1.

0 MARPOL 73/78: GUIDELINES FOR IMPLEMENTATION OF MARPOL 73/78

1.1 INTRODUCTION:
Marine pollution was recognized as a problem in the second half of the 20
th
century
and various countries introduced national regulations to control discharges within their
territorial waters. The International Convention for the Prevention of Marine Pollution from
Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78) entered into force on 2
October 1983 and currently includes six Annexes. Out of the above, Annex II and III on
Noxious Liquid Substances in Bulk and Harmful Substances in Packaged Form are not
applicable to DCIs Vessels and only Annex I, IV, V and VI are applicable.
1.2 PROCEDURES FOLLOWED ON VESSELS IN COMPLIANCE WITH MARPOL
73/78:
1.2.1 ANNEX I (PREVENTION OF POLLUTION BY OIL)
Master and CEO to ensure following:
1. The vessel has tank for receiving oil residues (Sludge tank) resulting from purification
of fuel, lubrication of oil and oil leakages.
2. Standard discharge connection as specified in Reg. 13 of Annex I is fitted to enable
pipes of reception facilities to be connected with vessels discharge pipeline for
residues from machinery bilges and from sludge tank.
3. Oil filtering equipment as specified in Reg. 14 of Annex I is fitted.
4. Any oil mixture discharged into sea after passing through the system has an oil
content not exceeding 15 parts per million.
5. The oil residue which cannot be discharged into the sea is retained on board for
subsequent discharge to reception facilities.
6. No ballast water is carried in any oil fuel tank. In case of necessity, the ballast water is
discharged to reception facilities or into the sea as per Reg. 14 and 15 of Annex I and
is entered in the Oil Record Book.
7. Oil is not carried in the forepeak tank or a tank forward of the collision bulk head.
8. Oil Record Book (Part I Machinery space operations) is maintained as per
Reg.17 of Annex I and is checked for consistency with other shipboard log books.
Repairs, testing, and routine maintenance of Oily Water Monitoring and Control
System and Oil Filtering Equipment are duly noted in the oil Record Book.
9. Vessel has valid International Oil Pollution prevention (IOPP) certificate and its
supplement approved by Administration.
10. Shipboard oil pollution emergency plan (SOPEP) approved by Administration is
implemented.
11. Relevant and applicable circulars of Administration from time to time on MARPOL
73/78 are complied.
12. Requirements for discharge in special areas as per Annex I are complied when
vessel is in special areas.
1.2.2 ANNEX IV ( PREVENTION OF POLLUTION BY SEWAGE)
Master and CEO to ensure the following:
1. The vessel is equipped with a Sewage Treatment Plant (STP) approved by
Administration and provided with International Sewage Pollution Prevention
Certificate or a sewage comminuting and disinfecting system or a sewage holding
tank.
2. Standard discharge connection as specified in Reg. 10 of Annex IV is fitted to enable
pipes of reception facilities to be connected with vessels discharge pipeline for
discharge of sewage.
3. Relevant and applicable circulars of Administration from time to time on MARPOL
73/78 are complied.
1.2.3 ANNEXURE V ( PREVENTION OF POLLUTION BY GARBAGE)
Master and CEO to ensure the following:
1. Collection, segregation and disposal of garbage are done in accordance with the
approved Garbage Management Plan mentioned at Sub Section 3.7 of this manual.
2. Garbage Record Book is maintained as per of Annex V of MARPOL 73/78.
3. Relevant and applicable circulars of Administration from time to time on MARPOL
73/78 are complied.
4. Requirements for discharge in special areas as per Annex V are complied when vessel
is in special areas.
1.2.4 ANNEX VI (PREVENTION OF POLLUTION BY AIR)
Master and CEO to ensure the following:
1. The emissions of Ozone depleting substances, Nitrogen Oxides (NO
x
) and Sulphur
Oxides (SO
x
) if any are controlled as per the Reg. 12, 13 and 14 of Annex VI
respectively. Use of new installations with Hydro chlorofluorocarbons (HCFCs), if
any, will be ceased by 1
st
January 2020.
2. It is ensured that the sulphur content of any fuel oil used on board does not exceed
4.5% 3.5% m/m.
3. When the vessel is in SOx emission control area (SECA), it is ensured that the sulphur
content of the fuel oil used does not exceed 1.5% 1.0% m/m or an approved exhaust
gas cleaning system/ any other approved technological method is used to keep SOx
emission from the vessel below 6 g/kWh.
4. Prior to entry into a SECA area, the fuel oil service system of the vessel is fully
flushed of all fuels exceeding 1.5% 1.0% m/m sulphur content and during any fuel
change over, the items as mentioned in Reg. 14 are recorded in log book approved by
Administration.
5. Whenever Shipboard incineration takes place, the requirements as per Reg. 16 of
Annex VI are complied.
6. The fuel oil used on board meet the requirements of Reg.18 of Annex VI.
7. For each bunker delivery, a Bunker Delivery Note (BDN) containing the information
specified in Appendix V of Annex VI is maintained on board.
8. Vessel has valid certificate of compliance for prevention of pollution by air.
9. The Ship specific SEEMP is developed and maintained taking into account guidelines
adopted by the IMO.
10. Relevant and applicable circulars of Administration from time to time on MARPOL
73/78 are complied.
1.2 GUIDELINES FOR IMPLEMENTATION OF MARPOL 73/78
A. ANNEX I OIL POLLUTION PREVENTION
Master will report any deficiencies in the provision or adequacy of shore facilities for the
reception of the bunker supplies etc and such reports ultimately be forwarded to the IMO
through the flag state administration.
While Bunkering:
1. Tank Overflows are avoided by continuous inspection of tank levels.
2. Adequately trained personnel are available to monitor bunker handling.
3. All ullaging devices, high level alarms and automatic shut-offs where fitted are
properly maintained.
4. The guidelines of bunkering procedures as stipulated in the ship procedure manual are
strictly complied with.
5. Incorrect setting and / or handling of sea valves is avoided.
6. Responsible crew satisfy themselves that all connections are properly made and that
pressure is always built up slowly, duly recognizing the dangers and potential
problems created by pressure surges.
7. Mooring which allow movement of the ship, stressing pipeline connections between
ship and shore.
8. Hull Failure Fuel oil tanks are inspected internally during Dry Dock and checks
made for excessive corrosion and remedial action taken thereof.
9. Fire and Explosion The potential of fire and explosion is duly recognized on board
and appropriate precautions are observed.
10. To avoid collision, the following are observed.
a. The International Regulations for Preventing Collisions at Sea, 1972 including
the rules concerning the maintenance of a proper lookout and a safe speed in
the prevailing conditions.
b. The ICS Bridge Procedures Guide including the guidance on steering gear test
routines and
c. Internationally adopted routing measures (e.g. Traffic Separation Schemes,
areas to be avoided, deep water routes etc) and national routing measures for
the protection of the marine environment.
11. Bunkers received in bulk The need to obtain essential information relevant to the
safe carriage of the bunkers (e.g. physical and chemical properties of bunkers)
B. ANNEX IV SEWAGE POLLUTION PREVENTION
As a minimum, comply with Annex IV of MARPOL 73/78. Onboard discharge sewage
treatment facilities are well maintained and operated in accordance with approved standards.
C. ANNEX V GARBAGE POLLUTION PREVENTION
The procedures set out in ships Garbage Management Plan concerning collection,
processing, storing and disposal of shipboard waste is complied with. Refer Section 3.7 of S
O M and Waste disposal is arranged at all ports of call. Masters are encouraged to continue to
report deficiencies in onshore garbage reception facilities.
ANTI - FOULING PAINTS Wherever practicable, anti-fouling paints containing Tri
Butyl Tin (TBT) is avoided and the use of alternative anti fouling agents having regard to
their effectiveness and operational efficiency are considered. Guidance is developed on ship
maintenance, and co-operate with shore based facilities to eliminate the introduction of tin
compound into the marine environment as a result of painting, paint removal cleaning, sand
blasting or waste disposal operations.

D. ANNEX VI AIR POLLUTION PREVENTION
OZONE DEPLETING SUBSTANCES
Ozone depleting substances (ODS) means compounds that contribute to stratospheric
ozone depletion. ODS generally found onboard include,
a) Fire extinguishing agents such as Halon 1211 (Bromo chloro difloro methane), Halon
1301 (Dichloro difloro methane) and Halon 2402
b) Refrigerating gases such as CFC 11 (Trichloro floro methane), CFC 12 (Dichloro
difloro methane) and CFC 113, CFC 114, CFC 115.
New installation that contains ozone depleting substances is prohibited on all ships after
the date of entry into force, except that new installation containing HCFCs (Hydro chloro
floro carbons) are permitted until 1
st
January 2020 (e.g. R 22)
The system containing ODS that were installed before 19
th
May 2005 can remain
installed. Additionally the repair / recharge of already permitted system or equipment etc is
permitted. Any deliberate emission of ODS shall be prohibited onboard ships. The deliberate
emission includes emission occurring in the course of maintaining, servicing, repairing or
disposing of system or equipments. Deliberate emission does not include minimal release
associated with the recapture or recycling of an ODS.
ODS, if required to be disposed, must be disposed to appropriate reception facilities.
Halon shall not be used as a means of firefighting on any of the fleet vessels. External
examination of ODS containing installation or equipment to be carried out quarterly for
satisfactory maintenance to ensure that there is no emission of ozone depleting substances.
Vessels air-conditioning and domestic refrigeration units to be leak tested quarterly.
NITROGEN OXIDES (NOx)
Nitrogen Oxides (NOx) is the generic term for a group of highly reactive gases, all of
which contain nitrogen and oxygen in varying quantities. Many of the nitrogen oxides are
colourless and odorless. However one common pollutant, nitrogen dioxide (NO
2
) along with
particles in the air can often be seen as a reddish brown layer over many urban areas.
Nitrogen Oxides form when fuel is
burnt at high temperatures, as in the combustion process in diesel engines. The primary
source of NOx from ships is the diesel engine exhausts.
Harmful effects NOx is the main ingredient in the formation of ground level ozone
which can trigger serious respiratory problems. It reacts to form nitrate particles, acid
aerosols as well as NO
2
which also cause respiratory problems.
For New Ships Diesel engines (except emergency generator engines, lifeboat engine,
emergency air compressor engine and devices intended solely for emergency use) with power
output of more than 130 Kw, built on or after 01 Jan 2000, must be certified by flag state to
the requirements contained in the NOx technical code.
For existing ships Diesel engines (except emergency generator engines, lifeboat engine,
emergency air compressor engine and devices intended solely for emergency use) are also
subject to NOx certification, which after 1
st
January 2000, have been replaced or majorly
modified or have undergone major conversion.
Fleet vessels to which regulation 13 applies, a technical file originally approved by the
ships flag administration or its recognized organization shall be made available onboard the
vessel and kept together with EIAPP certificate. The technical file shall contain information
necessary for carrying out survey. If parameter check method has been shown in the
Technical file for carrying out NOx verification onboard, a record book of engine parameters
is to be maintained for recording all parameter changes, including components and engine
settings that may influence NOx emissions.
SULPHUR OXIDES (Sox)
It is the companys policy that all fleet vessels shall use fuel of maximum 4.5% m/m
of sulphur content. Furthermore, none of the fleet vessels shall trade in SECA zone, presently
identified as Baltic Sea area with effect from 19-05-2006, unless they are fully compliant
with Annex VI, Regulation 14.
In case of vessel is to trade in SECA area then all engines consumption will be
changed over to use maximum 1.5% 1.0% m/m on the sulphur content of fuel oil.
If the ship is to trade in Sulphur Emission Control Area(s), the record of fuel change
over details such as ships position and time at the start of the tanks involved must be
maintained in the
ships log book or an equivalent document as described by the administration,
(Regulation 14.6 of Annex VI).
Onboard charts to be updated with SECA border for Baltic Sea and North Sea.
VOLATILE ORGANIC COMPOUNDS (VOCs) As DCI does not have tankers.
Hence this clause is not applicable.
SHIPBOARD INCINERATION None of the fleet vessels are fitted with
incinerators.
All shipboard garbage to be segregated collected separately and landed to shore
reception facilities on receipt of certificate.
Chief Officer is responsible to maintain garbage record book.
SHIP ENERGY EFFICIENCY MANAGEMENT PLAN
In order to reduce GHG emissions from ships, the Technical requirements have been
specified to develop Energy Efficiency Design Index (EEDI) for new ships and ship Energy
Efficiency Management Plan (SEEMP) for all ships.
The Ship specific SEEMP is developed taking into account guidelines adopted by the
IMO. SEEMP shall be reviewed at least once in a year and recorded.
FUEL QUALITY
A. Fuel Quality Requirements The MARPOL Annex VI / Reg. 18 requires that only
permissible fuel meeting the requirements is to be delivered to and used by the vessels. It
would be very difficult at the time of bunkering to ensure that these requirements for fuel
are fulfilled. The onus of these requirements fall on the supplier of fuel. Not withstanding
this requirement, it is recommended that the receiving vessel obtains a separate sample of
adequate size (minimum 400 ml, preferably around 750 ml) sample required by this
Annex VI regulation. All efforts shall be made to stem the bunkers only from the
registered suppliers.
B. Bunker Delivery Note (BDN) - Each bunker delivery note supplied must relate to an
individual consignment of bunkers. For example, if two barges are used for a specific
delivery of fuel under one bunker order, then each consignment must have its own BDN
so as to relate to the original supplier. The Bunker Delivery Note is a statutory document
and must be retained
onboard for a period of three years and available for inspection at any time by Port /
Flag State Control.
A Port State Inspector may request at any time to review BDNs onboard and has
the authority to take copies of same. These copies are to be certified by the Master of
the ship and can be verified by the port state inspector through consultation with the
port where the note was issued.
The Bunker Delivery Note shall display the following:
a. The Name and IMO Number of the receiving vessel
b. The port of bunkering
c. Date of commencement of bunkering
d. The name, address and telephone number of the marine fuel supplier
e. The product name(s)
f. The quality of bunkers delivered / received in metric tones
g. Density at 15 deg. C (kg/m
3
) by hydrometer method (ISO3675)
h. Sulphur content (% m/m) by x-ray fluorescence spectrometry (ISO8754)
A declaration signed and certified by the fuel oil suppliers representative that the fuel
oil supplied in conformity with regulation 14(1) or 14.3(a) and regulation 18(1) of
MARPOL Annex VI.
The BDN is to be signed by suppliers representative.
Ship staff to ensure that correlation between BDN and corresponding MARPOL
Annex VI sample supplied by the bunker supplier is possible. E.g. cross reference details
of the sample seals, ID etc may be recorded on the BDN.
C. Bunker sampling procedure and method
It should be recognized that this sample is not taken for normal analysis and commercial
purposes but retention onboard and subsequent inspection by the port state control when
called
for. Therefore attention to the detail and the requirements specified are paramount when
sampling for this purpose. Further, it should be stipulated that the obligation is upon the
supplier to provide the required retention sample.
The bunker manifold construction and location Preferably, this location is the
vessels main bunker manifold where the fuel oil enters the fixed piping system onboard
vessel. However, in case the fuel supplier prefers to draw the sample from barge /
terminal manifold then the entire procedure of collecting primary samples, filling sub
samples and sealing the samples be witnessed by the ship staff.
Prescribed sampling method or system There are three acceptable methods for
obtaining the required retention sample. They are,
a) Manual valve setting continuous drip sampler, or
b) Time proportional automatic sampler, or
c) Flow proportional automatic sampler
Sampling directly from bunker tanks or single instance sampling during the bunkering
period was expressly excluded, being unacceptable method for obtaining of this sample.
The sample, as obtained, must be representative of whole period of bunkering from the
unique source.(i.e. if there are more than one bunker barge with more than one delivery
note then one sample must be taken for the delivery of fuel associated with each delivery
note.)
The main sampler will be of suitable size so as to accommodate both the required
statutory retention sample as well as the diverse commercial samples for analysis, testing
and retention. It is therefore essential that the primary sample container will have a
volume of approximately 5 litres.
The set up for the sampler should be undertaken by reference to the sampler
manufacturers instruction. The sampler when set up with its cuboid container in place,
must be capable of being sealed, in the presence of bunker suppliers representative, so
that it becomes contamination and tamper proof through out bunkering operation of seal
number used for this purpose together with the time and date of application of the seal.
The record should be kept together with the Bunker Delivery Note.
D. Method of sub-sampling for retention sample
Upon completion of a consignment of bunkers associated with the quality recorded on a
single Bunker Delivery Note (BDN), the representative of the bunker supplier should be
invited to witness the breaking of the seal on the sampler. A record of seal number, time and
date should be made and kept with the BDN for this bunkering operations.
The cuboid sample container should then be shaken, mixed and agitated so that the whole
of the sample becomes thoroughly mixed and heterogeneous. Therefore proportions of the
contents of the cuboid sample container should poured into the diverse sub-sample container
in even amounts, say filling each sub sample container 25% at a time, until each container is
full. Do not completely fill container in turn as this may supply dissimilar samples.
The retention sample for Annex VI purposes is required to be not less than 400 ml and the
sample container should be 90% +/-5% full. Upon filling this container, it is to be capped,
sealed and identified immediately with the identification label recording as below:
a) Name and IMO number of the vessel
b) Date of delivery of bunkers
c) Identification of the bunker type
d) Location and method by which the sample was drawn
e) Name of the bunker barge / tanker / installation
f) Signature of the chief engineer
g) Signature of the suppliers representative
h) Details of the sample seal identification seal number
It should be noted that under no circumstances should the stationary sample be used for
commercial purposes or for quality dispute resolution.
E. Retention sample charger:
The retention sample is required to be stored under the vessels control until the bunker
fuel that it represents, is substantially consumed or at least 12 months from the date of
bunkering.
The final requirement with regard to retention of bunker sample is a documentary record
system that would need to be developed by the Master. This record system is very important
in the event of that port state inspector requests a particular sample or set of samples
associated with Bunker Delivery Note (BDN). It is recommended that for this purpose each
sample is allocated a consecutive storage number. This record should contain at least a)
Retention Storage Number, b) Date of bunkering, c) BDN number and d) Remarks.
The remark column in the record can be used to track the sample. For example if the
sample had been handed to a previous state inspector, then the date and port of delivery or if
the sample has been disposed of, then the date and reason for the disposal. Should a sample
have been delivered to a port state inspector, it is also important to secure a custody transfer
record. This should be kept together with the BDN and fully identified.
F. Guidelines for issuance of Note of Protest regarding MARPOL Annex VI
The vessels master may be required to issue a Note of Protest to bunker supplier if he
fails to comply with MARPOL Annex VI requirements.
The vessels master should note the following possible non-compliance situations and
choose the relevant items to be quoted in the Note of Protest.
A Bunker Delivery Note was not provided for every delivery / grade
The Bunker Delivery Note did not contain the required information
A MARPOL Annex VI sample did not accompany each bunker Delivery Note
A MARPOL Annex VI sampling was not allowed to be witnessed by ship staff
The MARPOL Annex VI sample(s) was not taken by continuous drip sampler
The MARPOL Annex VI sample(s) was not provided with seal and a label containing
the required information.
1.3 OTHERS
Master and CEO ensure that the above requirements with other applicable
requirements on Port state control surveys for certification etc. as detailed in latest MARPOL
73/78 are complied with.




Whilst the SEEMP gives details of measures that could be undertaken on board, a summary of these measures is
given hereunder for ready reference.

S. No. Item
1 Speed Selection Optimization.
(i) Go through the previous datas available on board to check the optimization measures.
(ii) Use previously identified data.
(iii) Account of ships ETA should be taken viz. berth availability /cargo.
(iv) Availability/anticipated delays etc when thinking of speed optimization.
(v) Vessel should proceed at slow speed to the capped consumption of bunkers, unless advised
by the office.
2 Optimized Route Planning.
(i) This should be monitored by the Master in consultation with the Operations Deptt
(ii) Use of currents and weather routing should be looked into.
3 Optimizing Heading Control /auto Pilot function.
(i) Auto pilot manual should be consulted so that it is set at such settings to avoid yaw etc.
(ii) Old records should be checked for the same.
(iii) Watch keepers should keep good eye on the auto pilot and also on weather so that it could
be adjusted depending on the situation.
(iv) If very rough seas, master should go for hand steering.
4 Trim Optimizing.
(i) Old sailing conditions should be checked for trim and voyage data analyzed.
(ii) Trim is a big factor to get good speed at sea, same should be analyzed and optimum trim
parameters selected.
(iii) Trim should be used in such a way so that it creates least resistance in water.
(iv) Trim also gets affected by change in density of water so that factor should also be
considered.
5 Water in Hopper.
(i) Water in hopper should be taken just sufficient to comply with the regulations.
(ii) Water in hopper should be adjusted wherever possible. Good planning is required.
(iii) Water in hopper exchange should be reviewed for energy efficiency.
6 Optimization of load on generators.
(i) Use one generator safety permitting.
(ii) To reduce load on generators in port and at sea, safety permitting, non essential machinery
should be stopped.
(iii) Any leaks on the air system should be rectified at the earliest, this will help the
compressors to cut in /out much less thus saving the power.
(iv) Hydraulic leaks also should be rectified.
(v) AC temperatures should be controlled.

(vi) Any machinery which is not required should be off in consultation with the deck department.
(vii) Deck department should maintain good co-ordination with engine department for the
requirements of the dredge pumps, ballast pump, crane power, mooring winches etc.
(viii) Engine room blowers should be used in such a way so that some power is saved, if quite cold
outside then one blower can be shut off. (specially at anchorage).
(ix) Hot Plates in galley consume lot of power if not in use then they should be put off. Any other
electrical equipment which consumes more power should identified and switched off after
usage.
(x) Ballast should be taken in or out maximum by gravity.
(xi) Chief Engineer should use his discretion for running of the Main Engine plants if it has to be
stopped etc. at some anchorages and in terminals.
(xii) Port holes/blinds should be in place so as not to allow too much sunlight this will help to keep
the accommodation temps lower which will help the AC plant to consume less power.
(xiii) Any fans in the common spaces should be used very Judiciously, if not required they should
be off (Bosun stores / pumproom and other spaces).
(xiv) Lights which are not required should be out off.
Boiler (where provided) and steam load optimization.
(i) Boilers exhaust sides should be kept clean.
(ii) Hot water calorifier to be regulated.
(iii) Lagging should not be damaged.
(iv) Good co-ordination between engine and deck should be maintained so that the boilers (where
provided) are used to optimum.
7 Exhaust gas Economizer Efficiency (where provided).
(i) Water washing to be carried.
(ii) Soot blowing to be done regularly.
(iii) Exhaust gas temp diff and pressure drop and decide the cleaning cycle.
8 Mooring and Winches.
(i) Power should be off when not in use.
(ii) Hydraulic power packs should be off when not in use.
(iii) No leakages in the system.
(iv) Winches should be greased and maintained well.
9 Port / Anchorage Operations.
(i) Pumproom blowers should be stopped after the job is completed.
(ii) Make sure that pumps are put to use as soon as they are started. (fire pump/ballast
pumps/COPs).
(iii) Lube oil pumps/camshaft pumps etc. should be stopped after some time after stopping of
engine.
(iv) Make sure that while draining water from the oil tanks only water is drained out and no oil.
10 Lighting on board.
(i) Lights should be off if not required (only if safety permitting).
(ii) Lights to be off between 2200 to 0600hrs if not required in various spaces.
(iii) All cabin lights to be off when not in use. Specially the toilets.
(iv) Crew to be trained to save power.
(v) Use of Halogen and Sodium vapour lamps to be off when not in use in engine room.
(vi) Light shades and covers to be clean so that more light is received. (if 2 lights are being used
then one can be put off).


11 Working in Galley.
(i) Hot plates which consume lot of power should be put off when not in use.
(ii) Full area of the hot plate is to be used, 2 utensils can be put on the plate instead of one.
(iii) All ships staff should try to eat on the meal timings so that the plate is not kept on in warm up mode.
(iv) Food quantity should be just sufficient - no extra to be prepared.
(v) Use of pressure cookers should be encouraged.
12 Ships laundry Equipment.
(i) Laundry machines should be used on full load rather without any load (Eg. just
2 clothes) Encourage crew to wash laundry on weekly basis so that the clothes are sufficient to have the
required load on the machine.
(ii) Semi automatic machine is better than full automatic as the user can control the cycles of washing.
(iii) Do not over wash clothes.
(iv) Do not over spin or rinse.
(v) Soap / detergent should be just in correct quantity rather than adding more and then consuming more water
and power to get rid of the extra soap.
(vi) Semi automatic machines water can be controlled so make sure that the water is in the required quantity
never in excess.
13 Hull and propeller condition.
(i) Inspect the hull when the vessel is in ballast condition to check for the fouling which will effect the ships
speed.
(ii) Check the condition of the blades when in light condition (any damage etc).
(iii) Monitor the propeller slip.
14 Handling of Oil residue (sludge)
(i) Sludge to be transferred to the slop tanks if allowed as per the IOPP certificate, this will help to burn less
MDO in the incinerator (where provided)
(ii) Maximum water to be drained from the sludge holding tanks.
15 Training.
(i) Ships crew should meet and discuss how various machinery on board can be used efficiently and where ever
required energy saved.
16 Ship specific suggestions.
(i) Main and aux engine lubrication control.
(ii) No leakages in any systems.( M.E and A.E)
(iii) Good monitoring of LO consumptions.
(iv) Purifiers to work efficiently, Proper selection of gravity discs and temperatures to be carried out. Any oil
which goes via the incinerator to sludge tank will be lost.