use and review of the manual. All the

Officers and Engineers must be familiarized with the SOPEP / SMPEP.

3.7.5. SEWAGE RECORDS

Sewage discharge record book (log) to be maintained for discharge of sewage from the holding tank

(Whether TREATED or UNTREATED SEWAGE and GRAY WATERS stored on board).

At least the following details to be mentioned in the sewage discharge record book (log).

Date, location (lat/long) and quantity of sewage discharged at sea or ashore.




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Distance from land and ship's speed, when discharge is at sea. Failure of the sewage treatment plant

should be logged and office informed immediately.

a. Daily sounding/ quantity / level in sewage holding tank should be monitored and recorded.

3.7.6. GARBAGE RECORD BOOK

a. Instructions in the Garbage Record Book must be followed for making entries. Detailed

examples of entries in the Garbage Record Book are given in the

b. Garbage Receipts for all the garbage landed ashore must be filed for records.

c. Garbage Record book must be a hard bound book and not held in loose leaflets.

d. Garbage log must be maintained in the flag state or company prescribed format.

e. Whenever Oily rags are incinerated on board or landed / discharged ashore an entry is required

in the Garbage Record Book as per MARPOL Annex V regulation9.3 (b) with details of date,

time, position of the ship, description of the garbage (such as oily rags) and the estimated

amount / quantity. This entry is required to be signed by Second Engineer who is in charge of

the Incinerator.

f. Oily rags incineration entry is NOT required in the Oil Record Book Part I. Only Sludge / Waste

oil burning entry is required to be made in the Oil Record Book Part I.

3.7.7. ANTIFOULING PAINTS

Records of the antifouling paints used must be held in the dry-dock files. The Certificate issued by

Class / Paint Manufacturer must include the Chemical Abstracts Services Registry Number (CAS

number).

3.7.8. REFRIGERANT MANAGEMENT RECORDS

The consumption of refrigerants should be recorded in the monthly report.

Record of leak testing of refrigeration systems must be included in the PMS.

Record of Ozone Depleting Substances, including any discharge (deliberate or unintentional) to

atmosphere, re-charging and disposal to a shore reception facility should be maintained and signed by

2/Engineer and C/Engineer with date in the Engine Room Log Book Supplement (MARPOL Annex VI

Record Book).

Any additional record keeping requirement mandated by a Flag State or local authority should be

complied with in addition to the above.




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3.7.9. NOX REQUIREMENTS

All ships, constructed on or after 1st January 2000, with engines above 130 KW (except emergency

engines such as Emergency Generator), must maintain on board the following three documents and

they should be available for inspection by PSC.

1. Record Book of Engine Parameters (to be maintained by Ship staff)

2. EIAPP Certificate(s) (provided with the ship)

3. NOx Technical File(s) (provided with the ship)

a. Any adjustment or part replacement influencing NOx emission characteristics carried out must

be recorded chronologically in Record Book of Engine Parameters.

b. All part replacements, including ‘like-for-like’ replacements (parts with same IMO number) are

to be entered in the record book of engine parameters. Also all routine PMS checking of

settings, etc. likely to affect NOx emissions must be recorded in the Record Book of Engine

Parameters.

c. When adjustments are made on FQS (Fuel Quality Setting) / VIT (Variable Injection Timing) the

limits mentioned in the NOx Technical file should not be exceeded.

Any adjustment to the engine, outside the range specified in the NOx Technical File, must be done only

after consultation with engine makers and Technical Superintendent.

3.7.10. SOX REQUIREMENTS

Maintain a file for BDN (Bunker Delivery Notes) onboard ship for at least three years. BDN should have

the following details.

Name and IMO number of receiving ship

Port

Date of commencement of delivery

Name, address and telephone number of marine fuel oil supplier

Product name(s)

Quantity (metric tons)

Density at 15 Deg C (kg/m3)

Sulphur content (% mass/mass)

Declaration, by appending signatures of the suppliers that the fuel oil supplied conforms to the

requirements.

Ensure that the on-signing Chief Engineer is adequately briefed on the BDN requirement.




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Before entering sea areas where Sox emission requirements are imposed, ensure that the

changeover to low sulphur fuel oil is completed as required by regulations. Record bunker

details and maintain fuel changeover records in Engine Room Log Book Supplement (MARPOL

Annex VI Record Book).

Any additional record keeping requirement mandated by a Flag State or local authority should

be complied with in addition to the above.

Effective 1st Aug2012, North America and effective 1st Jan 2014, U. S. Caribbean sea area

has been designated as an Emission Control Area under Marpol Annex VI. The detail of fuel to

be used in different areas of the world with maximum sulphur content is to be complied with.

3.7.11. VOLATILE ORGANIC COMPOUNDS

a. Ensure all gauging systems are operational and readout in cargo control room area should be

functional. Calibration of gauges and level sensing equipment must be done as per company

guidelines and records maintained.

b. Alarm test records and values at which they operate should be recorded in the PMS system.

c. If vapor emission control system (VECS) is fitted, a plan approval and survey of the system to

be carried out by Class.

d. Records should be maintained of training of personnel using the system.

3.7.12. INCINERATOR

The following records / documents are to be maintained onboard for verification.

Incinerator furnace temperature in the engine logbook. (This should be between 850 ~ 1200 degrees

centigrade while burning sludge for incinerators fitted on board after 1/Jan/2000).

Ensure the familiarization check lists for respective ranks are properly filled up with respect to

Incinerator.

Training records for personnel operating the incinerator (All officers and ratings using the incinerator

must be trained in the operations).

Type approval certificate for the incinerator and manufacturer’s operating manual.

3.7.13. U.S.C.G. Requirements

a. United States Environmental Protection Agency (EPA) requires vessels visiting U.S. Ports to

have a Vessel General Permit (VGP) and to maintain a record of various inspections such as

weekly, quarterly, annual and dry-dock inspection besides continuous monitoring whilst in permit




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waters for compliance to their discharge requirements. Company has provided separate NPDES

record book for NPDES record keeping and provides regular and company circulars. All such

guidelines need to be strictly followed and all ship’s officers should keep themselves fully

apprised with the latest requirements. Senior officers should carry out regular training on board

for the rest of the ship’s staff, particularly before arrival USA and the same should be recorded on

board.

b. U.S.C.G. Requirements to be followed for Bunker Transfers within U.S water. Refer US CFR33-

ion 155.720-transfer procedures, point (b) and 155.730-compliance with transfer procedures.


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