QHSE Manual Section-10 Environmental Management

Date: 1 - 4 - 2019
Rev: 1

10. Environmental Management

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NORMATIVE REFERENCES

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1. International Safety Management Code

2. International Convention for Prevention of Pollution from Ships

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(MARPOL)

3. Quality Management System (ISO 9001:2015)

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4. Environmental management systems (ISO 14001:2015)

5. OCIMF Tanker Management Self-Assessment

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 QHSE Manual Section-10 Environmental Management
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TABLE OF CONTENTS

10.1 GENERAL

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10.1.1 PURPOSE
10.1.2 SCOPE

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10.1.3 RESPONSIBILITY
10.1.4 ENVIRONMENTAL POLICY
10.1.5 TERMS & DEFINITIONS

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10.2 PLANNING
10.2.1 ENVIRONMENTAL ASPECTS AND IMPACTS OF COMPANY
OPERATIONS
10.2.2 ASSESSMENT OF ENVIRONMENTALLY CRITICAL EQUIPMENT

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10.2.3 LEGAL AND OTHER REQUIREMENTS
10.2.4 ENVIRONMENTAL OBJECTIVES AND TARGETS
10.2.5 CRITICAL SPARES
10.3 IMPLEMENTATION AND OPERATION
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10.3.1 RESOURCES, ROLES, RESPONSIBILITIES AND AUTHORITY
10.3.2 COMPETENCE, TRAINING AND AWARENESS
10.3.3 COMMUNICATION
10.3.3.1 INTERNAL COMMUNICATION
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10.3.3.2 EXTERNAL COMMUNICATION

10.3.3.3 PROCEDURES FOR RECEIVING AND ADDRESSING CONCERNS
RAISED BY PERSONNEL REGARDING ENVIRONMENTAL
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PERFORMANCE AND COMPLIANCE

10.3.4 DOCUMENTATION
10.3.5 CONTROL OF DOCUMENTS
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10.3.6 OPERATIONAL CONTROL

10.3.6.1 SUMMARY OF MARINE WASTE STREAMS - IDENTIFICATION,
PREVENTION, CONTROL AND DISPOSAL
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10.3.6.2 PREVENTION, CONTROL AND DISPOSAL OF WASTE STREAMS

10.3.6.2.1 DRAWINGS, PIPING AND LAYOUT; OIL RECORD BOOK (PART 1)
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ENTRIES
10.3.6.2.2 MACHINERY SPACE BILGE WATER
10.3.6.2.2.1 PREVENTION OF ACCUMULATION OF OILY WATER IN BILGES &
MEANS TO ENSURE THE AVAILABILITY OF CRITICAL
COMPONENTS TO ENSURE RAPID RESPONSE TO LEAKAGES
10.3.6.2.2.2 CONTROL OF MACHINERY SPACE BILGE WATER
10.3.6.2.2.3 DISPOSAL OF MACHINERY SPACE BILGE WATER

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10.3.6.2.2.3.1 DISCHARGE TO SEA THROUGH THE OILY WATER SEPARATOR

10.3.6.2.2.3.1.1 PERMITTED OIL CONTENT OF BILGE WATER DISCHARGE TO SEA
10.3.6.2.2.3.1.2 OPERATION OF THE OILY WATER SEPARATOR
10.3.6.2.2.3.1.3 MEANS TO ENSURE AVAILABILITY AND RELIABILITY OF THE OILY

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WATER SEPARATOR
10.3.6.2.2.3.1.4 REPORTING & RECORDING REQUIREMENTS

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10.3.6.2.2.3.2 DISPOSAL OF BILGE WATER FROM AN EVAPORATION TANK
10.3.6.2.2.4 DISPOSAL OF CLEAN SEA AND FRESH WATER DRAINS
10.3.6.2.3 SLUDGE MANAGEMENT

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10.3.6.2.3.1 MINIMISING THE ACCUMULATION OF SLUDGE
10.3.6.2.3.2 CONTROL OF SLUDGE ACCUMULATION
10.3.6.2.3.3 DISPOSAL OF SLUDGE AND WASTE OIL
10.3.6.2.3.4 OPERATION OF SLUDGE BURNING EQUIPMENT - INCINERATOR

10.3.6.2.3.5
10.3.6.2.3.6 ce
OR BOILER (IF APPROVED FOR INCINERATION)
REPORTING & RECORDING REQUIREMENTS
MEANS TO ENSURE AVAILABILITY AND RELIABILITY OF THE
INCINERATOR
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10.3.6.2.3.7 SHORE RECEPTION FACILITIES FOR LANDING SLUDGE, BILGE
WATER & OTHER SHIPBOARD WASTE
10.3.6.2.4 SEWAGE MANAGEMENT
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10.3.6.2.4.1 PERMITTED LEVELS OF EFFLUENT DISCHARGE TO SEA

10.3.6.2.4.2 DISCHARGE OF SEWAGE
10.3.6.2.4.3 USE OF SEWAGE TREATMENT PLANT IN US WATERS
10.3.6.2.4.4 OPERATIONAL REQUIREMENT OF THE SEWAGE TREATMENT
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PLANT
10.3.6.2.4.5 MAINTENANCE OF SEWAGE TREATMENT SYSTEM
10.3.6.2.4.6 RECORDING REQUIREMENTS
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10.3.6.2.4.7 MEANS TO ENSURE AVAILABILITY AND RELIABILITY OF THE

SEWAGE TREATMENT PLANT
10.3.6.2.4.8 REPORTING REQUIREMENTS
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10.3.6.2.5 HAZARDOUS AND SOLID WASTE MANAGEMENT

10.3.6.2.6 HAZARDOUS SUBSTANCES
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10.3.6.2.7 CHEMICALS
10.3.6.2.8 AIR POLLUTION AND ENERGY EFFICIENCY
10.3.6.2.8.1 CONTROL OF EMISSIONS OF SULPHUR OXIDES (SOX) FROM
SHIPS
10.3.6.2.8.2 CONTROL OF EMISSIONS OF NITROGEN OXIDES (NOX) FROM
SHIPS

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10.3.6.2.8.3 CONTROL OF EMISSIONS OF CARBON DI OXIDE (CO2) FROM

SHIPS
10.3.6.2.8.4 CONTROL OF EMISSIONS OF OZONE DEPLETING SUBSTANCES
FROM SHIPS

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10.3.6.2.8.4.1 HANDLING OF CONTAMINATED REFRIGERANTS
10.3.6.2.8.5 EU-MRV

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10.3.6.2.9 BALLAST WATER MANAGEMENT
10.3.6.2.10 OPERATIONAL DISCHARGES, NATIONAL POLLUTANT
DISCHARGE ELIMINATION SYSTEM (NPDES) / VESSEL GENERAL

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PERMIT (VGP) & OTHER LOCAL REGULATIONS
10.3.6.2.10.1 SALIENT FEATURES OF THE VGP
10.3.6.2.10.2 INSTRUCTIONS AND COMPLIANCE:
10.3.6.2.11 SYSTEMS FOR PREVENTING UNAUTHORIZED OR

10.3.6.2.11.1
10.3.6.2.11.2
10.3.6.2.11.3
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INADVERTENT DISCHARGE OF POLLUTANTS
COMPANY’S ENVIRONMENTAL TAGGING & SIGNAGE SYSTEM
LOCKING OF CERTAIN VALVES AND EQUIPMENT
CONTROL OF PUMPS AND HOSES
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10.3.7 CONTINGENCY MEASURES AND EMERGENCY
PREPAREDNESS
10.4 CHECKING
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10.4.1 MONITORING AND MEASUREMENT

10.4.2 EVALUATION OF COMPLIANCE
10.4.3 NONCONFORMITY, CORRECTIVE ACTION AND PREVENTIVE
ACTION
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10.4.4 INTERNAL AUDITING & REPORTING PROGRESS ON EFFLUENT

REDUCTION
10.4.5 THE CHIEF ENGINEER’S TAKING OVER ENVIRONMENTAL
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REPORT
10.5 MANAGEMENT REVIEW
10.6 TECHNOLOGIES TO IMPROVE ENERGY EFFICIENCY
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ANNEX
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10.1 A ORGANISATION CHART

10.2 A CHINESE MARPOL REGULATION
10.3 A ENVIRONMENTAL IMPACT ASSESMENTS
10.4 A EU-MRV PLAN
10.5 A ENVIRONMENTAL OBJECTIVES AND TARGETS

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10.6 A GUIDE TO THE NEW VOYAGE AND POSITION REPORTING

SYSTEM (EU-MRV & IMO DCS)
10.7 A SUMMARY OF MARINE WASTE STREAMS

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10. 1 GENERAL

10.1.1 Purpose

The Company is committed to the protection of the environment in all its activities both ashore

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and at sea. To help achieve this, the Company maintains an Environmental Management
System (EMS). All relevant policies, procedures, requirements and controls are part of this

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system.

By identifying the potential environmental risks, managing and monitoring all aspects of the
identified risks, and the potential impact on the environment, the Company ensures that there

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is minimal harm to the atmosphere and the marine environment.
The purposes of the Environment Management System are:

x To define and establish procedures that will enable the Environmental policy to be

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implemented on all Company ships and shore offices.

x To define and establish procedures that will ensure that all shipboard activities comply
with Flag state environmental requirements, including compliance with all applicable
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annexes of MARPOL, and any Port State / local regulations that may apply.

x To define and establish procedures designed to prevent the intentional violation of

environmental protection regulations.
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10.1.2 Scope

The Environmental Management System applies to all ships that are under the technical
management of the Company.
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10.1.3 Responsibility
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The CCM (Corporate Compliance Manager) has the overall responsibility for implementation
of the Environmental Management System and evaluation of compliance on board and
ashore. He is also responsible for the documentation and refinement of the EMS.
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The DPA is responsible for Internal Audits, non-conformities, corrective and preventive action,
investigation of ‘Open reports’, ‘Near Misses’ and ‘Incidents’.
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The technical groups have the responsibility for ensuring compliance on vessels in their group.

Masters and Chief Engineers have the responsibility for ensuring compliance on their vessels
and reporting vessel’s or crews’ inability to comply with EMS requirements.

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Further details are provided in Annex 1 of this manual.

10.1.4 Environmental Policy

An environmental policy has been developed and signed by Top management, and

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distributed/made available to all within the Company. The policy includes a zero-spill
statement.

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The environmental policy shall be displayed prominently ashore and on board Company’s
vessels.

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Please refer section 1 of this Manual - “Environment Management Policy”

10.1.5 Terms & Definitions

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APHIS – Acronym for Animal and Plant Health Inspection Service. APHIS is an agency of the
United States Department of Agriculture (USDA) responsible for protecting animal health,
animal welfare, and plant health. APHIS is the lead agency for collaboration with other
agencies to protect U.S. agriculture from invasive pests and diseases.
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APPS – Acronym for Act to Prevent Pollution from Ships. This is a U.S. law that implements
the provisions of MARPOL and the annexes to which the United States is a party. APPS applies
to all U.S. - flagged ships anywhere in the world and to all non-US flagged vessels operating in
navigable waters of the United States or while at port under U.S. jurisdiction.
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CCM – Acronym for Corporate Compliance Manager. The CCM has been appointed to ensure
and monitor compliance with the Environmental Compliance Program (ECP) & the
Environmental Management System.
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CFR – Acronym for Code of Federal Regulations. The codification of the general and
permanent rules published in the Federal Register by the executive departments and agencies
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of the Federal Government. It is divided into 50 titles that represent broad areas subject to
Federal regulation. The CFRs relevant to shipping are Title 33 (Navigation and Navigable
Waters) & Title 46 (Shipping).
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CAA - Acronym for Clean Air Act. The Clean Air Act is the law that defines the EPA's
responsibilities for protecting and improving the United States of America’s air quality and the
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stratospheric ozone layer

CWA – Acronym for Clean Water Act. The CWA establishes the basic structure for regulating
discharges of pollutants into the waters of the United States and regulating quality standards
for surface waters. Vessel General Permit (VGP) or NPDES Permit program falls under the
purview of the CWA.

Document, Controlled - A document that is subject to a management process that ensures

content integrity. All controlled documents are issued by the company.

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Document, Uncontrolled - A document which is produced once for information only, and is
not subject to formal approval or change control. Uncontrolled documents shall be clearly
marked to identify them as uncontrolled.

DPA – Acronym for Designated Person Ashore. The DPA has direct access to the Managing

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Director. He acts as a direct link between all staff onboard to report near misses, incidents,
non-compliance with SMS and other vessel safety and environmental protection requirements

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or violations of MARPOL.

EEZ – Acronym for Exclusive Economic Zone. It means the zone contiguous to the territorial
sea of the United States extending to a distance up to 200 nautical miles from the baseline.

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EMS – Acronym for Environmental Management System.

Environmental requirements include statutes, regulations, permits, the Environmental

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Management System and other agreements.

Environmental objectives are overall goals for environmental performance.

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Environmental targets are descriptions of how environmental objectives will be achieved
within a specific timeframe and should be specific and measurable.

Environmental Planning is the process of facilitating decision making to carry out

development with due consideration given to the natural environmental, social, political,
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economic and governance factors and provides a holistic frame work to achieve sustainable
outcomes.

EPA – Acronym for the United States Environmental Protection Agency. The EPA is charged
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with protecting human health and the environment, by writing and enforcing regulations
based on laws passed by the US Congress.
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External Stakeholders – This includes various third parties such as Ship Owners, Time
Charterers, Oil Majors etc.

IBTS - Acronym for Integrated Bilge Water Treatment System. This is a system to minimize the
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amount of oily bilge water generated in machinery spaces by treating the leaked water and oil
separately. It also provides an integrated means to process the oily bilge water and oil residue
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(sludge).

IMO – Acronym for International Maritime Organisation. IMO is the United Nations specialized
agency with responsibility for the safety and security of shipping and the prevention of marine
pollution by ships.

Internal Stakeholders – This includes the Company’s Owners and Employees.

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ISGOTT – Acronym for the International Safety Guide for Oil Tankers and Terminals. ISGOTT is
published jointly by The International Chamber of Shipping (ICS), The Oil Companies
International Marine Forum (OCIMF) and The International Association of Ports and Harbors
(IAPH). ISGOTT is recognised by IMO as one of the principal industry reference manuals on the
safe operation of oil tankers and the terminals that serve them, and it is referred to in many

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IMO regulations and recommendations. ISGOTT has become the standard reference work on
the safe operation of oil tankers and the terminals they serve.

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ISM Code – Acronym for International Safety Management code which enforced through
amendment to SOLAS Chapter IX – Management for the safe operation of ships.

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KPI – Acronym for Key Performance Indicator. This is used by the company to evaluate the
performance in its activities. KPIs are revised annually.

MARPOL - International Convention for the Prevention of Pollution from Ships, 1973, as

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modified by the Protocol of 1978 and subsequent amendments. MARPOL contains regulations
covering the disposal of various sources of ship-generated waste in the Annexes of the
Convention.
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NPDES – Acronym for National Pollutant Discharge Elimination System. As authorized by the
Clean Water Act, the National Pollutant Discharge Elimination System (NPDES) permit program
controls water pollution by regulating point sources that discharge pollutants into waters of
the United States.
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NTVRP – Acronym for Non Tank Vessel Response Plan. As per US legislation, non tank vessel
owners or operators require to prepare and submit a plan for responding, to the maximum
extent practicable, to a worst case discharge, and to a substantial threat of such a discharge
of oil.
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OCM – Acronym for Oil Content Meter.

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ODS - Acronym for Ozone Depleting Substances.

Open Reporting System – The Company’s anonymous internal reporting system. Please refer
to section 8.8.1.1 for detailed procedures in this regard.
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OWS – Acronym for Oily Water Separator

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PARIS – Acronym for “Planning And Reporting Infrastructure Ship”, which is the Company’s
Computer based management system.

PWSA – Acronym for Ports and Waterways Safety Act. The Ports and Waterways Safety Act
(PWSA), as amended by the Port and Tanker Safety Act of 1978 (PTSA), Public Law 95-474, and
the Oil Pollution Act of 1990 (OPA), is designed to promote navigation, vessel safety, and
protection of the marine environment.

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QHSE System – Acronym for Quality, Health, Safety and Environment Management System.

QMM – Acronym for Quality Management Manual. This is a manual for use of the Company’s
shore staff.

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QMS Department – The Company’s Quality and Safety Department. The QMS department
reports directly to “The Head of Quality & Safety”.

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Resources – This includes all employees, assets, capabilities, organizational processes, firm
attributes, information, knowledge, etc; controlled by the Company that enable the Company
to conceive of and implement the EMS.

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SECA – Acronym for Sulphur Emission Control Area. This means an area where the adoption
of special mandatory measures for SOx emissions from ships is required to prevent, reduce and
control air pollution from SOx and its attendant adverse impacts on land and sea areas.

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SMPEP – Acronym for Shipboard Marine Pollution Emergency Plan. This plan is required as
per Annex II of MARPOL for every ship of 150 gross tonnage and above certified to carry
noxious liquid substances in bulk.
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SOPEP – Acronym for Shipboard Oil Pollution Emergency Plan. This plan is required as per
Annex I of MARPOL for every oil tanker of 150 gross tonnage and above and every ship other
than an oil tanker of 400 gross tones and above.
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Superintendent, Marine – A post among shore side employees in various departments such
as Technical, QMS, Operations, Manning and Training. A Marine Superintendent has past
sailing experience as a Master and includes employees in the head office, branch offices,
affiliated and subsidiary companies.
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Superintendent, Technical – A post among shore side employees in various departments such
as Technical, QMS, Operations, Manning and Training. He has past sailing experience as a Chief
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Engineer. This includes Employees in the head office, branch offices and affiliated and
subsidiary companies.

TPA – Acronym for Third Party Auditor.

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TVRP – Acronym for Tank Vessel Response Plan. As per US legislation, tank vessel owners or
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operators require to prepare and submit a plan for responding, to the maximum extent
practicable, to a worst case discharge, and to a substantial threat of such a discharge of oil or
a hazardous substance.

VIR – Acronym for Vessel Inspection Report. This is a report prepared by a superintendent
upon visiting a vessel for inspection purposes.

Voluntary undertakings include the adaptations of additional best practices or industry norms
that the Company chooses to adopt.

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Waste (also known as rubbish, trash, refuse, garbage, junk) is unwanted or useless materials.

Waste Streams – Means the flow of waste material from generation to disposal.

10.2 PLANNING

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10.2.1 Environmental Aspects and Impacts of Company Operations

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The company has conducted a detailed assessment to identify significant environmental
aspects from its shipboard operations and ensure that adequate controls are in place to
mitigate or minimize the environmental impact or risk. This assessment is detailed below and

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in Annex 3 of this section.

Unplanned occurrences having an environmental impact have been evaluated and

contingency plans made, which are included in section 11 of this manual. Section 11 contains

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details of planned responses to emergency situations and accidents and describes the
prevention or mitigation of associated adverse environment impacts.

The tables in Annex 3 describe the environmental aspects of various shipboard operational
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activities and their potential environmental impacts. Further, the environmental impacts of
these operations are assessed and reference is made to the controls that the Company has in
place to mitigate these impacts or risks.

This information is provided to vessels as guidance only for identifying the controls in place for
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various operational activities. Staff is encouraged to review the information for sufficiency or
errors and suggest additions or deletions of Aspects.

If controls referred to in the tables are deemed insufficient to cover specific operations in the
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prevailing circumstances and conditions, a Risk Assessment should be carried out, as described
in section 9 of this Manual. Risk Assessments should also be carried out for the other reasons
described in section 9 of this Manual.
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The identification, evaluation and review of process have been dealt with in the following
manner. The numbers that have been assigned in the Assessment process are purely empirical
and serve only to establish the Total Significance of each activity in a uniform manner.
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1. Activity
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The various Shipboard activities have been identified and listed in broad categories such as
Navigation, Machinery Operation and Maintenance, Waste Management etc.

2. Aspect Identification

The environmental aspects for each activity have been identified based upon the views of
interested parties, legal requirements, guidelines and codes, environmental analysis, records
etc.

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3. Potential Impact

The potential environmental impact for each aspect has then identified taking into
consideration the following:

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x emissions to air
x releases to water

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x waste management
x contamination of land
x use of raw materials and natural resources
x nuisance(dust, odour, noise, visual etc.)

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x flora and fauna
x other local and regional environmental issues.

4. Assessment of Impact

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Thereafter an assessment of the environmental impact has been done with each element
assigned a score from 1-5 as follows:
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x Frequency / Probability of Occurrence
o Once per day or more - 5
o Once per week or more - 4
o Once per month or more - 3
o Once per year or more - 2
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o Less than once per year - 1

x Is the Impact Direct or Indirect
o Direct - 5 (The activity itself has or may have an impact on the environment)
o Indirect - 1 (The activity itself does not cause an impact on the environment but
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results or leads to another situation or act which has or may have an impact on
the environment)
x Scale of Impact
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o Large scale - 5 (Global Impact)

o Medium scale - 3 (Local or Regional impact)
o Small scale - 1 (Little or no environmental impact)
x Severity of Impact
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o Severe - 5 (Reduction in species and / or bio-diversity)

o Moderate - 3 (Minor recoverable disruption to species)
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o Slight - 1 (Little or no environmental Impact)

x Duration of Impact
o Long term (Effects last more than 1 week) - 5
o Short term (Effects last less than 1 week) - 1
x Legal or Regulatory Exposure
o Severe - 5 (Fines in excess of USD 10,000 and / or Imprisonment)
o Moderate - 3 (Fines from USD 1,000 to USD 10,000)
o Slight - 1 (Fines less than USD 1000)

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x Effect on Company’s Public Image

o Severe (International Coverage) - 5
o Moderate (Regional / National Coverage) - 3
o Slight (Local or No coverage) - 1
x Concerns of Interested Parties

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o Severe (International) - 5
o Moderate (Regional/ National) - 3

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o Slight (Local Interest) - 1

The Total Impact is the sum of the values from a to h

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5. Level of Control and Control Reference

Control means a guideline, procedure or system which when used or followed helps to
mitigate or minimize the environmental impact or risk. The level of control has been identified

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and rated based on the following

x Company exceeds Mandatory requirements - 10

x Company complies with Mandatory/statutory requirements - 7
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x Company complies with Existing voluntary guidelines - 4
x No control or guidelines - 1

6. Total Significance
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For each activity, product or service, the Total Significance is the Total Impact divided by the
Level of Control with a maximum possible score of 40.

A score of more than 7.0 in the Total Significance column shall classify the activity as having
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an unacceptable impact and requires further control before this activity can be carried out.

10.2.2 Assessment of environmentally critical equipment

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Equipment which is used for handling, monitoring and controlling processes relevant to
marine and atmospheric waste streams is identified as environmentally relevant equipment.
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Environmentally relevant equipment, the failure of which can lead to the following is further
categorised as environmentally critical equipment.
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- Marine and Atmospheric pollution.

- Exceeding provided waste stream containment capacity.

Assessment of environmental processes and associated equipment for criticality is contained

in Annex 3.

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10.2.3 Legal and other requirements

The Company is committed to compliance with the environmental aspects of all legislation
and other requirements applicable to the vessels that the Company manages and to the
concerned shore management offices:

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Environmental aspects of legal and other requirements may be contained in but not

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necessarily limited to:
x Flag State regulations
x Classification Societies’ regulations
x SOLAS, MARPOL and other IMO conventions adopted by Flag states

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x National & Local Regulations applicable to vessels and shore management offices
x Industry Codes of Practice
x Ship Management agreements

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x Owners’ requirements.

Information about changes to environmental aspects of legislation or other requirements is

obtained from Publications and bulletins issued by various marine organizations including
Classification Societies, P&I Clubs, Qualified Individuals and other Industry bodies.
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These sources of information are continuously monitored by the QMS Department and the
CCM.

Changes to the environmental management system necessary because of new regulations or

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requirements are proposed and formulated by the QMS Department and CCM.

10.2.4 Environmental Objectives and Targets

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Environmental objectives and targets are set at the beginning of each year and communicated
to each vessel through Annex 10.5A of this section 10.
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The extent to which these targets are met on each vessel is monitored each month through
data provided by the vessel. The vessel’s management is responsible for achieving and
maintaining conformance with the targets.
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An analysis for the entire fleet is made annually to see the extent of conformance with these
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targets and to set new targets for the next year.

10.2.5 Critical spares

Critical spares for the OWS, OCM, Incinerator and Sewage Treatment Plant must be identified
and maintained on board.

A list of critical spares is included in the monthly MARPOL report on PARIS; in addition to these
spares, the Chief Engineer should review the maker’s recommendations for maintenance and

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list of recommended spares, and raise a requisition for the additional items if deemed
necessary.
While developing the critical spares parts list the following shall be taken into account:
1. Age of the vessel
2. Trading pattern of the vessel

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3. Retention capacity of sludge/bilge water/sewage on board the vessel.
4. Is the vessel fitted with means of reducing leakages from pump seals?

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5. Do all oil drains lead to a sludge tank such as bilge separated oil tank (BSOT) and not the
Bilge well or Bilge Holding tank?
6. Does the vessel have means of evaporating bilge water?
7. Is the vessel fitted with a Sewage Holding Tank?

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10.3 IMPLEMENTATION AND OPERATION

10.3.1 Resources, Roles, Responsibilities and Authority

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The company and its Top management ensures the availability of all appropriate resources to
implement and maintain the Environmental Management System.
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Resources include human, financial, technological, organizational infrastructure, material and
specialized skills essential to the implementation and control of the Environmental
Management System.

The Company’s Top management has appointed a Management Representative, who is

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designated as The Corporate Compliance Manager who shall:

x Ensure that the Environmental Management System requirements are established,

implemented and maintained in accordance with ISO 14001 and all relevant rules and
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regulations
x Monitor the implementation of the Environmental Management System, making
recommendations to top management for improvement, as necessary.
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The ship’s Technical superintendent has the responsibility for ensuring environmental
compliance on board his ships.
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The Chief Engineer shall be the appointed Environmental Officer on board, whose duties and
responsibilities include but are not limited to the following:
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x Monitoring compliance with the Company’s EMS.

x Monitoring compliance with all applicable environmental rules & regulations.
x Maintenance of documentation related to environmental compliance.

Adequacy of personnel and other resources to implement and maintain EMS on board ship
shall be reviewed during the Safety Committee meeting and QHSE Review conducted on board
ship every month and reported to the office on Form S-9.1 F.

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Any crew member who feels that there is inadequacy of personnel or other resources to
implement and maintain the Environmental Management System may also bring his concerns
and suggestions if any, to the notice of the CCM or DPA.

The EMS organization chart, in Annex 1, outlines the environmental responsibilities and

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reporting structure of relevant shore and ship positions.

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10.3.2 Competence, Training and Awareness

The Company ensures that any person performing tasks for it or on its behalf that has the
potential to cause a significant environmental impact are competent – based upon their

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education, skill, training or experience.

The Company’s selection, recruitment and training processes ensure that all ship board
personnel carrying out duties that have the potential to cause a significant environmental

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impact are competent.

All shore based employees having a direct responsibility related to environmental compliance
shall be briefed about the company’s EMS, as part of the Induction Process.
en
All shipboard staff shall complete a shore-based EMS training course prior to joining a Fleet
vessel unless they have already completed this course earlier. The following are included in
such EMS training:

a) The importance of conformity with the environmental policy and procedures and with
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the requirements of the environmental management system,

b) The significant environmental aspects and related actual or potential impacts
associated with their work, and the environmental benefits of improved personal
performance,
ef

c) Their roles and responsibilities in achieving conformity with the requirements of the
environmental management system, and
d) The potential consequences of departure from specified procedures.
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Refresher EMS training for Ship staff shall be conducted on an annual basis to address updates
and changes that have taken place to the EMS during the previous year.
r

On board EMS training shall be carried out at least once a month covering as a minimum the
following:
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 QHSE Manual Section-10 Environmental Management
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Rev: 1

Item Documentation / Material

1. Changes to the Company’s Changes to the Section 10 (QHSE Manual),

Environmental Management System new Company Circulars or Alerts pertaining

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to Environmental Management since date of
Last Training

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2. Environmental Incidents / Near Misses QHSE / Vetting Bulletin received since date
of last Training
3. Observations from Environmental Audits QHSE Alert – Environmental Audit findings
– Internal and External received since date of last Training

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Records of EMS training of shipboard staff shall be maintained on PARIS.

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Additionally, The Company will ensure, through newsletters and publications, regular
meetings and staff interaction such as training workshops and seminars that personnel are
made aware of the relevance and importance of their activities and how they are expected to
contribute to the achievement of the environmental policy and objectives.
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All company personnel ashore and shipboard are encouraged to notify the CCM or DPA about
any suggestions regarding the EMS training.

Such feedback from shipboard staff can be noted in Section 14 of the Safety and Pollution
Prevention Review (S-9.1 F).
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10.3.3 Communication

The Company’s procedures for internal and external communication are described below:
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10.3.3.1 Internal communication

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Internal communication on environmental matters is organised as illustrated in the EMS

Organization Chart in Annex 1 of this manual.

Internal communication on environmentally related matters aims to improve the

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effectiveness of the EMS at various levels, e.g. communication of changes in the EMS, methods
of implementing the EMS, feedback on EMS effectiveness, discussions during Management
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Reviews, internal audit findings etc.

Following means may be used for internal communication viz: Phone/Fax/Email / Company
circulars & memo / PARIS Reports etc.

10.3.3.2 External communication

External communication includes receiving, documenting and responding to relevant

communications from external interested parties.

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 QHSE Manual Section-10 Environmental Management
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Rev: 1

The CCM has primary responsibility for responding to any enquiries and other communication
from external sources on matters concerning environmental aspects and environmental
management systems.
Enquiries and other communication (received by mail, fax, telephone, in person, etc.) from
external parties concerning EMS or environmental performance shall be referred to the CCM

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to determine the necessary response.

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10.3.3.3 Procedures for receiving and addressing concerns raised by personnel
regarding Environmental performance and compliance

Company personnel ashore and ship’s staff are encouraged to speak directly to their superiors

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/ the DPA or CCM about any concerns relating to the environment.

Any Shore side employee who becomes aware of any concerns or violations of any applicable
environmental requirement shall bring it to the immediate notice of the DPA and CCM.

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Concerns or violations will be investigated by the DPA and dealt with as per the procedures
described in sections 1 & 3 of this manual.
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10.3.4 Documentation

The Company has established and maintains a fully documented Environmental Management
System.
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Documentation includes the following:

- The environmental policy
- The Garbage Management Plan
- EMS 02 Logs (S – 10.17 L).
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- EMS posters
- Oil record Books.
- Garbage record book.
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- MARPOL report on PARIS.

- S – 10.14 L & S – 10.15 L (Sox Emission control)
- NOx Technical File and Record Book.
- Ozone depleting substances log.
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- Engine room sounding log.

- Ballast water Record Book and logs.
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- Vessel general permit Log.

- S – 9.1 F (Safety Committee Meeting & Pollution Prevention Review)
- SOPEP/SMPEP
- Daily fuel consumption record
- Cargo heating consumption estimate
- Voyage data record
- Chief Engineer’s Taking Over Environmental Report
- Certificates including:
a. International Oil Pollution Prevention Certificate & supplement

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 QHSE Manual Section-10 Environmental Management
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Rev: 1

b. EIAPP Certificate (or Statement of Compliance)

c. International Air pollution Prevention Certificate
d. International Sewage Pollution Prevention Certificate (ISPPC)
e. International Pollution Prevention Certificate for the carriage of Noxious liquid
substances in bulk (NLS certificate / Certificate of Fitness)

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f. International Anti-Fouling System Certificate

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10.3.5 Control of Documents

With Reference to the documentation related to the EMS, it is the responsibility of the CCM
to ensure that:

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a. Current and valid documents are available and can be easily located in the Head Office.
b. All documents are periodically reviewed & revised as necessary to comply with the
existing EMS requirements.
c. All changes to Documents and the current revision status of Documents are identified.

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d. Obsolete documents are promptly removed/destroyed from all points of issue in the
Head Office and use, or otherwise assured against unintended use.
e. Obsolete documents retained in the Head Office only for legal and/ or knowledge
preservation/reference purposes are suitably identified
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f. In the Head Office, the current versions of relevant documents are available at all
locations where operations essential to the effective functioning of the Environmental
Management System are performed.
g. Uncontrolled documents shall be clearly marked to identify them as uncontrolled.
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It is the responsibility of the Head of a Field Office and the Master on each ship to ensure that:
I. Current and valid documents are available and can be easily located in the Field Office
/ Ship.
II. Obsolete documents are promptly removed/destroyed from all points of issue in the
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Field Office / Ship and use, or otherwise assured against unintended use.
III. In the Field Office / Ship, the current versions of relevant documents are available at
all locations where operations essential to the effective functioning of the
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Environmental Management System are performed.

IV. Uncontrolled documents shall be clearly marked to identify them as uncontrolled.

10.3.6 Operational Control

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This section identifies and plans those operations that are associated with the identified
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significant environmental aspects consistent with the Company’s environmental policy,

objectives and targets, in order to ensure that they are carried out under specified conditions
by
a. Establishing, implementing and maintaining documented procedures to control situations
where their absence could lead to deviation from the environmental policy, objectives and
targets, and.
b. Stipulating the operating criteria in the procedures, and,
c. Establishing, implementing and maintaining procedures related to the identified
significant environmental aspects of goods and services used by the Company’s managed

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 QHSE Manual Section-10 Environmental Management
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Rev: 1

vessels and communicating applicable procedures and requirements to suppliers,

including contractors.

10.3.6.1 Summary of marine waste streams - identification, prevention, control and

disposal

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Legal
Preventing, Control &

nl
requi Identification of
Minimisation of Waste Disposal
reme waste Stream
Streams
nts
MARPOL ANNEX - 1 & 2

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Regular inspection and Clean up with rags and
maintenance of potential sources incinerate or transfer to the
of leaks. Placing containments waste oil tank (note that rags
Operational around potential sources of leaks contaminated with Annex 1 &

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leaks on deck to be considered. Arrest & rectify 2 cargoes must not be
the source. Containment around incinerated or transferred to
Hydraulic Machinery / Hydraulic sludge tank).
Rams, control boxes, etc.
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Ensure efficient stripping is
Storage in slop / designated
carried out at the discharge port.
Cargo Residues tanks and disposal in
On crude oil carriers carry out
Tankers accordance with MARPOL
crude oil washing to minimize the
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Annex 1 / 2.
ROB of cargo.
Regular inspection and
maintenance of potential sources Transfer to slop tank and
Cargo pump
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of leaks such as pipes, flanges, record in the oil record book

room bilges
glands etc. Arrest & rectify the part 2.
source. Keep the bilges clean.
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Regular inspection and Check for the presence of oil.

maintenance of potential sources If none found, pump out at
Ballast pump
of leaks such as pipes, flanges, sea. If oil is found transfer to
room bilges
glands etc. Arrest & rectify the slop tank / drums / waste oil
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source. Keep the bilges clean. tank.

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Storage in the designated

Regular inspection and
tank (such as the bilge holding
maintenance of potential sources
tank). Disposal by
Engine Room of leaks such as pipes, flanges,
evaporation in an approved
Bilge Water glands etc. Arrest & rectify the
evaporation tank, pump out
source. Keep the bilges clean. Use
through an OWS or to shore
of mechanical seals for pumps.
reception facilities.

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 QHSE Manual Section-10 Environmental Management
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Rev: 1

Regular inspection and

maintenance of potential sources Storage in the Clean drain
of leaks such as pipes, flanges, tank. Check for the presence
IBTS clean water
glands etc. Arrest & rectify the of oil, if none found, pump
source. Use of mechanical seals out when the vessel is at sea.

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for pumps.

nl
Record in the Line breaks and
Regular inspection and
leakage log (Section 2 of EMS
Operational maintenance of potential sources
02). Clean up with rags and
leaks in the of leaks such as pipes, flanges,

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incinerate or transfer to the
engine room glands etc. Arrest & rectify the
waste oil tank or bilge holding
source.
tank as appropriate.

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Record in the Oil to Sea
Interface Log (Section 3 of
EMS 02). Clean up with rags
and incinerate or transfer to
Regular inspection and checking
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Oil to sea the waste oil tank or bilge
for leaks. Immediate rectification
interfaces holding tank as appropriate. If
of leaks when found.
the leakage is into the sea
immediately inform the
Company and make an entry
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in the ORB under Code I.

Collection from various locations Store in designated

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Solid Sludge such as scavenge spaces, cleaning containers and dispose

of sludge, waste oil tanks etc. ashore.

Avoid mixing bunkers. Check

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compatibility in case Bunkers

Incinerate or land to shore
must be mixed. Bunker Analysis
Sludge reception facility. Entry in
and corrective action such as off
ORB.
landing or use of additives in case
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of High Sedimentation.
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4
MARPOL ANNEX -

Minimisation of generation of
sanitary water by crew In accordance with MARPOL
Sewage awareness and prompt Annex 4 or applicable local
rectification of leaking flushes regulations.
etc.

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 QHSE Manual Section-10 Environmental Management
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Rev: 1
MARPOL ANNEX – 5

Proper segregation. Recycling. Disposal at Sea in accordance

Reduce waste and minimize with the MARPOL Annex V or
waste generation. Minimize use land to shore reception.
of plastics and potential garbage Record in the Garbage Record
Garbage through bulk packaging and/or Book.

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reusable containers. Get supplier
to unpack and remove packing

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material from the vessel after
delivery.
Discharge as much dunnage as

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Dunnage possible in port during cargo Land ashore or incinerate.
operations.

Disposal in accordance with

Ensure that the maximum

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Cargo Residues MARPOL regulations. In case
amount of cargo is discharged at
Dry Cargo the same is a marine
port. Sweep holds, collect
Vessels pollutant shore disposal is to
remnants and discharge ashore.
be carried out.
BWMC

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Ballast discharge to be done
Minimize uptake of ballast water
in accordance with
in areas known to have
regulations pertaining to
infestations of harmful organisms
ballast exchange or
(e.g. toxic algal blooms) or near
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treatment systems. Sediment

sewage outfalls, dredging
Ballast Water from cleaning of ballast tanks
operations, or in darkness or
not to be discharged in
where propellers may stir up
territorial waters. Minimize
sediment. High sea chest to be
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discharge of ballast water to

used for ballasting in port or
that which is essential for
shallow areas.
vessel operation.
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Minimize greywater generation Overboard through the

by limiting use of laundry. Keep vessel’s fixed piping unless
cooking oils out of greywater to prohibited by national or local
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maximum extent possible. Where regulations (eg: In TURKEY, it

Grey water storage tank is provided, store is prohibited to discharge
Fo

greywater in port / anchorage. grey water at anchorage or

This is a requirement in VGP alongside. Fines upto USD
waters (US) 18,000 are levied by Turkish
Ecological department).

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 QHSE Manual Section-10 Environmental Management
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Rev: 1
OTHER REGULATIONS NPDES (VGP)
OTHER REGULATIONS / NPDES(VGP)

Chain locker effluent may be

Use anchor wash, hose down discharged to sea but not in
Chain locker
anchor chain while picking up VGP waters (U.S.A.). This
effluent
anchors. effluent may be subjected to

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regulation in other countries.

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Regular inspection & upkeep of
Check for the presence of oil.
the forward store including all
Forward store If none found, pump out at
potential sources of oil leaks.
bilges effluent sea. If oil is found transfer to

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Containment around Hydraulic
drums / waste oil tank.
machinery / control boxes.

Decks to be kept clean and free of

contaminants. When

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approaching Port, external Check for the presence of oil.
surfaces cleaning to be carried If none found, drain water
Deck Run Off out outside territorial waters. from deck scuppers. If oil is
Deck scuppers to always be found transfer to slop tank /
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plugged in port. Deck washing / drums.
Hatch cover Hose testing not to
be done in Port / Anchorage

Regular inspection and

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maintenance of potential sources

Oil & Grease on Clean up with rags / collect
of oil leaks. Arrest & rectify the
Deck and transfer to waste oil tank.
source. Ensure wires do not have
excessive grease.
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Where practicable, wash

water to be evaporated or
Soot in Exhaust Efficient combustion of main
transferred to a sludge tank.
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Gas Economiser engines, auxiliary engines and

Dry Soot component of wash
wash water boilers.
water to be collected and
landed ashore.
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Inspection of Bunker Delivery

MARPOL Annex VI
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Note to confirm Sulphur content

in fuel is within the prescribed
Sulphur Oxides
limit. Following proper procedure N/A
(SOx)
if switching fuels, to ensure that a
complete switch to low sulphur
fuel is accomplished prior entry

23
 QHSE Manual Section-10 Environmental Management
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Rev: 1

into the emission controlled area.

MARPOL Annex VI

Commencing switching back to

high sulphur fuel only after exit
from the emission controlled
area.

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Implement energy conservation
measures detailed in SEEMP.

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NOx technical record book to be
maintained and updated
whenever engine components or

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Nitrogen Oxides settings identified in the technical
N/A
(NOx) file are changed, including like-
for-like changes. Implement
energy conservation measures

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detailed in SEEMP.

VOC Management Plan to be

Volatile Organic strictly followed in ports where
N/A
Compounds emissions of VOCs from tankers
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are regulated.
MARPOL ANNEX - 6

x Providing recovery kit on

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every vessel fitted with ODS.

Ozone depleting Recovery of refrigerant gas
x Prohibition on deliberate
substances and disposal of contaminate
emission of ODS such as R-12
(ODS) refrigerant ashore.
and R-22
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x Leak test on monthly basis

10.3.6.2 PREVENTION, CONTROL AND DISPOSAL OF WASTE STREAMS

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10.3.6.2.1 DRAWINGS, PIPING AND LAYOUT; OIL RECORD BOOK (PART 1) ENTRIES

Drawings, record of equipment and piping must reflect the actual condition on board.
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1. Copies of the Makers’ operation, instruction and maintenance manuals for all pollution
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control equipment including OWS, OCM, Incinerator and Sewage Treatment Plant must be
on board, together with type approval certificates.
2. “As Built” drawings of the Bilge & Sludge transfer and management systems should be
readily available on board. “As built” drawings should be carefully compared to the existing
layout of piping and equipment, and modifications done in the past (if any), must be
updated on the drawings and presented to a Class Surveyor for verification and
endorsement. An approved copy of any modifications done, should be available on board
the vessel.

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 QHSE Manual Section-10 Environmental Management
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3. Piping to and from the sludge tanks and sludge pump should have no direct connection
overboard, other than the standard discharge connection on deck. If this does not appear
to be the case, the Company’s technical department should be informed immediately.
4. Sludge tanks shall have no discharge connections to the bilge system, oily bilge water
holding tank(s), tank top or oily water separators, except that:

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a. 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

nl
oily bilge water holding tank or bilge well, or an alternative arrangement, provided
such arrangement does not connect directly to the bilge discharge piping system; and
b. the sludge tank discharge piping and bilge-water piping may be connected to a
common piping leading to the standard discharge connection; the connection of both

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systems to the possible common piping leading to the standard discharge connection
shall not allow for the transfer of sludge to the bilge system (a non-return valve should
be fitted in the Bilge pump discharge piping to prevent this);
5. All entries in the Oil Record Book Part 1 (Machinery Space operations) should be made by

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the Chief Engineer. Each entry should be signed by the officer who oversaw the relevant
operation and by the Chief Engineer. Each completed page must be signed by the Master.
6. Before signing each completed page of the ORB, it is the responsibility of the Master to
check each entry and satisfy himself that the ORB is accurately filled with respect to:
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a. Date Timings
b. Quantities
c. Codes
d. Nature of Operation
e. Tanks involved and their capacities/ retention
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f. vessel’s position as applicable

g. Any other relevant data
7. Entries in the Oil Record Book Part 1 (Machinery space operations) must be made as per
the examples given in MEPC circular 736 (as subsequently revised). A copy of this circular
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should be included in the ORB-1 to guide staff making and checking entries.
8. Attention should be paid to the neatness and legibility of ORB entries. Corrections should
be minimized and proper correction procedure must be used. Corrected entries must be
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clearly visible after being struck off with a single line and all corrections must be signed
and dated by the Chief Engineer. The use of corrections fluid or tape is prohibited.
9. Any additional requirements of the Flag Administration must be observed, as may be
indicated in the preliminary pages of the Oil Record Book issued by respective
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Administrations. The Panama Maritime Authority for example, requires Part-III / MARPOL
Annex VI (Regulations for the Prevention of Air Pollution from Ships) entries to be made in
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the Oil Record Book (Part-I), and vessels are reminded to strictly follow the additional
requirements.
10. Vessels must maintain a Tank Sounding Book (E-12), where the soundings (in cm) and
quantity (in m3) in all tanks (used for retention of Bilge Water, Clean Drains, Sludge and
Waste Oil) and void spaces (Coffer Dams) in the Engine Room are recorded at least daily.
Entries are to be made in ink (not in pencil) and should be reviewed by the Chief Engineer
daily and Each entry must be signed by the person responsible for taking the sounding and
counter signed by the Chief Engineer.

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 QHSE Manual Section-10 Environmental Management
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10.3.6.2.2 MACHINERY SPACE BILGE WATER

10.3.6.2.2.1 PREVENTION OF ACCUMULATION OF OILY WATER IN BILGES & MEANS TO

ENSURE THE AVAILABILITY OF CRITICAL COMPONENTS TO ENSURE RAPID
RESPONSE TO LEAKAGES

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a) Regular inspection and maintenance of potential sources of leaks such as pipes, flanges,

nl
glands etc. Arrest or minimize the leaks. Keep the bilges clean.
b) Drains from sea and fresh water pump glands / seals should be led directly to the Bilge
tank or to a separate clean drain / bilge tank if fitted.
c) Main engine air cooler condensate should be led directly to the Bilge tank or to a separate

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clean drain / bilge tank if fitted.
d) Drains or leaks from oil pumps / machinery (including air compressors) / oil tanks (including
waste oil incinerator tank) should be piped directly to a sludge tank and not to the Bilge
wells.

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e) Sea and fresh water pumps should be fitted with mechanical seals. Where the pumps are
fitted with gland packings, they should be retro-fitted with mechanical seals.

The Company has identified critical components that require rapid replacement to minimize
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leakages and reduce waste stream development in the machinery spaces.

Leakages from pump glands or seals are considered to the main source of waste generation in
machinery spaces. Hence mechanical seals and gland packing have been identified as critical
components that require rapid replacement to minimize waste streams in the machinery
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spaces.

Vessels which have converted to mechanical seal of cartridge type, should have a box of spare
gland packing, with the lantern rings. In case of failure, the subject pump can be temporarily
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converted back to gland type arrangement, till the spare mechanical seal is connected to the
vessel.
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Following are the types of Pumps identified:

1) Frequently used S.W. pumps, such as Ejector pump, Main and Aux. cooling pumps
2) Boiler water circulating pumps
3) Aux. Boiler water feed pumps
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 QHSE Manual Section-10 Environmental Management
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Rev: 1

Hence as a mitigating measure, Following must be present on board:

Pump Arrangements Spares Quantity Remarks

Mechanical seal type One Set of Mechanical seal
arrangement in pumps. for each type of

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abovementioned pumps.
Gland type arrangement in One set of spare box of

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pumps. gland packing
mechanical seal of One Box of spare gland In case of failure, the subject
cartridge type packing, with the lantern pump should be temporarily
rings. converted back to gland type

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arrangement, till the spare
mechanical seal is connected
to the vessel.

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x Requisition is to be raised promptly and timely to address any shortfalls.

10.3.6.2.2.2 CONTROL OF MACHINERY SPACE BILGE WATER

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a) Bilge water is only to be stored in tanks designated for this purpose and listed in the IOPP
Certificate supplement Form A/B. If non-designated tanks are to be used due to
operational reasons, office must be informed so that Class / Flag can be informed and
approval obtained.
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b) Monitor Bilge water accumulation on daily basis through soundings of bilge holding tanks
and inspection of Bilge wells.
c) Monitor Bilge water accumulation in Bilge wells monthly by recording the total amount of
water transferred from wells to Bilge tank in the MARPOL report on PARIS and establish
ef

trend by comparing with previous months’ data. Discuss means to reduce accumulation
every month in the safety and pollution prevention meeting.
d) Total Bilge water accumulation in Bilge holding tanks should be maintained less than 50%.
e) Leaks from seawater/fresh water / oil in the machinery spaces are to be recorded in the
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defect register, along with the actions taken or planned for leak repair.

10.3.6.2.2.3 DISPOSAL OF MACHINERY SPACE BILGE WATER

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WARNING – DIRECT DISCHARGE TO SEA OF ANY WATER ACCUMULATING IN THE ENGINE-

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ROOM BILGES (EXCEPT IN CASES OF EMERGENCY), IS STRICTLY PROHIBITED AND IS A

MARPOL VIOLATION. ONLY THE FOLLOWING MEANS OF DISPOSAL ARE PERMITTED:

a) Discharge overboard through the Oily Water Separator, strictly in accordance with
MARPOL Annex 1 Regulations,
b) Evaporation in an approved ‘Evaporation Tank’
c) Discharge to shore reception facilities.

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 QHSE Manual Section-10 Environmental Management
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10.3.6.2.2.3.1 DISCHARGE TO SEA THROUGH THE OILY WATER SEPARATOR

10.3.6.2.2.3.1.1 PERMITTED OIL CONTENT OF BILGE WATER DISCHARGE TO SEA

Not to exceed the limit prescribed in MARPOL Annex 1 (currently 15 parts per million) after

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passing through the Oily Water Separator and being monitored / controlled by the Oil
Content Meter.

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10.3.6.2.2.3.1.2 OPERATION OF THE OILY WATER SEPARATOR
A) The following is strictly prohibited and is a violation of MARPOL:
a. By-passing the OWS (such as pumping out of oily Bilge water using magic pipe lines,

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pumping out the bilge water into the sewage tank or clean drain tank etc.)
b. Tampering / tricking the OCM (such as using a defective OCM, shutting off the sample
flow while the OWS is in operation, diluting the sample flow while the OWS is in
operation, tricking the OCM using magnets or hack saw blades thereby causing the

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OCM’s internal processor to interpret that the sample is being sensed by the OCM
whereas clean water is flowing through the OCM etc.)
B) To ensure proper control and monitoring of operations, the OWS shall be preferably
operated only during day time, and under the direct responsibility of the Chief Engineer
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and in agreement with the Master. The bridge watch keeping officer shall also be notified.
C) The engineer operating the OWS must monitor its operation and ensure that it is working
effectively. The bridge watch-keeping officer shall keep a sharp eye overboard for oil
sheens. In case of doubt the operation should be stopped immediately.
D) The ship-side overboard valve of the OWS must be kept locked with 2 padlocks when OWS
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is not in operation, the keys for one padlock being with the Master and the keys for the
other being with the Chief Engineer. This will ensure that both Master and Chief Engineer
are aware when the OWS is in operation. A warning poster / placard shall be placed next
to the overboard discharge valve, indicating that the valve may only be opened under the
ef

express authority of the Chief Engineer and the Master.

E) Simple and clear instructions detailing the start-up, checks, operation and shut-down of
the OWS and associated equipment should be clearly posted at the equipment.
R

F) Chemicals or similar solvents should not be used for cleaning of machinery space bilges,
nor poured into the bilges or bilge holding tanks, except chemicals which are suitable for
use with the OWS. Other contaminants, such as Soot or Detergents, should also be
prevented from entering the Oily Water Separator source / Bilge Holding Tank.
r

G) As far as practicable, bilge water retention should be minimized and maintained below
50% of the retention tank capacity at all times during a voyage by pumping out through
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the OWS when in permitted areas, so that vessel always has adequate retention capacity
available in case of malfunction of the OWS or associated equipment.

10.3.6.2.2.3.1.3 MEANS TO ENSURE AVAILABILITY AND RELIABILITY OF THE OILY WATER

SEPARATOR

a) Every month the OWS shall be operationally tested and records maintained in the Oil
Record Book, under code ‘I’. The ‘certificate and surveys’ section in PARIS shall be updated
with the date of testing. The format of such testing and recording is given below:

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 QHSE Manual Section-10 Environmental Management
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The test shall be conducted in the presence of the Chief Engineer, and any other engine
room personnel assigned responsibility for the operation and/or maintenance of the OWS
and shall include:

x one (1) hour of continuous discharge overboard of the contents of the bilge holding tank

y
without dilution,
x recirculation of the water from Bilge tank to Bilge tank to confirm that the recirculation

nl
line is free of blockage,
x operation of three way valve / pump shut-off device.
x OCM 15 ppm alarm.
x

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Function of the oil probe (if applicable)

If an actual discharge is not feasible due to the location of the vessel or insufficiency of
water in the Bilge tank, then the entire operational test may be carried out through the

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recirculation line – however, this should be considered an exception rather than the rule.

A detailed entry should be made in the ORB under Code I specifying the components
tested, such as operation of three way valve / pump shut-off, OCM alarm, Oil Probe etc.
and the result of the test. Soundings of the bilge holding tank before and after the test
en
shall also be recorded, if the test includes the pumping overboard of the contents of the
Bilge Holding Tank.

In case of an unsatisfactory test or a failure, the CCM shall be informed immediately.

Please refer to the examples below for guidance:
er

Example:1 (Testing during overboard discharge).

ef

RECORD OF OPERATIONS/SIGNATURE OF OFFICER IN

DATE CODE ITEM
CHARGE
XXXXXXX I An operational test of the OWS & OCM was carried
out from Bilge tank to over board from xxxxhrs to
R

xxxxxhrs
Initial Bilge tank sounding:xm3 / Final Bilge tank
sounding:ym3
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Following are the items checked:

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OCM 15PPM alarm tried out –found working

satisfactorily.
Operation of 3-way valve checked- found working
satisfactorily.
Function of the oil probe checked- found working
satisfactorily.
signed: (Officer-in-charge, Name & Rank) dd-MONTH-
yyyy

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 QHSE Manual Section-10 Environmental Management
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XXXXXXX D 13 xxx m3 from Bilge Holding tank capacity: xxx m3;

retained: yyy m3.
14 Start: xxx hrs. Stop: yyy hrs.
15.1 Start: xxx deg N/S yyy deg E/W; Stop: xxx deg N/S, yyy
deg E/W.

y
signed: (Officer-in-charge, Name & Rank) dd-MONTH-
yyyy

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Example:2 (Test by recirculation in case overboard discharge is not feasible)

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RECORD OF OPERATIONS/SIGNATURE OF OFFICER IN
DATE CODE ITEM
CHARGE
XXXXXXX I An operational test of the OWS & OCM was carried out
from Bilge tank to Bilge tank(re-circulation mode) from

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xxxxhrs to xxxxxhrs
Following are the items checked:
OCM 15PPM alarm tried out –found working
satisfactorily.
en
Operation of 3-way valve checked- found working
satisfactorily.
Function of the oil probe checked- found working
satisfactorily.
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signed: (Officer-in-charge, Name & Rank) dd-MONTH-

yyyy

A copy of the ORB Entries is to be scanned and sent to the technical group of the vessel.
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b) The OCM shall have its accuracy verified by a shore technician annually for tankers and
twice in every five years for other vessel types and a certificate issued. The accuracy check
shall be performed by an approved testing facility / agency. The ‘certificate and surveys’
R

section in PARIS shall be updated with the date of calibration.

c) OWS preventive maintenance shall be carried out at intervals and in the manner
prescribed in the equipment operation / maintenance manual or as recommended by the
maker and recorded in the Planned Maintenance System.
r

d) The Bilge holding tank shall be inspected at intervals not exceeding six months and cleaned
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if contaminated with oil or other contaminants. Records of such inspection / cleaning shall
be entered in the ORB under code ‘I’ and the ‘certificates and surveys’ section of PARIS
updated.
e) The following critical spares for the OWS, OCM and Bilge Pump shall be maintained always.
When each spare is used, a replacement must be ordered on highest priority:

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Rev: 1

Minimum Quantity
Description of Critical MARPOL Spares
recommended
A) Spares for OWS and OCM:
Complete set of Filters (for all stages) 1 set(100% spare)

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Cleaning kit for OCM. 1 kit
Solenoid valve(oil discharge valve) 1 set

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Oil level probe 1 set
Sensor Glass Tube (where applicable) 1 pc
B) Spares for Bilge Pump(Screw type):

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Stator 1 pc
V-belt(if applicable) 1 pc
Bearings 1 set

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B1) Spares for Bilge Pump(Reciprocating type):
Bucket rings 1 set
suction and delivery valves 1 set
V – Belt (if applicable) 1 set
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Bearings 1 set
C) Spares for OWS Pump(Screw type):
Stator 1 pc
V-belt 1 pc
Bearings 1 set
er

10.3.6.2.2.3.1.4 REPORTING & RECORDING REQUIREMENTS

a) Should there be a malfunction / failure of the OWS or OCM, the Company must be
ef

informed of this immediately and an entry must be made in the Oil Record Book regarding
the equipment malfunction. The Company will inform the appropriate authorities. All
residues / wastes as applicable must thereafter be retained onboard in designated holding
R

tanks for disposal to shore reception facilities until such time as the equipment is
confirmed to be fully operational and functional.
b) If the vessel is calling a US port, the equipment failure must be mentioned in the Electronic
Notice of Arrival (ENOA) and such report must also be copied to the USCG Captain of the
r

Port (COTP) of the next port of call.

c) The MARPOL report must be filled and submitted on PARIS on a monthly basis.
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d) Bilge water accumulation and plans for minimization must be recorded in the ‘Safety
Committee meeting and QHSE review’ report.
e) Monthly OWS test & Bilge Holding tank inspection / cleaning are to be recorded in the Oil
Record Book.
f) ‘Certificates and Surveys’ section of PARIS is to be updated with the dates of OWS monthly
test, OCM annual calibration and inspection / cleaning of Bilge Holding tank. Sounding and
retention of Bilge holding tanks shall be recorded daily in the E/R sounding log.

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 QHSE Manual Section-10 Environmental Management
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g) Prior recording OWS operations in the ORB, the Chief Engineer must check the OCM
memory to ensure that the times recorded in the ORB match those in the OCM memory.
All OWS & OCM operations, including tests, are to be recorded in the ORB.

10.3.6.2.2.3.2 DISPOSAL OF BILGE WATER FROM AN EVAPORATION TANK

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a) Bilge water may be disposed of by evaporation in a Class-approved bilge water evaporation

nl
tank, as an alternative to disposing of through the OWS. The advantages of this method of
disposal are reduced maintenance of the OWS, ease of handling and to address some of
the problems that a typical OWS faces in dealing with muddy water and chemicals.
b) Water from the Bilge wells may be transferred directly to the evaporation tank. However,

O
care should be taken to keep oil from entering the evaporation tank to prevent oil from
clinging to the Heating coils thereby reducing heating efficiency as also to reduce the
possibility of oil vapour from heated oil creating a flammable atmosphere within the tank.
c) Disposal to sea of the contents of the evaporation tank, including salt deposits, rust scale

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etc. is STRICTLY PROHIBITED due to the possible presence of oil / oil traces. Such residues
and deposits may only be disposed of to shore reception facilities as Garbage (operational
waste).
d) The tank should be regularly cleaned and flushed with fresh water to prevent excessive
salt deposits on heating coils and tank bottom.
en
e) An extraction fan, venting to the atmosphere outside the vessel, should be provided to
improve the efficiency of evaporation. The fan should be installed in such a way that steam
condensate cannot enter the fan motor. The electrical circuitry of the fan should be
suitable and safe.
er

f) The evaporation tank should preferably be insulated with rock wool to minimize heat loss
from tank surfaces.
g) Tank heating coils should preferably be of aluminium brass and be of adequate length and
diameter to ensure efficient heat transfer. Dry saturated steam should be used for heating.
ef

h) A vacuum breaker should not be installed on the tank as a slight negative pressure resulting
from the working of the extraction fan is desirable to enhance evaporation.
i) Attention should be paid to proper welding technique. The tank should be leak tested
before first use.
R

j) A proper junction box should be used for making cable connections.

k) Shielded wiring should be used.
l) Wiring should be fixed with clamps and should not be kinked or hanging loose.
r

10.3.6.2.2.3.2.1 MAINTENANCE OF THE EVAPORATION TANK

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a) The evaporation tank is susceptible to heightened corrosion and must be internally

inspected periodically.
b) The tank will need to be cleaned frequently to prevent build-up of salt deposits, rust and
scale. Corroded areas should be cleaned and coated with high temperature resistant paint.

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10.3.6.2.2.3.2.2 RECORDING REQUIREMENTS

a) If the evaporation tank is included in the IOPP supplement as a tank for the storage of bilge
water, transfer from bilge wells or bilge tank to the evaporation tank should be recorded
in the ORB using code D 13, 14, 15.3. If it is not included in the IOPP supplement, such

y
transfers should be recorded using code I.
b) Evaporation of water from the evaporation tank should be recorded in the ORB using code

nl
‘I’.
c) Disposal to shore reception facilities of the products of internal cleaning of the tank should
be recorded in the Garbage Record Book (operational waste, code F).

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10.3.6.2.2.4 DISPOSAL OF CLEAN SEA AND FRESH WATER DRAINS

Clean sea or fresh water drains that are not designed to drain to the Engine-room bilges but
to a clean drain or clean bilge tank, may be pumped directly overboard without first passing

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through the OWS, if the discharge stream is being monitored and controlled by an OCM and a
stopping arrangement.
Where no OCM is fitted to monitor and control the discharge stream of the clean drain tank,
the surface of the water in the clean drain / clean bilge tank shall be examined each time prior
en
discharging to sea, to confirm that oil / oil traces are absent. In case oil / oil traces are present,
the contents of the clean drain tank may be discharged overboard only through the Oily Water
Separator.

If the Clean Drain tank is included in the IOPP certificate supplement in the section for holding
er

tanks for the retention of oily bilge water, discharge of water from this tank must be recorded
in the Oil Record Book in the same way as for the Bilge Holding tank(s). In this case, it is
mandatory for the discharge stream to be monitored and controlled by an OCM.
ef

Where the Clean Drain tank is not included in the IOPP supplement, discharge of water from
this tank to sea may be recorded in the engine room log book or in the Oil Record Book under
code ‘I’.
R

10.3.6.2.3 SLUDGE MANAGEMENT

10.3.6.2.3.1 MINIMISING THE ACCUMULATION OF SLUDGE

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Sludge accumulation may be minimised through the following methods:

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1) Correct operation of Purifiers. Monitoring of purifiers is to be recorded in EMS-02 Logs

(S – 10.17 L) section 1.
2) Frequent & regular use of the Incinerator to burn sludge.
3) Avoiding Comingling of fuel oils.
4) Frequent draining of settling tanks.
5) Regular discharge to shore reception facilities.

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 QHSE Manual Section-10 Environmental Management
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10.3.6.2.3.2 CONTROL OF SLUDGE ACCUMULATION

a) Sludge is only to be stored in tanks designated for this purpose and listed in the IOPP
Certificate Supplement Form A/B. If non-designated tanks are to be used due to
operational reasons, office must be informed so that Class / Flag can be informed and

y
approval obtained.
b) Sludge accumulation should be monitored daily by sounding sludge tanks.

nl
c) Sludge accumulation should be monitored monthly in the MARPOL report on PARIS and
trends by comparing with previous months’ data. Means to reduce accumulation should
be discussed every month in the safety and pollution prevention meeting.
d) Total sludge accumulation in sludge tanks should be maintained less than 50%.

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10.3.6.2.3.3 DISPOSAL OF SLUDGE AND WASTE OIL

Discharge of sludge to sea is prohibited.

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Incineration of Sludge on vessels so equipped is an essential part of onboard Sludge control.
Sludge should be incinerated unless the ship is within Port limits or in an area where
incineration in general or incineration of the type of Sludge on board is prohibited.
en
In case the Incinerator is not able to cope up with the Sludge generation or if the Incinerator
is malfunctioning, the vessel should avail of the reception facilities provided in ports for sludge
disposal”.
Discharge of Sludge and Waste Oil to shore reception facilities shall be effectively controlled
with appropriate environmental safety precautions taken. Form S – 10.2 C (Sludge & Bilge
er

discharge procedure & checklist) should be used for each Sludge and Waste Oil discharge
operation.

10.3.6.2.3.4 OPERATION OF SLUDGE BURNING EQUIPMENT - INCINERATOR OR BOILER (IF

ef

APPROVED FOR INCINERATION)

1. The equipment must be kept in good operational order, and is to be duly used for the
R

burning of sludge, waste oil and Garbage in accordance with the equipment maker’s
instructions and considering applicable MARPOL Annex VI regulations.
2. The incinerator shall be stopped prior entering the port limits or a SECA area. Where
coastal state or port state regulations are more stringent than these procedures, such
r

regulations shall take precedence. The incinerator is not to be operated in Port or in a

SECA area unless authorized by the Company. On-board incineration of any substance is
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prohibited in the Baltic Sea area.

3. Shipboard incineration of the following substances is prohibited:
a. Annex I, II and III cargo residues of MARPOL and related contaminated packing
materials;
b. Garbage, as defined in Annex V of MARPOL, containing more that traces of heavy
metals;
c. Refined petroleum products containing halogen compounds;
d. PCB’s

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 QHSE Manual Section-10 Environmental Management
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Rev: 1

4. As far as practicable, sludge and waste oil retention should be minimized and maintained
below 50% of the retention tank capacity, by incineration of sludge or landing to shore
reception facilities periodically; so that the vessel always has sufficient retention capacity
available for the forthcoming voyage should the incinerator malfunction.
5. Simple and clear instructions detailing the start-up, checks, operation and shutdown of the

y
equipment should be clearly posted at the location.
6. For incinerators with an IMO type-approval certificate, the combustion chamber gas outlet

nl
temperature shall be monitored at all times the unit is in operation. Where that incinerator
is of the continuous-feed type, waste shall not be fed into the unit when the combustion
chamber gas outlet temperature is below 8500C. Where that incinerator is of the batch-
loaded type, the unit shall be designed so that the combustion chamber gas outlet

O
temperature shall reach 600 0C within five minutes after start-up and will thereafter
stabilize at a temperature not less than 850 0C.
7. Incinerators with IMO type-approval certificates shall operate within limits described in
Appendix IV of MARPOL Annex VI, including the following:

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a. O2 in combustion chamber: 6-12%
b. Combustion chamber flue gas outlet temperature range: 850-12000C.
8. A notice regarding items prohibited from incineration and that incinerator is not to be used
in port limits is to be displayed at the Incinerator.
en
10.3.6.2.3.5 REPORTING & RECORDING REQUIREMENTS

1. Should there be a malfunction / failure of the Incinerator, the Company must be informed
of this immediately and a record made in the Defect Recording system. The Company will
er

inform the appropriate authorities.

2. All residues / wastes as applicable must thereafter be retained on board in designated
holding tanks for disposal to shore reception facilities until such time as the equipment is
confirmed to be fully operational and functional.
ef

3. If the vessel is calling a US port, the equipment failure must be mentioned in the ENOA and
such report must also be copied to the USCG COTP of the next port of call.
4. On Panama Flagged vessels, records of Incinerator operation, when used for the
R

incineration of any substance including fuel sludge and garbage, must be made in the Oil
Record Book under Part III, as per the instructions contained in the Panama Oil Record
Book.
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10.3.6.2.3.6 MEANS TO ENSURE AVAILABILITY AND RELIABILITY OF THE INCINERATOR

Fo

1. All safety alarms, trips and interlocks should be tested at intervals recommended by the
manufacturer in the manufacturer’s instruction manual. These safety devices must remain
in good operational order.

2. The following critical spares for the Incinerator shall be maintained always. When each
spare is used, a replacement must be ordered on highest priority:

35
 QHSE Manual Section-10 Environmental Management
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Rev: 1

Minimum Quantity
Description of Critical MARPOL Spare
recommended
Spares for Incinerator:
Thermocouple for combustion chamber 1 pc

y
Flame eye 1 pc
Burner Automiser 1 pc

nl
D.O.nozzle 1 pc
V-belt for fan/burner 1 set
E) Spares for Sludge Pump:

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Stator 1 pc
V-Belt (if applicable) 1 set
Bearings 1 set

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10.3.6.2.3.7 SHORE RECEPTION FACILITIES FOR LANDING SLUDGE, BILGE WATER & OTHER
SHIPBOARD WASTE

On many occasions ship’s staff face difficulty in landing sludge, bilge water and other
en
operational wastes to shore reception facilities.

In view of the above the company has established a centralized system with a single point of
contact for assisting vessels with shore disposal.
er

Vessels are encouraged to freely use this service to comply with the company’s EMS
requirements.

Incineration of Sludge on vessels so equipped is an essential part of onboard Sludge control.

ef

Sludge should be incinerated unless the ship is within Port limits or in an area where
incineration in general or incineration of the type of Sludge on board is prohibited.
R

In case the Incinerator is not able to cope up with the Sludge generation or if the Incinerator
is malfunctioning, the vessel should avail of the reception facilities provided in ports for sludge
disposal”.
r

The ship’s staff should also land bilge water if required due to operational reasons or an in-
Fo

operational OWS.

Ports where shore reception facilities are available are divided into 4 zones (0, 1, 2 & 3) based
on the amount charged for disposal of 10 m3 of sludge at a pumping rate of 2.5m3 per hour.

ZONE 0: 10 m3 Sludge landing is Free

Zone 1: 10 m3 of Sludge landing for ≤ USD 1000
Zone 2: 10 m3 of Sludge landing for > USD 1000 but ≤ USD 2000
Zone 3: 10 m3 of Sludge landing for > USD 2000

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Vessels are encouraged to land the maximum amount of sludge possible at Zones 0 and 1.

When a vessel requires shore disposal of sludge / bilge water / other wastes, the master shall
send a message to the sludge landing cell at fleetsludge@fleetship.com keeping the
respective tech group in copy. As far as possible the sludge landing cell should be informed of

y
the intention to land sludge at least 3 days in advance.
The message shall contain the following information:

nl
1. Name of the Vessel -
2. Name of the Port where disposal is required -
3. Jetty and berth (if known) -
4. ETA / ETD

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5. Details of the waste:
a) Sludge
i) Maximum storage capacity -
ii) Present ROB –

ce
iii) Quantity to discharge –
iv) Date & port of last landing –
v) Average daily production -
b) Bilge water
en
i) Maximum storage capacity -
ii) Present ROB –
iii) Quantity to discharge –
iv) Date & port of last landing –
v) Average daily production –
er

c) Plastics
i) Present ROB –
ii) Quantity to discharge –
iii) Date & port of last landing -
ef

d) Other waste (give details)

i) Present ROB –
ii) Quantity to discharge –
R

iii) Date & port of last landing -

Receipts must be obtained from the shore reception facilities which must be attached to the
relevant page of the ORB / Garbage Record Book where this operation is recorded.
r

Zone wise List of Ports

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ZONE PORTS COUNTRY

0 ALL MAJOR PORTS IN CHINA CHINA
0 DURBAN,CAPE TOWN, SALDANHA BAY, RICHARD'S BAY SOUTH AFRICA
0 ROTTERDAM, DORDRECHT, MOERDIJK NETHERLANDS
0 HONG KONG HONG KONG
0 FLUSHING, TERNEUZEN BELGIUM

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 QHSE Manual Section-10 Environmental Management
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0 NHAVA SHEVA, MUNDRA, PIPAVVA, HALDIA INDIA

0 ALL MAJOR PORTS IN TURKEY TURKEY
0 SANTOS BRAZIL
DOMINICAN

y
0 RIO HAINA
REPUBLIC
1 HAMBURG GERMANY

nl
BARCELONA, TARRAGONA, BILBAO, PASAJES, SAN
1 SEBASTIAN, SANTANDER. VIGO, CARTEGENA (AT SPAIN
BERTH)

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1 ULSAN, INCHON, PYEONGTAEK SOUTH KOREA
1 ANTWERP, GHENT, ZEEBRUGGE BELGIUM
1 ALL MAJOR PORTS IN INDONESIA INDONESIA
2 BREMERHAVEN, BREMEN AND BRAKE GERMANY

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2 SUEZ EGYPT
2 MARSEILLIES FRANCE
2 CARTEGENA (AT ANCHOR) SPAIN
2 FUJAIRAH, KHOR FAKKAN U.A.E.
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2 ALL MAJOR PORTS IN ARGENTINA ARGENTINA
2 ALL MAJOR PORTS IN PERU PERU
3 SINGAPORE SINGAPORE
3 CRISTOBAL, BALBOA PANAMA
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LAVERA, FOS/MER, PETROLE-DARSE, BERRE, SETE-

3 FRANCE
TOULON
3 ALL MAJOR PORTS IN MEXICO MEXICO
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In accordance with the IMO circular - MEPC.1/Circ.469, the Master of a ship having
encountered difficulties in discharging waste to reception facilities should forward all the
relevant information, together with any supporting documentation, to the Administration of
R

the flag State and, if possible, to the competent Authorities in the port State. This reporting
can be done using Company Form S – 10.5 F.

10.3.6.2.4 SEWAGE MANAGEMENT

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10.3.6.2.4.1 Permitted levels of effluent discharge to sea

Discharge of sewage to sea is permitted subject to the limits and restrictions described in
MARPOL Annex 4.

However, it is a company requirement for sewage treatment plants to be operated

continuously while ships are at sea or in port except when the plants are under maintenance,
non-operational or where it is prohibited to discharge treated sewage effluent, for example in
No Discharge Zones (NDZ).

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Rev: 1

10.3.6.2.4.2 DISCHARGE OF SEWAGE

In accordance with regulation 9 of MARPOL Annex IV, every ship shall be fitted with either a
Sewage Treatment Plant, a Sewage Comminuting and Disinfecting System or Sewage Holding
tank(s). Section 1 of the International Sewage Pollution Prevention Certificate (ISPPC) states

y
what the ship is fitted with along with a brief description of the same.

Discharge of Sewage into the sea is prohibited except in accordance with Regulation 11 of

nl
MARPOL Annex IV as mentioned in the table below:

Type of Sewage System & Effluent Discharge Criteria (Reg. 11 of MARPOL Annex IV)

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Sewage Treatment Plant - treated Can be discharged in port and at sea except in the
sewage effluent US in NDZs (No Discharge Zones), Ukrainian ports,
(In accordance with Reg. 9.1.1 of Turkish ports and any other ports/areas specified by

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MARPOL Annex IV) local authorities.
Sewage Comminuting and
Disinfecting System – comminuted
At a distance of more than 3 nautical miles from
sewage
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nearest land.
(In accordance with Reg. 9.1.2 of
MARPOL Annex IV)
a) At a distance from nearest land of more than 12
nautical miles.
Sewage Holding Tank or direct
er

b) The Holding tank SHALL NOT be discharged

discharge – raw sewage
instantaneously but at a moderate rate no higher
(In accordance with Reg. 9.1.3 of
than that approved by the Administration, when the
MARPOL Annex IV)
ship is proceeding en route at a speed of not less
ef

than 4 knots.

When the sewage is mixed with wastes or wastewater having different discharge
requirements, the more stringent requirements shall apply.
R

In ports that restrict the discharge of treated sewage effluent as per local regulations, the
Sewage Treatment Plant Overboard valve shall be locked and overboard discharge shall be
prohibited within port limits. The Master shall confirm such regulations from the local agent
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and inform the Chief Engineer about it. In case of any doubt, sewage effluent should be
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retained onboard and discharged at sea as applicable. Where coastal state or port state
regulations are more stringent than these procedures, such regulations shall take precedence
to the above.

10.3.6.2.4.3 USE OF SEWAGE TREATMENT PLANT IN US WATERS

While in U.S. waters, foreign vessels having a valid International Sewage Pollution Prevention
Certificate (ISPPC) issued by its flag Administration indicating that the installed sewage system
complies with MARPOL Annex IV as amended by either resolution MEPC.159 (55) or

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 QHSE Manual Section-10 Environmental Management
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Rev: 1

MEPC.2(VI) will be accepted by the U.S. Coast Guard as being in compliance with 33 CFR
159.7(b) or (c) provided the system is in operable condition.

10.3.6.2.4.4 OPERATIONAL REQUIREMENT OF THE SEWAGE TREATMENT PLANT

y
The following factors should be considered in addition to flag state & local port state
requirements;

nl
1. The Sewage plant should ALWAYS be in operation whether the vessel is at sea or in port
except when the plant is under maintenance.
2. The Chlorine tablet container must be kept filled and tablets added daily to facilitate this.
If disinfectant liquid is used, this must be continuously supplied at the recommended rate.

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Other disinfecting methods (such as UV irradiation) must be fully operational and
continuously used.
3. Simple and clear instructions detailing the start-up, checks, operation and shutdown of the
equipment should be clearly posted at the location.

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4. The direct overboard valve must be properly identified, shut and locked when the plant is
being operated. In ports where even the treated water is not allowed to be discharged,
the plant overboard valve is also to be kept shut and locked.
en
10.3.6.2.4.5 MAINTENANCE OF SEWAGE TREATMENT SYSTEM

1. Maintenance and cleaning of the Sewage Treatment Plants to be carried out as per the
manufacturer's instructions and recorded in the PMS.
2. The following tests are to be carried out on the effluent:
er

a. Residual Chlorine content at weekly intervals (residual chlorine should be as low as

possible and less than 0.5 mg/L (ppm) for STPs type-approved to MEPC.159(55)
standard). Test kit instructions should be correctly followed to obtain an accurate
reading.
ef

b. Visual inspection. The effluent should be clear with no suspended solids.

c. PH (this should be within the range 6-8.5 PH)
d. When testing sewage treatment plant effluent, appropriate PPE should be worn since
effluent is a health hazard. PPE should include latex gloves and eye/face protection.
R

Any areas on which effluent spills during testing should be disinfected.

4. Sufficient stock of disinfectant solution or chlorine tablets depending on STP type, is to be
maintained on board at all times.
5. Chemicals used for cleaning of toilets should not be incompatible with biological sewage
r

treatment plants.
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10.3.6.2.4.6 RECORDING REQUIREMENTS

Following entries shall be made in ‘Chief Engineer’s Log Book’:

1. Dates, times and vessel positions when Sewage direct O/B valve was opened and closed.
2. Dates, times and vessel positions of starting and stopping of the Sewage plant.

The following entries are required in the ‘Sewage Log’ – part of ‘S-10.17 L’:
a) Record of sewage water chlorine and PH tests and adding of chlorine tablets.

40
 QHSE Manual Section-10 Environmental Management
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b) Back-flushing of the STP.

10.3.6.2.4.7 MEANS TO ENSURE AVAILABILITY AND RELIABILITY OF THE SEWAGE

TREATMENT PLANT

y
1. All alarms should be tested at intervals recommended by the manufacturer in the
manufacturer’s instruction manual.

nl
2. The following critical spares for the STP shall always be maintained. When each spare is
used, a replacement must be ordered on highest priority:

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Minimum Quantity
Description of Critical MARPOL Spare
recommended
F) Spares for Sewage treatment Plant:
Chlorine tablets 1 kg

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V-belt for Blower(if applicable) 1 set

10.3.6.2.4.8 REPORTING REQUIREMENTS

1. Should there be a malfunction / failure of the Sewage treatment plant, the Company must
en
be informed of this immediately and an entry must be made in the Defect Recording
system regarding the equipment malfunction.
2. If the vessel is calling a US port, the equipment failure must be mentioned in the ENOA and
such report must also be copied to the USCG COTP of the next port of call.
er

10.3.6.2.5 HAZARDOUS AND SOLID WASTE MANAGEMENT

Garbage Management is dealt with in detail in the Garbage Management Plan (S-10.10 L).
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Records of Garbage disposal are to be maintained in the Garbage Disposal Record Book (S –
10.13 L). This includes the management of hazardous waste, dry cargo residues and Hold wash
water.
R

Disposal of permitted categories of Garbage into the sea must be strictly in accordance with
MARPOL Annex V.

10.3.6.2.6 HAZARDOUS SUBSTANCES

r
Fo

Vessels carrying harmful substances in packaged form shall comply with the requirements of
Annex III of MARPOL. On Container vessels: All IMDG (International Maritime Dangerous
Goods) containers loaded on board should be segregated as per the IMDG Code and properly
labelled for the Class of IMDG in the container. THE MSDS (material safety data sheets) of the
IMDG cargo should be available on board and should be complied with as required.

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10.3.6.2.7 CHEMICALS

Chemicals should be stowed, used and disposed of in accordance with the MSDS sheet.
Monthly record of consumption and ROB quantity shall be maintained by the Chief Engineer.

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Chemicals being supplied to vessels should be environmentally preferred products as
determined by manufacturers from time to time. Chemicals used for cleaning machinery

nl
spaces should be compatible with the OWS and should be stowed separately (with a placard
stating ‘OWS-friendly’) from the other OWS less-friendly or incompatible chemicals.

The basis for classifying chemicals/degreasers/detergents as OWS friendly is their ability to

O
not allow stable oil/water emulsions to form. Those chemicals/degreasers/detergents that are
known to facilitate the formation of unstable emulsions are sometimes termed ‘quick-
breaking’ or ‘quick-separating’ and are considered to be ‘OWS friendly’. After temporarily
emulsifying oil and dirt into the wash down water during the cleaning process, Quick Breaking

ce
detergents and degreasers separate the oil and dirt from the clean water following the wash
down process. More than 90% of the oil rises to the surface within 30 minutes of wash down.
The oil is then easily separated from the clean water in the Bilge well / tank or in the separator.
Acidic and Alkaline chemicals should be segregated from each other and stowed separately
en
under placards labelled ‘ACID’ & ‘ALKALI’.

10.3.6.2.8 AIR POLLUTION & ENERGY EFFICIENCY

Vessels are required to remain in compliance with Annex VI of MARPOL to ensure that air
er

pollutants discharged to the atmosphere remain within the limits prescribed therein.

Energy conservation and efficiency measures detailed in the Ship Energy Efficiency
Management Plan (SEEMP), including the guidelines summarized below, should be
ef

implemented on board, to assist in improving energy efficiency and reducing emissions of CO 2,

NOx and SOx.
R

GUIDELINES ON IMPROVING ENERGY EFFICIENCY AND REDUCING EMISSIONS OF CO 2, NOX

AND SOX

Reduction of emissions is based mainly on reduction of the fuel consumed for the same
r

intended purpose.
Fo

Lesser the fuel consumed will lead to lesser emissions.

Some of the tools for reducing fuel consumption and improving fuel efficiency are summarized
below (for more details, refer to the Shipboard Energy Efficiency Management Plan (SEEMP),
provided on every ship).

1. Monitor marine growth on Hull and plan with Technical Management, Charterers and
Owners for Hull cleaning & propeller polishing where necessary, particularly after a long
mooring or drifting period. Fouled hull leads to increase in power absorption of the engine.

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Calculate power absorption of the vessel. If power absorption exceeds 95%, make plans
for Hull/Propeller cleaning.
2. Keep the engine balanced and maintain the engine within its operating parameters.
3. Main and auxiliary engines should be operated at optimum NCR / Power / RPM as far as
possible.

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4. Maintenance of all engines and other emission sources, including the main engine,
auxiliary engines, boilers and incinerator shall be carried out as per the manufacturer’s

nl
instructions and in compliance with the PMS.
5. Use of fuel treatment compounds if required.
6. Where a waiting period is expected prior berthing, in consultation with Charterers, Owners
and Managers, reduce speed to the minimum economical speed recommended by

O
Makers.
7. Plan the Optimum passage in consideration of the expected wind, wave and ocean current
conditions, particularly during trans-oceanic passages. Use weather routing software,
where provided, to optimize the passage.

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8. The company will implement energy saving features where possible, such as Frequency
converters, LED lamps etc.
9. Shipboard staff is encouraged to save fuel by reducing electrical loads and minimizing
consumption through prudent use of engine room equipment, switching off lights in cabins
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etc.
10. Maximize efficiency of exhaust gas economizer. Under normal seagoing conditions, it
should not be necessary to use the auxiliary boiler.

10.3.6.2.8.1 CONTROL OF EMISSIONS OF SULPHUR OXIDES (SOX) FROM SHIPS

er

All vessels must comply with applicable fuel Sulphur limits when they are within SECAs
described in MARPOL Annex VI and when within other geographic areas for which Sulphur
limits have been imposed by local Port State regulations. These SECAs, applicable Sulphur
ef

limits and the fuel-switching procedures necessary to comply with the regulations are
described in “Procedures for the use of Low Sulphur fuel” S – 10.15 L. Appropriate records
pertaining to fuels bunkered and fuel switching operations are to be made in the “Marine Fuel
R

Sulphur Record Book” S – 10.14 L and any other Log Books as prescribed by the Flag
Administration.

10.3.6.2.8.2 CONTROL OF EMISSIONS OF NITROGEN OXIDES (NOX) FROM SHIPS

r

All vessels must remain in compliance with NOx emission limits as prescribed in MARPOL
Fo

Annex VI and in the EIAPP certificates of engines.

A NOx Record book is required to be maintained if the Engine Parameter check method is
selected in the marine diesel engine’s ‘Technical File’, as an approved method of on-board
verification of continued compliance of the engine’s emissions with the applicable NOx limit.
The record book will be verified by class surveyor during annual, intermediate and renewal
surveys of IAPP certificate.

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All marine diesel engines of power output greater than 150 KW and installed on a ship
constructed on or after 1st Jan 2000 are covered by the NOx regulations; however, engines
that are to be used solely for emergency purposes, including emergency generator and
lifeboat engines do not fall within the purview of these regulations.

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Following documentation is required to be maintained on board a ship for each marine diesel
engine that falls under the purview of MARPOL Annex VI NOx regulations;

nl
1. A Technical file, prepared by the Manufacturer, that identifies each engine’s components,
settings or operating values that influence exhaust emissions.
2. A record book of Engine parameters for recording all changes of engine components

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described in the Technical file, including like for like replacements, and adjustments made
to settings and operating values within the approved ranges.

10.3.6.2.8.3 CONTROL OF EMISSIONS OF CARBON DI OXIDE (CO2) FROM SHIPS

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Energy conservation measures detailed in the Ship Energy Efficiency Management Plan
(SEEMP), including those summarized in section 10.3.6.2.8.
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10.3.6.2.8.4 CONTROL OF EMISSIONS OF OZONE DEPLETING SUBSTANCES FROM SHIPS

Any deliberate emission of Ozone Depleting Substances (ODS) such as R12 and R22 gases or
ODS substitutes is prohibited.
er

All vessels are to be provided with refrigerant recovery equipment.

ODS and equipment containing such substances, shall be delivered to appropriate shore
reception facilities when removed from ships.
ef

Vessels shall carry out leak tests, at intervals specified in the ODS Equipment & Refrigerants
Log (S – 10.11.L) and more frequently as deemed necessary, of on-board refrigerant plants /
R

systems (as mentioned in the IAPP certificate) and record any leak / recovery / consumption
of the ODS or ODS substitutes in the ODS Equipment Log.

10.3.6.2.8.4.1 HANDLING OF CONTAMINATED REFRIGERANTS

r

1. Contaminated refrigerants should only be stowed in an approved cylinder/container.

Fo

2. Under no circumstances should two different refrigerants be mixed together.

3. The cylinder/container should not be filled over 80% of its maximum capacity.
4. The cylinder/container should always be stowed in the vertical position with valves on the
top.
5. It is recommended to store the refrigerant cylinder in a cool place.
Note: Contaminated refrigerants should always be landed ashore. While landing ashore
shipping papers MUST indicate the refrigerant type and number of cylinder.

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In the U.S.A, the refrigerant cylinder should only be handed over to an EPA approved
reclaimer.

10.3.6.2.8.5 EU MRV REGULATIONS

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Given below is the description and procedures for the Monitoring and Reporting of fuel
consumption, transport work and fuel efficiency from ships, conforming to the requirements

nl
of the EU MRV Regulations.

The EU MRV Regulation requires Companies to report on an annual basis, data related to fuel
consumption (and by derivation, CO2 emissions) from ships, transport work performed by

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ships and fuel efficiency, while on voyages to, from and between ports belonging to member
states of the European Union. A Monitoring Plan that describes the methods that will be used
to collect such data and handle data gaps, needs to be submitted to authorized verifying
bodies (such as approved Classification Societies) in respect of each ship that visits or may visit

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EU ports, by 31st August, 2017.

The Monitoring Plan must be approved by the verifying body by 31st December 2017 and data
collection must commence by 1st January 2018. Data is to be collected per voyage to, from
en
and between EU ports, through each calendar year and an aggregated report submitted by
the Company, after verification by the Verifier, by 30th April of each subsequent calendar year.
This document describes data collection and reporting procedures to be followed by each ship
and by the Company.
er

Procedures for collecting data required by the EU-MRV regulations has been included as
Annex-10.4 of this manual.

Guidance for completing voyage and position reports in PARIS is included as Annex 10.6 of this
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section.

SHIPBOARD COMPLIANCE:
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The Chief Engineer is responsible for maintaining accurate record of emission from each
source (equipment/machinery). The emission data are to be filled in on a daily basis at Noon
time in the following Company forms:-
r

1. Daily fuel consumption record in Company form S - 10.40 F

Fo

2. Allocation of boiler consumption for Cargo heating in Company form S - 10.41 F. This is
needed for Tankers only.

The fuel consumption data entered in above forms shall be then used to complete routine
vessel reporting on PARIS, like;
1. Noon report
2. Arriva / Departure report
3. Monthly / Quarterly report

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10.3.6.2.9 BALLAST WATER MANAGEMENT

All vessels are to have Ballast Water Management Plans approved by Class and a valid
certificate of compliance with the International Ballast Water Management Convention.

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Several Coastal States have established national standards on ballast water exchange /
management and have specified the necessary documentation based on the IMO MEPC 127

nl
(53) & Res.A.868(20) (Guidelines for the Control and Management of Ships’ Ballast Water to
Minimize the Transfer of Harmful Aquatic Organisms and Pathogens). For US ports the
guidelines are included in 33 CFR Subpart C and D which should be referred to and followed
when in US ports. It should be noted that specific requirements may differ on basis of national

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legislation and the completion of national ballast water forms may be required by some States
for the documentation of an accurate ballast log. Common to all States that require Ballast
Water Management is the need for ships to report in advance to the national monitoring
Authority, how much ballast water will be on board on arrival, where it was taken on board

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and whether a ballast exchange or alternative forms of management have been carried out.
All vessels are required to comply with such local regulations concerning Ballast Water
management.
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All vessels required to be and so fitted with Ballast Water Treatment systems (BWTS) are to
use the systems while Ballasting and Deballasting, or as otherwise specified by the
manufacturer, unless a valid certificate of exemption issued by the relevant Port State is
available on board. Testing requirements of the BWTS and treated Ballast water, imposed by
Port States, the Flag Administration or the manufacturer are to be complied with.
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Appropriate records are to be maintained in the Ballast Water Record Book (S – 10.9 L)

10.3.6.2.10 OPERATIONAL DISCHARGES, NATIONAL POLLUTANT DISCHARGE

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ELIMINATION SYSTEM (NPDES) / VESSEL GENERAL PERMIT (VGP) & OTHER

LOCAL REGULATIONS
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The US Clean water act (CWA) requires ships operating within 3 nm of the US coast to have a
permit covering the discharge of all waste streams that are incidental to the normal operation
of the ship into US waterways. The Permit is issued under the NPDES. Vessels need to comply
with the detailed requirements contained in the Vessel General Permit.
r

Vessels must also comply with any other Coastal State requirements for monitoring /
Fo

restricting discharges as applicable when in the waters of such Coastal States where these
discharges are regulated.

Periodic inspections required by the VGP are to be carried out by the relevant staff and records
maintained in S – 10.4 L. At the end of a dry-dock, vessels are to obtain a certificate from Class
towards compliance with the relevant VGP dry-dock inspection requirements.

Prior entry into VGP waters, all vessel inspection requirements must have been complied
with within the required time frame prior entry, as noted below:

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x Comprehensive Annual inspection as described in the VGP & S – 10.4 L: within one year
prior entry into VGP waters (and at annual intervals thereafter).
x Routine visual inspection as described in the VGP & S – 10.4 L: within one week prior entry
into VGP waters (and at weekly or more frequent intervals as described in the VGP & S –
10.4 L thereafter).

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10.3.6.2.10.1 Salient Features of the VGP

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1. An eNOI (electronic notice of intent) is to be filed online for each vessel, at least 7-days
prior to vessels entry into US waters. This is being done from office.
2. The eNOI must be kept current by updating changes to vessel name / Flag / call-sign / Dry-

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docking dates and Owner / operator’s addresses.
3. In case of transfer of management or change of ownership, an eNOT (electronic notice of
termination) must be submitted.
4. Each US calling vessel must have a copy of eNOI and EPA confirmation email onboard.

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5. All crew members must be trained in the VGP. This training can be imparted onboard but
must be documented.
6. The VGP covers 27 discharges from the vessel which are incidental to the normal
operation of the vessel
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7. Requires use of EAL’s (Environmentally Acceptable Lubricants) in all oil-to-sea interfaces
which includes;
- Controllable pitch propeller
- Thrusters, thruster bearings
- Stern tubes
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- Rudder bearings &

- Wire rope and mechanical equipment subject to immersion in Sea water.
8. An annual report must be filed each year.
ef

All vessels are required to use EALs in all oil-sea interfaces unless it is “technically infeasible”
to do so. Technical infeasibility must be documented in the annual report and documentary
evidences maintained on board e.g. statement to this effect from an Equipment maker.
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10.3.6.2.10.2 Instructions and Compliance:

Compliance with new VGP can be demonstrated to USCG by demonstrating good

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understanding of the contents of Company poster and by maintaining records in the VGP file
S – 10.4 L. A summary of the important contents of DE-36 and record-keeping requirement is
Fo

given below:

Section 4: Vessel Particulars to be updated in this section

Section 5: Voyage Log - Only when trading to/from US waters
Section 6: Violation of Vessel General Permit – To be made and filed in DE-36 for
each case of VGP violation.
Section 7: Inspection record, IN PORT – To record inspection results after every
watch in port.
Section 8: Routine Visual inspection – This should be per voyage basis or weekly,

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whichever is more frequent, but not more than once per day.
Section 9: Comprehensive Annual Vessel Inspection – Section- 9b should be
completed once a year.
Section 10: Record of Maintenance & Incidental discharge – Only the non-shaded
fields for each US port, if applicable.

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Section 11a(1/2): Bilge and Grey water analysis only required if vessels keel is laid on or
after 19th Dec 2013 and if Bilge or Grey Water are discharged in VGP

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waters.
Section 11a(3): Ballast water record - for vessels provided with Ballast water treatment
system.
Section 11b: File MSDS sheets here for all the EAL’s in use. If vessel has waiver for EAL,

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copy of relevant messages from equipment maker shall be filed in this
section.
Section 12: Drydock inspection certificate – A certificate in the prescribed format shall
be filed in this section.

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Section 13: Corrective action assessment form – To be filed after analysis of each VGP
violation, if any.

All vessels irrespective of whether calling US waters or not, MUST maintain all relevant
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sections of S – 10.6 (P) at all times.

10.3.6.2.11 SYSTEMS FOR PREVENTING UNAUTHORIZED OR INADVERTENT DISCHARGE

OF POLLUTANTS
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10.3.6.2.11.1 Company’s Environmental Tagging & Signage System

This instruction has been prepared to provide Ship’s Staff and Shore based personnel with a
clear description and pictorial representation of the Company’s Environmental Tag and Bilge
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valve signage system.

1. Identification of sealing points & assigning of location numbers

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1.1 General Criteria:

The following components require sealing, to prevent them from being used to facilitate
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unauthorized discharge overboard of water that has accumulated in the Engine Room Bilges,
or Sludge oil from the Engine Room.
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Seals must be uniquely numbered and attached in such a way that the component being
sealed cannot be opened without breaking the seal. Seals may not be broken or removed
without notifying the Chief Engineer.
a) Oily Water Separator and Oil Content Meter piping.
b) Emergency Bilge suction valves, Direct Bilge suction valves and cross-over valves between
Engine room Bilge mains and suction piping of large capacity sea water pumps and
Eductors.
c) Bilge and Sludge piping – suction and discharge.

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d) Flanges of readily removable sections of piping leading overboard – sealing alternate

flanges may be sufficient provided no section of piping can be removed without breaking
a seal. Pipelines of large diameter (generally over 100 mm nominal dia.) need not be
sealed; for example, sea water piping leading overboard which is over 100mm nominal
dia need not to be sealed.

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e) Blind Flanges fitted to piping leading overboard.
f) Access covers of sludge and bilge tanks – i.e., those included in the IOPP certificate

nl
appendix A/B, sections 3.1 and 3.3.
g) Access covers of cofferdams and void spaces in the engine room.
h) Eductor suction piping.
i) ODME piping.

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j) Standard Discharge connections for Bilge, Sludge and Sewage.
k) Boiler Blow down line complete from Boiler up to overboard.
l) High sea suction, low sea suction and emergency sea suction steam blow line and air vent
lines.

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m) Sewage discharge pump suction line and discharge line up to over board.
n) Sewage piping leading overboard and to Sewage Plant; inspection / access manholes and
covers of Sewage Plant.
1.2 Review of Drawings:
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Engine room piping drawings must be reviewed to establish the following:

1) The number, identity and location of Direct Bilge Suction valves that lead to the suction
side of large capacity pumps such as the Fire and G/S pump.
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2) The number, identity and location of Emergency Bilge suction valves leading to large
capacity pumps such as the Main Cooling Sea Water pump.
3) The number, identity and location of Bilge crossover valves connecting the engine room
bilge main to the suction piping of large capacity pumps such as the Bilge and Ballast
ef

pump or the Ballast / cargo hold eductors.

4) The identity and location of the suction valves of spaces such as the Duct Keel,
Cofferdams, Void Spaces, Clean Drain tanks etc. so that the opening of these valves may
be controlled.
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1.3 On-Site survey:

A survey of the engine room to determine the components that must be sealed or otherwise
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controlled in order to ensure that discharges of pollutants or possible pollutants cannot be

Fo

undertaken without breaking numbered seals or without obtaining authorization of the Chief
Engineer or Master.

During such survey, the systems and components that require to be sealed will be identified.

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1.4 Types of seals

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nl
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Fig 1. Sticker seal Fig 2. Wire seal

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Fig 3. Plastic seal (new seals will not be supplied)
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1.4.1 Managing wire seals

When a packet of wire seals is received,

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R
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Fo

Sort the seals into smaller, numbered packets of 10 seals each for ease of accounting,

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 QHSE Manual Section-10 Environmental Management
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y
nl
O
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and record in EMS-03 (Running List of Seals). All seals must be kept only in the Master’s
custody, under lock and key. When issuing seals, open only the necessary numbers of these
smaller packets and do not put the remaining seals back into an opened packet.

2. Methods of sealing flanges, compression fittings and valves

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2.1 Flanges

2.1.1 Sticker seals

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This is the preferred option for sealing of Flanges, except in an exposed location, such as the
Main Deck
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R
r
Fo

Fig 4. Sealing of flanges by sticker seal

2.1.2 Wire seals

Holes should be drilled in two bolts at opposite ends of the flange, the wire drawn tightly
through both and then sealed. The photo depicts only one bolt – the other cannot be seen.

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nl
Fig 5.

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2.2 Compression fittings and small valves

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Sticker seals are the preferred option.
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Fig 6. Fig 7.
R
r
Fo

Fig 8. Fig 9. ODME line valve sealed in

open position

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nl
O
Fig 10. OCM inlet valve Fig 11. OCM line valve sealed in open position

2.3 Sealing of valves

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As shown below, the valve wheel is sealed with two wire seals passing through holes in flange
bolts and drawn tight before sealing. Although bonnet is also sealed, in this case, as the wire
is tight enough to prevent the bonnet from being opened, it is not necessary.
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er
ef
R
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Fig 12 Fig 13
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The aim is to seal the valve in such a way that neither the wheel nor the bonnet can be
removed without breaking a seal.

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nl
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Fig 14. Angle valve flange sealed with Fig 15. Globe valve sealed on the flange and
wire and valve bonnet sealed with bonnet.
sticker.

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3. Specific systems and locations required to be sealed and marked:

The list below is not exhaustive or typical and additional or lesser systems may require to be
sealed depending on the specific layout of each vessel.
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1) OILY WATER SEPARATOR & OIL CONTENT METER

a) Connectors at both ends of sample line from OWS to OCM and any connectors in between
must be sealed.
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b) The sample line from OWS to OCM must be painted Red to distinguish it from other
similar-sized piping in the vicinity.
c) Any valves fitted at either end of the sample line and any valves in between must be
sealed in the open position.
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d) If any drain line is provided in sample line same to be sealed in closed position.
e) Electric cabling for 3/way valve must be sealed at both ends so that it cannot be
disconnected without breaking the seals.
f) Connectors of Pneumatic line to the 3-way valve must be sealed so that it cannot be
R

disconnected from the valve without breaking the seal.

g) If it is necessary to open the OCM box for testing purposes, cabling inside must be sealed
to make it tamper-proof. If it is not necessary to open the OCM box for operational
r

purposes, the cover should be sealed.

h) All alternate flanges of Bilge piping from Bilge tank to Pump and from pump through OWS
Fo

to overboard discharge at ship’s side must be sealed in such a way that will ensure that
no section of this piping can be disconnected without breaking a seal.
i) Piping from the OWS to overboard discharge valve, including the 3-way valve and re-
circulating line from 3-way valve must be painted with orange/red paint with arrows
indicating flow direction marked.
j) OWS overboard discharge valve at ship’s side must be enclosed by a box that is locked
with two padlocks – one with key only with Master and the other with the C/E.
k) All valves in the OWS piping from the OWS to the ship’s side must also have their bonnets
sealed using sticker seals.

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Photos showing examples of OWS & OCM sealing and marking

Fig 16. As shown above, the entire

overboard piping must be marked
with Hi-Visibility Orange / Red

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paint and must indicate the flow
direction of the effluent.

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Fig 17. OWS overboard valve
locking arrangement – the keys
of one lock are to be only with
the Master, while the keys of the
er

other lock are to be only with the

Chief Engineer, so that consent of
both persons is given before the
ef

OWS can be operated to pump

out Bilge Water.
R
r
Fo

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 QHSE Manual Section-10 Environmental Management
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nl
O
Fig 18. Sealing of OCM sample line valve and Fig 19. Sealing of sample line, inlet to

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OCM adaptor
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Valve Bonnet sealed

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Fig 20. Sealing of OWS overboard valve flange with Bonnet also sealed

Seal pasted across

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screw of plate
covering PCB &
other electronic
r

Components.
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Seals pasted on
plastic sheet covering
OCM internal wiring.

Fig 21. Sealing of OCM internal wiring (OCM needs to be opened for testing)

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OCM cover sealed.

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OCM sample inlet

nl
filter, adaptor sealed.

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OCM sensor tube
drain valve sealed in
closed position.

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Fig 21a. Sealing of OCM (box does not need to be opened for testing).
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Fig 22. Sealing of pneumatic line
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connections & electric cabling of 3-

way valve
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R
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nl
O
ce
en

As shown in the OWS schematic diagram above:

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¾ The OWS piping from the OWS to overboard via the 3-way valve must be painted with Hi-
Visibility orange red paint. The direction of flow must be clearly marked.
¾ Alternate flanges on the OWS piping must be sealed with Marpol seals.
ef

¾ The OCM sample inlet piping must be sealed at both ends. In case there are any ferrules
or connections on the sample line each ferrule/connection must be sealed to make the
line tamper proof. The sample line must be painted red) to distinguish it from similar sized
R

piping in the vicinity. Other piping associated with the OCM should NOT be painted red.
¾ The OWS overboard valve must be placed in a box and locked with two padlocks.
¾ The fresh water inlet valve must be painted blue.
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2) BILGE CROSS-OVER VALVES

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‘Bilge cross over valves’ refers to valves that connect the engine room bilge main to the suction
side of Fire and GS pump and to Bilge and ballast pump.

There may also be a separate cross-over valve between the cargo hold bilge line and the
engine room bilge line.

These cross-over valves should be marked and sealed as follows, to make it clear that they are
to be used only in an emergency:
a) Valve wheel and valve body must be painted a distinctive colour (suggest Red)

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b) A sign board should be posted near the valve with the words in lettering three inches in
height stating ‘BILGE CROSS-OVER, EMERGENCY USE ONLY’,
OR
Lettering three inches in height should be painted on floor plates adjacent to the valve

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stating ‘BILGE CROSS-OVER, EMERGENCY USE ONLY’.

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c) The valve should be sealed in such a way that will prevent the valve wheel from being
turned or lifted off the spindle or the bonnet of the valve from being removed without
breaking the seal. To achieve this, it may be necessary to place additional sticker seals
across the wheel nut at the top of the spindle and across the nut at the base of the spindle

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(in case of an extended spindle), near the Bonnet.

3) DIRECT BILGE SUCTION VALVES

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‘Direct bilge suction’ refers to valves that directly connect the engine room bilge wells or
tanktop with the suction side of large capacity pumps such as the Fire & G/S pump and the
Bilge & Ballast pump with no intervening valves.
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a) Valve wheel and valve body must be painted a distinctive colour (suggest Red)

b) A sign board should be posted near the valve with the words in lettering three inches in
height stating ‘DIRECT BILGE SUCTION, EMERGENCY USE ONLY’,
er

OR

Lettering three inches in height should be painted on floor plates adjacent to the valve stating
‘DIRECT BILGE SUCTION, EMERGENCY USE ONLY’.
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c) The valve should be sealed in such a way that will prevent the valve wheel from being
turned or lifted off the spindle or the bonnet of the valve from being removed without
R

breaking the seal. To achieve this, it may be necessary to place additional sticker seals
across the wheel nut at the top of the spindle and across the nut at the base of the spindle
(in case of an extended spindle), near the Bonnet.
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4) EMERGENCY BILGE SUCTION VALVE

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a) Valve wheel and valve body must be painted a distinctive colour (suggest Red)
b) A sign board should be posted near the valve with the words in lettering three inches in
height stating ‘EMERGENCY BILGE SUCTION, EMERGENCY USE ONLY’,

OR
Lettering three inches in height should be painted on floor plates adjacent to the valve stating
‘EMERGENCY BILGE SUCTION, EMERGENCY USE ONLY’.

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c) The valve should be sealed in such a way that will prevent the valve wheel from being
turned or lifted off the spindle or the bonnet of the valve from being removed without
breaking the seal. To achieve this, it may be necessary to place additional sticker seals
across the wheel nut at the top of the spindle and across the nut at the base of the spindle
(in case of an extended spindle), near the Bonnet.

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PHOTOS SHOWING EXAMPLES OF CROSS-OVER, DIRECT AND EMERGENCY BILGE VALVES’

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SEALING AND MARKING

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Lettering 3” high
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Fig 24. The photo shows direct bilge suction and cross over bilge suction valves.
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Fo

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Fig 25. The valve wheel has been sealed
by wire seal to the bonnet and sticker
seal has been applied to bonnet flange.

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ce Lettering 3” high
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Fig 26. The stencil color should be
contrast to floor plate color.
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Lettering
R

3” high

Fig 28.
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Valve onnet
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sealed with
sticker seal

Fig 27. Valve is below the floor plate

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5) BILGE PUMP SUCTION & DISCHARGE PIPING

a) The manhole of the Bilge Holding tank must be sealed – suggested method of sealing is
to use 2 nos wire seals, each fitted to studs at opposite ends of the manhole cover, as
sticker seals are liable to be damaged.

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b) The manhole / inspection cover of the primary bilge tank should be sealed, unless it is
designed to remain open (to allow evaporation).

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c) Alternate flanges of Bilge suction piping from Bilge Holding Tank to OWS service pump
and from OWS service pump through OWS to overboard discharge at ship’s side must be
sealed in such a way that will ensure that no section of this piping can be disconnected
without breaking a seal.

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d) If a Bilge Daily pump is additionally provided for transferring Bilge water from Bilge wells
to Bilge holding tank then the piping from the pump to the Bilge holding tank must be
sealed.
e) Alternate Flanges of Bilge piping from the discharge of the Bilge pump to the standard

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discharge connection on deck must be sealed in such a way that will ensure that no
section of this piping can be disconnected without breaking a seal.
f) Any blind flanges on Bilge pump suction or discharge valve manifolds must be sealed.

6) SLUDGE PUMP SUCTION & DISCHARGE PIPING

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a) The Manholes of all sludge tanks included in section 3.1 of the IOPP certificate Appendix
A / B must be sealed.
b) Alternate Flanges of Sludge piping from Sludge tanks to the Sludge pump and from
Sludge pump to the various Sludge tanks must be sealed in such a way that will ensure
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that no section of this piping can be disconnected without breaking a seal.

c) Alternate Flanges of Sludge piping from the discharge of the Sludge pump to the
standard discharge connection on deck must be sealed in such a way that will ensure
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that no section of this piping can be disconnected without breaking a seal.

d) Any blind flanges on sludge pump suction or discharge valve manifolds must be sealed.
e) Alternate flanges of the line from the incinerator waste oil tank to the incinerator must
be sealed.
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7) INTERCONNECTION BETWEEN SLUDGE AND BILGE PIPING.

a) Interconnection pipe line between sludge and bilge pump discharge piping must be
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sealed and blanked if a spectacle blank flange is provided ; if a valve is provided this
should be sealed in closed position. This is to prevent the routine transfer of bilge water
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to the incinerator waste oil tank for evaporation. The blank is to be removed and/or valve
to be opened only when discharging bilge water ashore.

8) CLEAN DRAIN TANK AND DISCHARGE PIPING, OCM

a) The manhole of the clean drain tank must be sealed.

b) Alternate Flanges of clean drain tank piping from the tank to the overboard valve must
be sealed in such a way that will ensure that no section of this piping can be disconnected
without breaking a seal.

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c) The clean drain tank suction valve must be locked, with the key only in the C/E’s
possession. Before opening this valve and pumping out the contents of this tank, it must
be ensured that there is no oil in the tank. This could be done by looking through an
inspection port or manhole. However, if a 15 ppm monitoring device (OCM) is fitted on
the discharge line that incorporates an automatic 3-way valve or stopping device that

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will not permit discharge unless the OCM is switched on and the effluent is below 15
ppm, the above precautions are not necessary. In all cases, the discharging of the Clean

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Drain tank must be recorded, with date and time of operation in the Engine Log Book.
The sample pipe leading to the OCM should be painted red, connectors sealed and any
valve fitted on the pipe sealed in the ‘open’ position.

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9) TANK MANHOLE COVERS TO BE SEALED

a) All tanks of IOPP Appendix A/B section 3.3(Bilge water tanks), All tanks of IOPP Appendix
A/B section 3.1 (Oil residue tanks).

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b) Clean drain tank, Economizer soot collection tank, Void Spaces and Cofferdams in the
engine room, cooling water tank, Steering gear rudder trunk, Sewage plant manhole
door and Sewage holding tank manhole door.
en
er

Fig 30.Manhole door

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depicts on one side wire

sealing and on other side
sticker seal.
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10) EXHAUST GAS ECONOMIZER WASH WATER TANK AND PIPING

a) Alternate Flanges of piping from the EGE wash water tank to the pump / eductor and
onwards to the overboard discharge valve are to be sealed.
b) The overboard discharge valve or the EGE wash water tank suction valve must additionally
be locked, with the key under the C/E’s sole control.
c) As direct discharge of EGE wash water is not permitted by MARPOL Annex V, the suction
line from the tank should be blanked.

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Suction valve locked

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Fig 31.Sealing of soot tank Eductor piping Fig 32.Sealing of soot tank
suction valve flange

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11) SEWAGE TREATMENT PLANT, SEWAGE HOLDING TANK AND DISCHARGE PIPING

a) Alternate Flanges of inlet piping – accessible sections – to the Sewage Treatment plant,
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Sewage Holding tank and from the plant or tank to the pump must be sealed.
b) All alternate flanges of discharge piping from the sewage treatment plant to the holding
tank (if fitted) and from the plant / tank to the standard discharge valve on deck must be
sealed.
c) Alternate Flanges of piping from the plant & holding tank to the sewage discharge pump
er

must also be sealed.

d) The manholes / inspection ports of the sewage treatment plant and sewage holding tank
are to be sealed.
e) The valve of the Sewage holding tank must be locked when it is not being
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discharged (ensure that wheel cannot be removed without breaking a seal).

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Fig 33.Sealing of sewage

treatment plant discharge
piping.

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PHOTOS SHOWING EXAMPLES OF SEWAGE PLANT AND HOLDING TANK SEALING.

If wire seal is
used, wire

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must pass
through two

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bolts at
opposite ends
of the flange.

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Fig 34.Seals on STP insp port & inlet Fig 35.Sealed STP ovbd valve flange

Paste sticker
seals across
en
wheel nuts to
prevent wheel
from being
Do not seal
opened and
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flanges by
valve operated
welding nuts to
flanges – use
sticker seals or
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pass wire
through holes
drilled in bolts.
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Fig 36. The photo depicts locked sewage holding tank suction. Ensure sticker seals are
applied to the wheel nuts to prevent them from being opened and valve operated.

12) SEA WATER PIPING:

Pipes of heat exchangers (Including M/E & A/E L.O. Coolers, F.W. Coolers, FRAMO HYDRAULIC
OIL Coolers, HYDRAULIC WINCH POWER PACK Coolers, REFRIGERATION PLANT Condensers,

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ECR Air con Condenser, WORKSHOP Air con Cooler, GALLEY Air con Condenser, MAC cooler,
leading overboard, should be sealed as follows:

a) All sea water pipes that are of 100mm nominal dia. or below and leading overboard should
have alternate flanges sealed.

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b) Blank flanges / blind flanges / stub pipes fitted to sea water piping of nom. dia. up to
100mm, leading overboard, should be sealed.

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If sticker seal is used, wire seal
is unnecessary.

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Fig 37. Refr. plant condenser cooling O/B. Fig 38. SW piping of MAC cooler
er
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Fig 39. S/W I&O pipe flanges of reefer Fig 40. Winch cooler S/W I&O pipe
flanges.

13) BOILER BLOW-DOWN PIPING

a) Boiler blow-down piping from the boiler outlet down to the overboard valve should be
sealed. Sealing alternate flanges is acceptable.
b) The blow-down overboard valves must be kept locked in Port.
c) Overboard has two valves, the bonnet of the inboard valve must be sealed.

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Fig 41. Seal on boiler blow-down pipe flange Fig 42. Boiler blow-down valve flange
sealed

14) BALLAST / HOLD BILGE EDUCTORS

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a) Alternate Flanges of suction piping leading to eductors must be sealed.
b) Alternate Flanges of discharge piping from eductors leading overboard must be sealed.
en
c) Suction pressure gauge connections to the eductor must be sealed.

Pressure gauge
connection
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sealed.
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Fig 43.

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15) BALLAST PIPING

a) Blank flanges and stub pieces on ballast piping must be sealed.

b) Suction and discharge pressure gauge connections must be sealed.

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Fig 43. Blank flange on Ballast pipe.
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16) FRESH WATER GENERATOR & EJECTOR PUMP

a) Ejector pump suction line flanges – alternate flanges to be sealed.

b) Sea water piping leading overboard from FWG to be sealed.
c) Pressure gauge and thermometer connections on sea water piping leading overboard from
er

FWG.
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Fo

Fig 44. FWG Ejector pump sea suction Fig 45. Ejector pump overboard

17) SEA CHESTS

a) Steam and air blow connections on sea chests.

b) Flanges or adaptors on sea chest steam/air vent piping must be sealed along the entire
length of the vent line.

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Fig 46. Sea chest steam blow valve sealing Fig 47. Sea chest air vent line flange
sealing

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en
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Fig 48. Steam blow line flanges and adaptors sealed and tagged.
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18) DECK SCUPPER PIPES LEADING OVERBOARD

a) Drains of funnel top and Drains from main decks passing through engine room/steering
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gear room or other machinery spaces and leading overboard must have their (alternate)
flanges sealed.
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This deck scupper line passing

through steering gear room
shows no flanges, but if flanges
are provided same need to be
sealed.

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19) O.D.M.E.

a) All adaptors on sample piping from discharge line to ODME must be sealed so that no
section can be opened without breaking the seal.

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Fig 49. ODME sample line sealing
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20) STANDARD DISCHARGE CONNECTIONS FOR BILGE, SLUDGE AND SEWAGE, PORT / STBD.
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a) Either the valve wheels or the blanks at the ends of the connections must be sealed. If the
valve wheels are sealed it must be ensured that the wheels or the valve bonnets cannot
be removed without breaking the seals.
b) Valve flanges and any pipe flanges on the standard discharge connection piping must also
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be sealed.
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Wire Seal
passed
through
wheel and
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both flanges
of valve and
sealed.
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Fo

Fig 51. Sealing of Standard discharge connections

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21) VARIOUS OVERBOARD VALVES

a) All overboard valves in the engine room and machinery spaces must be clearly identified.
b) Flanges in board of valves are to sealed on opposite sides by wire seal passed through
bolts. (or)

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c) Flanges may be sealed using one sticker seal.
d) Find attached photos of various overboard valves

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PHOTOS SHOWING EXAMPLES OF SEALING OF VARIOUS OVERBOARD VALVES

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en

Fig 55. Fig. Provision reefer overboard

Fig 54. Atm. Cond. & Ref. Cond. O/B pipe
er

valve 2 nos bolts sealed by wire seal, only

flanges sealed
one seal can be seen in the photo
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Valve Bonnet sealed

Valve flange sealed
with sticker seal.
with wire seal.
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Fo

Fig 56. Boiler blow down valve sealing

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Fig 57. Grey water overboard valve with bypass to grey water tank alternate flanges sealed by
sticker seals
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er
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Fig 58. Intermediate shaft bearing Fig 59. Sewage overboard

overboard seal.

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4. Instructions for grouping sealing points, assigning location numbers, printing location &
warning tags & preparing the Master list of seals.

4.1 Instructions for grouping of sealing points and numbering of sealed locations:

a. Each ‘System’ described in section 2 of this Annex, such as Oily Water Separator and Oil

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Content Meter, Bilge cross-over valve, Boiler Blow-down piping etc. is to be assigned a
unique ‘Location number’.

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b. Each seal within each such system to be assigned a ‘sub-location alphabet’.
c. Hence, all seal locations will be identified by a location number and a sub-location
alphabet, for example 1a, 1b, 1c .

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4.2 Instructions for printing Warning-cum- location tags (see templates below), when
shore-supplied tags are not available on board.

a. Print out Warning-cum- location tags with location numbers and sub-location alphabets

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typed above the Warning in as shown in fig 100a. The warning and location numbers
should preferably be printed on both sides. Colored (Yellow) paper may be used for this
purpose to prevent depleting the ship’s stock of color printer cartridges.
b. Laminate the tags and cut them out.
c. Punch a hole into each tag after laminating it and attach the tag with a cable tie or seizing
en
wire close to the sealed location.
d. Where there are many seals fitted in close proximity to each other such as on the OWS,
attaching warning-cum- location tags to each seal location may give a cluttered
appearance. In such cases, only a location number and alphabet (Fig 100b) will suffice at
er

each seal point, with one or two Warning signs (Fig 100c) posted nearby.

4.3 Templates of warning and location tags

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WARNING ETS SEAL POINT

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ETS SEAL POINT

It is against Company Policy to
1a
remove or damage ETS seals
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Fig 60a. WARNING

without notifying the Master
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or Chief Engineer.
It is against Company Policy to
remove or damage ETS seals
If seal is to be removed, without notifying the Master
Company ETS procedures must or Chief Engineer.
be followed.

Fig 60b. If seal is to be removed,

Company ETS procedures must
Fig 60c.
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4.4 Seal management

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Environmental seals fitted are to be logged in the Electronic Seal Management program available on PARIS. This can be accessed by
clicking Environmental Reports – Seal Management from the PARIS Home Page. The following pages give instructions on how the
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Electronic Seal Management program is to be populated with data and used for recording the affixing and replacement of environmental
seals.
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4.4.1 Setting up Electronic Seal Management on an existing vessel where seals have already been affixed (and recorded in the
ETS Log).

Step 1. If Data has not yet been entered in the Electronic Seal Management program in PARIS but seals are already affixed on board
(and logged in an ETS Log), it is first necessary to group seals as outlined in section 4.1 of this Annex and then enter information about
ef
each seal in an excel sheet as shown in the Table below - this excel sheet is referred to as the Master List of Seals.

SEAL DECRIPTION OF SEAL

SEAL SUB- E/R LOCATION E/R LOCATION - Seal
er
LOCATION Seal No SYSTEM LOCATION ON COMPONENT COMPONENT SIZE
LOCATION (VERTICAL) OTHER DESCRIPTION type
No SYSTEM

A019355 Clean Bilge tank manhole, inspection inspection cover E/R bottom platform aft, port sticker
a cover
1
b A019382 Clean Bilge tank manhole manhole E/R bottom platform aft, port sticker
en
A05632 Sludge p/p discharge to shore, v/v Stop check valve E/R bottom platform port wire
a
ND65
b A05602 Sludge p/p discharge connection flange line ND65 E/R bottom platform Port, sludge p/p wire
2 c A019430 Sludge p/p disch. to shore, flange flange line ND65 E/R bottom platform port sticker
d A019354 Sludge p/p disch. to shore, line flange line ND65 E/R bottom platform port sticker
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e A019337 Sludge p/p disch. to shore, line flange line ND65 E/R bottom platform port sticker
3 A019356 Bilge tank manhole manhole E/R bottom platform port sticker
4 A019389 Waste oil tank manhole manhole E/R bottom platform port sticker
A05685 Bilge cross-over suc. v/v v/v Butterfly v/v ND200 E/R bottom platform port wire
5
A019353 OWS Bilge pump, disch. valve, flange Stop check valve
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E/R bottom platform port sticker
a
ND32
6
A019352 OWS Bilge pump, disch. valve, flange Stop check valve E/R bottom platform port sticker
b
ND32
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The completed Master List of seals should be sent to the office in order for the seals that are
already affixed to be uploaded to PARIS.

Step 2. Once the seals that are already affixed are uploaded by office, they will appear on the
Master’s screen after the next data exchange. ‘Status’ will read ‘In Transit’. The Master should
confirm receipt of these seals by clicking ‘Confirm receipt’ next to each Row of seals. The

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screen shots below are taken from a DEMO site.

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Step 3. When the Master clicks ‘Confirm receipt’, the screen shown below will appear. The

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Master should click ‘Confirm’, without selecting any seal numbers, because it is assumed that
these seals are already affixed on board and it is not necessary to label any of them as
‘Missing’ or ‘Damaged’.
en
er
ef

Step 4. After clicking ‘Confirm’, the following screen will appear. The Master should now click
‘Hand to C/E’ to transfer the seals to the C/E.
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Step 5. In the screen that appears after clicking ‘Hand to C/E’, select all the seals on the left
and click the ‘double-right’ arrow. Then click ‘Submit’.

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Step 6. The C/E now needs to confirm receipt of these seals after logging on using his
Password, by clicking ‘Confirm Receipt’.

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The following will be the information displayed on C/E and Master’s screens respectively after
the C/E confirms receipt.
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C/E SCREEN
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R
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MASTER SCREEN
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Step 7. Setting up seal locations (this can be done at any time by the C/E or Master, without
waiting for seals to be uploaded by the office or transferred to him by the Master). From the
information in the Master list of seals, details of each location that has a seal need to be set
up. THIS MUST BE DONE BEFORE SEAL NUMBERS CAN BE AFFIXED.
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To add a location, the C/E must click the ‘Location Setup Tab’ (see figure above) and click
‘Add’.

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Step 8. Feed in location details in the box that opens up when ‘Add’ is clicked (refer to Step
6), then click ‘Submit’. In the example below, details given in the sample of the Master List

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of Seals shown in Step 1 have been entered. Repeat this process until all locations in the
Master List of Seals have been added. Once ‘Submit’ is clicked, the location will appear in the
‘List of Seal Locations for Vessel’ as shown below.

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600 X 400 mm
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Step 9. Affixing seals to locations. Click ‘Seal Management’ encircled in the screen shot
above. In the screen that will appear, click ‘Affix seal’ as shown below.

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Step 10. In the screen below, select the seal location from the drop-down menu, then the
seal number from the next drop-down menu. Choose ‘Reason’ from the options given (in the
example below, ‘Initial sealing’ is selected). If ‘Others’ is selected, it is necessary to fill-in the

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field entitled ‘Other Reason’. When setting up the electronic system for the first time, select
‘Initial sealing’. It is in order to select the current date when initially setting up the system
instead of entering the date when the seal was actually affixed. Note that if the seal location
states ‘sticker’ as seal type, only the sticker seals that have been transferred to the C/E will

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appear in the ‘seal #’ menu. In the example shown below, location number 1a and seal
number A152000 are selected. Click ‘Submit when all information is entered.
en
er
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After clicking ‘Submit’, the ‘Affixed History’ Tab on C/E’s screen will show ‘Waiting for
Approval’ in the column entitled ‘Approved by Master’; in the Master’s screen, two buttons
will appear, entitled ‘Confirm Affixed’ and ‘Reject’. It is necessary for
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Fo

Master to confirm that the correct seal number is fitted to this location and click ‘Confirm
Affixed’. If there has been a mistake, he can click ‘Reject’ instead.

C/E’s SCREEN

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MASTER’S SCREEN

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Step 11. Master should click ‘Confirm Affixed’ after confirming that the correct seal number
is affixed to the location. After this, the seal will appear in the ‘Present Status’ and the process
for logging this seal number in the electronic seal management program is complete. These
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steps will have to be repeated for each seal. After all seals are entered, by clicking ‘Print
Present Status’, a list of all sealing locations and seal numbers, very similar to the ‘Master List
of Seals’, can be generated.
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ef

Step 12. Once all the seals that were already affixed on board have been entered into PARIS
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as described in the steps above, the Master should send to the office a list of all unused seal
numbers (spares) and seal types (Sticker or Wire) that are in his custody (it is to be noted that
unused seals must always remain in the Master’s safe custody, except when they are issued
for affixing). Office will then upload these seal numbers into PARIS after which the Master
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should confirm receipt as shown above in Step 2. Setting up of electronic seal management
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is now completed and henceforth the vessel may discontinue the use of the ETS log (EMS-
01). However, a note should be made after the last entry in the ETS log stating that its use is
henceforth discontinued in favour of electronic seal management on PARIS.

4.4.2 Setting up Electronic Seal Management on a new vessel

Step 1. Unused seal numbers and seal types in the Master’s custody should be communicated
to the office in a spreadsheet. These will then be uploaded to PARIS by office and the Master
should confirm receipt as shown in 4.4.1 steps 2-3.
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Step 2. The required numbers of seals should be issued to the C/E for affixing – similar
procedures as in 4.4.1 steps 4-6. To determine how many and where seals are to be affixed,
the Master and C/E must read through section 3 of this Annex 6 carefully.

Step 3. Locations should be set up on PARIS as shown in 4.4.1 steps 7-8. Location number
tags supplied by office (or fabricated on board as shown in 4.2 & 4.3 above) should be fitted

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at each sealing point. It is useful to use a Blank copy of the ‘Master List of Seals’ to note down
location details and seal numbers by hand, before entering in PARIS. This will avoid errors

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while inputting data.

SEAL
SEAL DECRIPTION OF E/R LOCATION -
SUB- COMPONENT E/R LOCATION Seal

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LOCATIO Seal No SYSTEM SEAL LOCATION ON COMPONENT OTHER
LOCATIO SIZE (VERTICAL) type
N No SYSTEM DESCRIPTION
N

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en
er

Step 4. The seals issued by the Master should be affixed to the locations set up in PARIS as
shown in 4.4.1 steps 9-11. Once all seals physically affixed are entered into the electronic seal
management, the process of setting up will be completed.
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4.4.3 Further instructions, frequently-asked questions and trouble-shooting.

1) The ‘Confirm Affixed’ or ‘Reject’ buttons (Master’s screen ‘Affixed History’ Tab) / ‘Hand
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to C/E’ or ‘Edit’ buttons (Master’s screen ‘Await Confirmation / Unused’ Tab) / ‘Edit’
button (Master’s screen ‘Damaged / Missing’ Tab) / ‘Print Unused List’ Tab (Master’s
screen) / ‘Edit’ or ‘Return to Master’ buttons (C/E screen ‘Await Confirmation / Unused’
Tab) / ‘Del’ or ‘Edit’ buttons (‘Location setup’ Tab) cannot be seen.
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A1) This could be happening because all columns are not visible on the screen. ‘Zoom out’ by
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holding down the ‘Ctrl’ key on the keyboard and pressing the ‘-‘ key until all columns are
visible.

2) Some seals that are already in PARIS cannot be found on board.

A2) Even after conducting a thorough search, if some seals that were supposed to be in the
Master’s custody (‘Master store’) or with the C/E (‘C/E store’) cannot be found, they can be
declared as ‘Missing’ (or ‘Damaged’ in case they are damaged) by both Master as well as
C/E, by following steps below:
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MASTER’S SCREEN

In Tab ‘Awaiting Confirmation / Unused’ click ‘Edit’ button on the row containing the seal that
is Missing / Damaged.

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In the screen that will open on clicking ‘Edit’, select the Missing / Damaged seal number, then

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select either ‘Missing’ or ‘Damaged’ from the drop-down menu and click ‘Save’. To revert to
the ‘Seal Management’ screen, click ‘Seal Management’.

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The seal number selected as Missing / Damaged will now appear in the ‘Damaged / Missing’
Tab of the ‘Seal Management’ screen (below). The Master can reverse the Missing / Damaged
label for any seal by clicking ‘Edit’, selecting ‘In good condition’ from the drop-down menu and
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clicking ‘Save’.
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Fo

C/E SCREEN

The C/E can also label a seal number in his possession as either ‘Missing’ or ‘Damaged’. In the
Tab ‘Awaiting confirmation / Unused’, of the ‘Seal Management’ screen, clicking ‘Edit’ opens
the same screen as shown above, where he can select the Missing / Damaged seal number and
choose between ‘Missing’ and ‘Damaged’ before clicking ‘Save’. However, only the Master can
restore a Missing or Damaged seal.

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After clicking ‘Save’ the seal number will appear in the ‘Await Confirmation / Unused’ screen
(C/E screen) with Status shown as ‘Missing’.

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O
3) The C/E is to sign off but his Account of Wages cannot be generated.

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A3) There is an interlock built in to the seal management program which will not allow the C/E
(or the Master)’s account of wages to be generated unless all seals that are in ‘C/E Store’
are returned to Master. All unused seals must be in Master’s custody before the C/E’s or
Master’s account of wages can be generated. To return seals to Master, on C/E’s screen,
under ‘Await Confirmation / Unused’ Tab, click the button ‘Return to Master’. The Master
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now has to click the button ‘Confirm receipt from the C/E’ in the ‘Await Confirmation /
Unused’ Tab. This will change the status of the seal from ‘C/E Return (Await Confirmation)’
to ‘In good condition’ and location from ‘C/E Store’ to ‘Master Store’.
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MASTER’S SCREEN
R
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Fo

4) Replacing a seal with another one

A4) This can be initiated only by the C/E. On the ‘Seal management’ screen, click the ‘Affix seal’
Tab, as shown below. Then follow the steps explained in section 4.4.1 steps 9-11, of this
Annex. Remember that the Master has to confirm affixing of the seal, otherwise the seal
will not be recorded as affixed in PARIS.
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5) When I try to affix a seal in a location, I get the message ‘Previous seal at this location
has not been approved by Master yet’.

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O
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Referring to the example above, the previous seal fitted in location 3-f had not yet been
approved by the Master because the button ‘Confirm Affixed’ could not be seen on the Master’s
screen. Holding down the ‘Ctrl’ key while pressing the ‘-‘ resulted in the screen ‘zooming out’
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and the button could then be seen (refer to Q1 of this FAQ).

6) How can I print-out a list of seals and locations that are presently affixed on board?

A6) The ‘Present Status’ of the seals affixed on board can be printed out by clicking the Tab
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‘Present Status’ and then the button ‘Print Present Status’ in the ‘Seal Management’
screen. Clicking ‘Print Present Status’ generates a PDF file that can be saved or printed. This
can be done by Master as well as C/E.
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7) How can I print-out a list of unused seals?

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A7) The list of unused seals can be printed out by the Master only, by clicking the button ‘Print
Unused List’. This button is available in all Tabs of the screen ‘Seal Management’. This will
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generate a PDF list of seals that are located in ‘Master store’ or ‘C/E Store’. The PDF list is
in the same format as Form EMS-03. The last page of this list has spaces for the outgoing
and incoming Masters to append their signatures after verifying the list, when command is
changed. A copy of this signed list must be attached to the Master’s handing over checklist
D-20A.

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8) How can I generate an excel list of seals from PARIS?

A8) The ‘Excel’ button provided may not work due to errors in the program. Instead, data in
the various seal management screens may be selected, copied and pasted (Copy-Paste) on
to an excel sheet.

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9) How can I change the seal type for a location that already has a seal affixed on PARIS?

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A9) Once a seal is affixed on PARIS the seal type for that location cannot presently be changed
by the vessel. A new location identity will have to be created for the new type of seal and
the old seal retained. A future amendment to the program to incorporate this feature is

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planned. However, if the seal has not been affixed on PARIS, the seal type can be changed
in ‘Location Setup’. Click ‘Edit’, then change the seal type, as shown below.

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10) I want to delete a seal location that is not required to be sealed as per Company
guidelines. However, the seal is already affixed on PARIS. How can I do this?
r

A10) At present, the facility to delete a sealing location that already has a seal affixed on PARIS
Fo

does not exist – Ship Service Desk ashore needs to be contacted. An amendment to
incorporate this feature is planned. However, if a seal is not affixed, the sealing location
can be deleted by clicking ‘Del’ in the ‘Location setup’ screen.

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5. Alternative methods of sealing (only to be used if sticker seals are not available)

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Welded nuts should
be removed and

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replaced by wire seal
passing through
holes in bolts
(minimum two at

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opposite ends of
flange).
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Valve must be
sealed in open
position or
removed.
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Fig 61. In this Illustration, an external Fig 62. In this Illustration, a metal
sleeve has been placed on the piping and pipe section is put on the oil
this sleeve is connected with Marpol sample inlet of the OWS oil
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seals (plastic seals are shown but wire content meter and attached to a
seals may be used instead). In case the Marpol seal. This Pipe section
piping needs to be dismantled the protects the ferrule and the OWS
Marpol seals will have to be broken. drain piping.
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Fig 63. A metal pipe section is put on the

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3 way valve and the piping to protect all
the ferules. This arrangement will ensure

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that the Fresh water line and the
sampling line to the OWS cannot be
dismantled.

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Fig 64. The Final layout of the oil content meter with all the Marpol seals in place
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Fo

Valve must be sealed in open

position or removed.
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Contd….. Alternative methods of sealing the oil content meter and associated piping (only to
be used if sticker seals are not available)

Stage 1: Stage 2:

Cutting and marking of metal plates to fit Bending of the various plates to snugly

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various pipe junctions fit the piping

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O
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Contd….. Alternative methods of sealing the oil content meter and associated piping (only to
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be used if sticker seals are not available)
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Side view Elevation Complete View

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As can be seen from the diagrammatic description above:

¾ Locking plates have been placed on the three-way piping along with 4 Marpol seals to
secure the opening up of three way piping.

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If valve cannot be sealed in open

position, it must be removed.

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O
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Fig 65. A locking plate arrangement to secure the OWS oil sample inlet
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contd….. Alternative methods of sealing the oil content meter and associated piping (only to
be used if sticker seals are not available)

Sealing arrangement for the inlet piping of a Oil content meter

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ef
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Drain valve must be sealed in

closed position
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Fo

88 Valve must be sealed in open

position or removed.
 QHSE Manual Section-10 Environmental Management
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Similarly, any ferrules on the piping, pipe joints must also be sealed

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6. Methods of sealing that should NOT be used (discontinued)
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The practice of using shim to seal valves to be discontinued.

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OWS sample line sealing done by copper/brass shims and lashed by wire not acceptable.
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Fo

Flanges are no longer to be sealed by welding nuts and passing seals through them.

This is due to the possibility of burning off the nuts and later re-welding them with the seals
intact (particularly if they are made of wire).

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Instead, sealing of flanges should be done by applying sticker-type seals across or along the
flanges, as shown in other photographs in this document,

Alternatively, flanges may be sealed by passing the stainless-steel wire provided through holes
in two bolts at opposite ends of the flange and applying the orange coloured, plastic,

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numbered seal provided.

Existing nuts that have been welded to flanges for the purpose of applying seals must be

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removed and replaced with sticker or wire seals.

10.3.6.2.11.2 LOCKING OF CERTAIN VALVES AND EQUIPMENT

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FOLLOWING IS THE LIST OF V/V /EQUIPMENTS/TANKS, THAT SHOULD BE KEPT LOCKED DEPENDING
UPON CIRCUMSTANCES.

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No of
Identity Location Responsibility Remarks
locks
The keys of one lock with
OWS overboard Master & Chief
Engine room 2 the master and the keys of
valve Engineer
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the other lock with the
To be kept locked, except
Sewage Holding
Engine room 1 Chief Engineer when discharging as per
Tank suction valve
Marpol Annex IV.
To be kept locked, in port
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Direct Sewage
Engine room 1 Chief Engineer and at sea, when STP in
Overboard valve
operation.
To be kept locked, except
Clean Drain Tank
Engine room 1 Chief Engineer when pumping out
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suction valve
contents under C/E’s
Soot collection Tank
Engine room 1 Chief Engineer To be kept locked.
Overboard valve
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Boiler blow down To be kept locked in port

Engine room 1-2 Chief Engineer
Overboard valves and in VGP waters.
HFO (HSFO & LSFO) Applicable in Regulated
Service Tank Valves Engine room 1-2 Chief Engineer Californian Waters (24NM
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– ME, AE(s) & zone off California)

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HSFO service tank

To be kept locked in
valves to be kept Engine room 1 Chief Engineer
Sulphur controlled areas.
locked.
MARPOL Annex I
To be kept locked, except
(Oil) & Annex II
Pump room 1 Chief Engineer when discharging as per
(Chemicals)
MARPOL Annex I and II.
Overboard valve

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Food Waste Comminutor

Galley Food Waste to be kept locked when in
Galley 1 Chief Officer
Comminutor port & other restricted
waters as per MARPOL

10.3.6.2.11.3 Control of pumps and hoses

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Unauthorized use of flexible hoses/ flanged pipe suctions/ connections and portable pumps

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is NOT allowed in Machinery spaces. All pipes/ connections should be fixed and of
PERMANENT type only. In case flexible hoses and/or portable pumps are required to be
used to drain any Machinery space, including Bilge Tank/ compartment, Bilge well and/ or

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Waste Oil Tank, authorization must be obtained from the Master or Chief Engineer and
appropriate entries relating to manual collection in sludge tanks may need to be made in
the Oil Record Book.

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When not in use, flexible hoses that can be used for liquid transfer and portable pumps
must be kept in locked locations. All such hoses and portable pumps must have numbered
tags and an inventory maintained.

10.3.7 Contingency measures and Emergency Preparedness

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Unplanned occurrences having an environmental impact have been evaluated and
contingency plans made, which are included in section 11 of this manual. Section 11 of this
manual contains details of planned responses to emergency situations and accidents and
describes the prevention or mitigation of associated adverse environment impacts.
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In the event of the following circumstances, office shall be immediately informed so that
necessary action can be taken to prevent or mitigate pollution, that may include the vessel
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being taken out of service. The relevant equipment manufacturer’s advice is to be

considered when deciding the necessary action / repairs to be undertaken

1. In case a leak of oil into surrounding waters is observed from the Stern tube Lube Oil
R

system.
2. In case a leak of oil into surrounding waters is observed from the Bow Thruster lube Oil
system or from any other system with an oil-sea interface.
3. In case a leak of oil is observed from equipment or systems such as ‘FRAMO SW cooler’,
r

M/E lube Oil SW cooler, hydraulic lines or valves in water ballast tanks, Hydraulic
mooring winch sea-water cooling system etc.
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4. In the event of oil pollution or potential pollution due to any cause.

Emergency preparedness and response procedures are tested periodically during ship
board and ship shore drills.
Response procedures are revised where necessary because of reviews conducted post the
drills mentioned above.

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All vessels are required to maintain at least the quantities of spill clean-up equipment listed
in the SOPEP / SMPEP as relevant to the vessel.

10.4 CHECKING

10.4.1 Monitoring and Measurement

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Shipboard operations that have significant environmental impacts have been identified in

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Annex - 3 and effective controls & procedures to control these operations established in
the safety management system.

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Compliance with the procedures mentioned above is checked during internal audits.

Monitoring and measurement equipment is required to be periodically checked as stated

in Annex 3.

10.4.2 Evaluation of compliance

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Compliance with regulatory requirements is ensured through the maintenance of valid
Classification Society status on all Company vessels always.
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Surveys to maintain this status are planned and arranged within the prescribed window and
tracked using the ‘Certificates and Surveys’ section in PARIS.
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10.4.3 Nonconformity, corrective action and preventive action

The Company maintains a non-conformity reporting system for actual and potential non-
conformities and for taking corrective action and preventive action to mitigate their
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environmental impacts. This is described in section 9 of this manual.

10.4.4 Internal auditing & reporting progress on effluent reduction

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Internal audits of the environmental management system are conducted on board every
Company vessel at intervals not exceeding one year. These are designed to check
conformance with the EMS and progress against effluent reduction targets.
r

On vessels, newly inducted into the Company’s technical management, these internal
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audits are to be held within three months of induction.

Internal audits are conducted by Superintendents of the QMS Department.

Detailed internal audit procedure is described in section 12 of this manual.

Effluent reduction targets are described in the Environmental Objectives and Targets and
progress on these targets is monitored periodically by the office by means of review and
analysis of the monthly MARPOL report.

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The following are included in the list of effluents, data on which is collected from ships each
month and analysed, for setting reduction targets:

a) Engine room Bilge water (in the monthly MARPOL report in PARIS).
b) Fuel Sludge (in the monthly MARPOL report in PARIS).
c) Garbage generation (in the monthly MARPOL report in PARIS).

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d) Food waste discharged to sea (in the monthly MARPOL report in PARIS).
e) Graywater generated (in the monthly MARPOL report in PARIS).

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f) Refrigerant gases discharged to the atmosphere (in the monthly MARPOL report in
PARIS).
g) Dry cargo residues discharged to sea (dry bulk ships) (in the monthly MARPOL report in

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PARIS).
h) Oil discharged to sea during decanting operations (Oil tankers) (in the monthly MARPOL
report in PARIS).
i) CO2 emitted per voyage (Fuel consumed per fuel type, CO2 emitted, Distance steamed,

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cargo carried, vessel’s trim, weather, sea state and wind direction, time spent at anchor
and in port are reported in voyage and position reports in PARIS).
j) SOx emitted per voyage (reported in voyage and position reports in PARIS.
k) NOx emitted per month (reported in monthly Technical report in PARIS).
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All vessels calling any Chinese ports require to carry a copy of the agreement between the
company and ‘Ship Pollution Response Organization’ (SPRO). Details of the procedure to be
followed are given in Annex 2 – Chinese MARPOL Regulation.
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10.4.5 Chief Engineer’s Taking Over Environmental Report

The Chief Engineer is required to complete an environmental report (S – 10.43 F) that

describes the condition of the vessel from an environmental perspective and send this to
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the technical superintendent for his review, after joining the vessel. Photographs of the
engine room as specified in the report and a copy of the Oil Record Book Part 1 are to
accompany the report.
R

10.5 MANAGEMENT REVIEW

The environmental management system is reviewed annually to ensure its continuing

suitability, adequacy and effectiveness. Reviews include assessing opportunities for
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improvement and the need for changes to the environmental management system,
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including the environmental policy and environmental objectives and targets.

Input to management reviews include:

a) Results of internal audits

b) Results of external audits and inspections and complaints if any from external interested
parties
c) The extent to which objectives and targets have been met
d) Status of corrective and preventive actions

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e) Follow-up actions from previous management reviews

f) Changes in environmental regulations and
g) Recommendations for improvement

10.6 TECHNOLOGIES TO IMPROVE ENERGY EFFICIENCY

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Reduction in fuel consumption and prevention of fuel wastage are currently the focus of
the Shipping industry.

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The following fuel efficiency technologies are in use on some of the Company’s vessels:

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Main Engine
- Slow steam operation.
- Use of EFS (emulsified fuel system)
- Change to slide type fuel valve for better fuel efficiency and for running to super eco

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slow steaming.
- Cutting off a turbocharger to achieve approx. 4 gms/Kw hr savings.
- Study by MAN Copenhagen on different technologies and processes to save energy.

Aux Engine
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- Bypass of the exhaust to economizer for generation of steam during port stays and
reduce firing of the boiler.

Power Saving
er

- Installation of power factor improver to improve efficiency from 80 % to 95 %.

- Installation of electric heaters to save fuel by avoiding boiler firing.
- Installation of variable frequency drive on sea water pumps, LO pumps and ER
ventilation fans.
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- Change to LED lights plus motion sensors for reduction in electrical power.
- Use of waste energy for bilge handling.

Reduction in hull losses

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- Installation of PBCF.
- Installation of Mewis Duct and equivalents.
- Application of low friction paints.
- Change of propeller.
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- Installation of MALS (Air lubrication system)

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New Building Vessels

- Efforts are made to incorporate all or some of the above technologies on new
building vessels under the Company’s supervision.

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IMPLEMENTING VESSEL AND VOYAGE ENERGY STRATEGIES TO MINIMISE ENERGY USAGE

The following strategies are used to improve voyage fuel efficiency (more details are
provided in the Shipboard Energy Efficiency Management Plan – SEEMP – provided on all
ships):
- Slow steaming when schedules permit.

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- Calculation of EEOI on voyage basis.
- Coordination with Charterers and operators to optimize operating speed to meet

nl
ETA’s as per the voyage instructions and Berthing schedules received.
- Heating instructions optimized to avoid wastage of steam for Cargo heating.

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List of Forms & Checklists Applicable to this section:

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Form / Procedure Activity Retention Recommended Location for
Form / Checklist Name Frequency Responsibility On Board Filing Distribution
Checklist No Reference Record Period POSTER Display

S-10.1 L Environmental Tag System Log 10.20 As applicable Chief Engineer NA Ch.Eng Office NA 3 Years -NA-

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S-10.2 C Sludge & Bilge Discharge Checklist 10.7 Every Operation Chief Engineer 6AE Ch.Eng Office NA 3 Years -NA-

Advance notification form for waste

S-10.3 F 10.11.2.4 Every Operation Chief Engineer 15 E Ch.Eng Office NA 3 Years -NA-
delivery to port reception

S-10.4 L Vessel General Permit Log 10.17/10.18 US Waters Chief Officer 38 Ship’s Office NA 3 Years -NA-

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Reporting alleged inadequacies of
S-10.5 F 10.11.2.4 As applicable Chief Engineer 15 E Ch.Eng Office NA 3 Years -NA-
port reception facility

Ships Office, CCR, ECR, Officers

S-10.6 P Vessel General Permit 10.12 NA Master NA NA NA Permanent
and Crew Alleyways

S-10.7 P

S-10.8 C
Open Reporting Poster

96 hrs Pre-arrival Marpol Checklist

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10.1.4

None
NA

As applicable
Master

Chief Engineer
NA

15 E
NA

Ch.Eng Office
NA

QMS
Permanent

3 Years
Ships Office, CCR, ECR, Officers
and Crew recreation rooms

-NA-
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S-10.9 L Ballast water Record Book 10.11 As applicable Chief Officer 40 Ship’s Office NA 3 Years -NA-

S-10.10 L Garbage Management Plan 10.11.2.6 As applicable Chief Officer NA Ship’s Office NA 3 Years -NA-
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S-10.11 L ODS Equipment log 10.11.2.7 As applicable Chief Engineer NA Ch.Eng Office NA 3 Years -NA-

S-10.12 F MARPOL Report 10.6.2 Monthly Chief Engineer Ch.Eng Office NA 3 Years -NA-
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S-10.13a L Garbage disposal record Book – Part 1 10.9 As applicable Chief Officer NA Ship’s Office NA 3 Years -NA-
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S-10.13b L Garbage disposal record Book – Part 2 10.9 As applicable Chief Officer NA Ship’s Office NA 3 Years -NA-

S-10.14 L Marine Fuel Record Book 10.10.4 As applicable Chief Engineer NA Ch Eng Office NA 3 Years -NA-

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S-10.15 L SOx Compliance Guide in SECA area 10.10.4 As applicable Chief Engineer NA Ch Eng Office NA 3 Years -NA-

Running Record of Environmental Master’s Hand

S-10.16 L 10.20 Master 5 Master’s Office NA 3 Years -NA-
Tags over time

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S-10.17 L EMS Logs 10.5 /10.13 As applicable Chief Engineer NA Ch Eng Office NA 3 Years -NA-

Machinery Space Bilge Water Crew Alleyways, ECR, Next to

S-10.18 P 10.11.2.1 NA Chief Engineer NA NA NA Permanent
Management OWS unit

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S-10.19 P Operation of Oily Water Separator 10.11.2.1.4.3 NA Chief Engineer NA NA NA Permanent Next to OWS unit

Direct Bilge Suctions, Emergency Bilge Next to relevant Valves in

S-10.20 P 10.13 NA Chief Engineer NA NA NA Permanent
Suctions & Bilge Cross Over E/Room

S-10.21 P Sludge and Waste Oil Management 10.11.2.3.3 NA Chief Engineer NA NA NA Permanent E/Room Purifiers, ECR

S-10.22 P

S-10.23 P
Sewage Management

Special Area for MARPOL Annex V

Poster
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10.11.2.5

10.5
NA

NA
Chief Engineer

Chief Engineer
NA

NA
NA

NA
NA

NA
Permanent

Permanent
STP & ECR

Crew Alleyways, At garbage

storage areas on deck and in
E/Room
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S-10.24 P Air Pollution Prevention 10.11.2.7 NA Chief Engineer NA NA NA Permanent Crew Alleyways, ECR

Say No To Pollution - Caution (Cargo

S-10.25 P -NA- NA Chief Engineer NA NA NA Permanent Ships Office, CCR
Hold Bilges)
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S-10.26 P Control of Pumps and Hoses -NA- NA Chief Engineer NA NA NA Permanent Ships Office, ECR, Crew Alleyways

Say No To Pollution - Management of

S-10.27 P -NA- NA Chief Engineer NA NA NA Permanent Chemical storage area
Chemicals
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Say No To Pollution - Caution (Ballast

S-10.28 P -NA- NA Chief Engineer NA NA NA Permanent Ships Office
Tanks)
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S-10.29 P Cooking Oil Disposal Method -NA- NA Chief Engineer NA NA NA Permanent Galley, ECR

Say No To Pollution - Caution

S-10.30 P -NA- NA Chief Engineer NA NA NA Permanent Laundry Room, Crew Alleyways

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(Laundry)

S-10.31 P Say No To Pollution - Water -NA- NA Chief Engineer NA NA NA Permanent Crew Alleyways

S-10.32 P Say No To Pollution - Caution (Bilges) -NA- NA Chief Engineer NA NA NA Permanent ECR

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S-10.33 P Drawings, Manuals and Layout 10.13 NA Chief Engineer NA NA NA Permanent Ships Office, CCR, ECR

Garbage storage areas on Deck

S-10.34 P Garbage Management 10.11.2.6 NA Chief Engineer NA NA NA Permanent
and in E/Room

Crew Alleyways, ECR, Ships office

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S-10.35 P Hazardous Waste Management 10.11.2.6.3 NA Chief Engineer NA NA NA Permanent
or CCR

S-10.36 P Recycling 10.11.2.6.3 NA Chief Engineer NA NA NA Permanent Ships office, ECR

S-10.37 P Ballast Water Management 10.11.2.8 NA Chief Engineer NA NA NA Permanent Ships office, CCR

S-10.38 P

S-10.39 P
Special Areas for MARPOL Annex I

Special Areas for MARPOL Annex II er

10.1.4

10.1.4
NA

NA
Chief Engineer

Chief Engineer
NA

NA
NA

NA
NA

NA
Permanent

Permanent
Bridge, ECR

Bridge, ECR
ef
S-10.40 F Daily fuel consumption record 10.3.6.2.8.5 Daily Chief Engineer 22 E Chief Engineer Tech -N/A- -N/A-

Daily (Tanker
S-10.41 F Allocation of boiler consumption 10.3.6.2.8.5 Chief Engineer 22 E Chief Engineer Tech -N/A- -N/A-
only)
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End of every
S-10.42 F Voyage Data Record (EU-MRV) Annex 6 voyage & every Chief Engineer 22 E Chief Engineer Tech -N/A- -N/A-
port call
Within 3-weeks
S-10.43 F C/E Taking over Environmental report 10.4.5 Chief Engineer 22 E Chief Engineer Tech -N/A- -N/A-
of C/Eng’s joining
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Bio Fouling Management Plan & Bio Master &

S-10.44 F -NA- As applicable NA Master NA Permanent -N/A-
Fouling Record Book Chief Engineer
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