Topic 1: Regulatory Framework

COURSE MANUAL NORWEGIAN TRAINING CENTER - MANILA
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Section/Title Topic 1: Regulatory Framework

Revision No. 03 Effectivity Date 16 July 2007 Page No. 1 of 19
TOPIC 1

Regulatory Framework
Content: Page
1.1 International Environmental Regulations for Shipping ......................................02

1.2 Summary of MARPOL 73/78.............................................................................03
1.3 Regulations for the discharge of oil and oily mixtures .......................................05
1.4 MARPOL Annex I, Chapter I Regulations.........................................................06
1.5 Basic Elements of Marine Oil Pollution Law .....................................................10
1.6 Limits of Owner/Operator Liability....................................................................10
1.7 The US Spill Prevention Act and other related regulations................................10
1.8 Criminal Environmental Prosecutions in the Maritime Industry........................13
1.9 Bilge Water Monitoring Systems Onboard Ships...............................................15
1.10 Type approval requirements for OWS adopted by IMO ....................................17
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TOPIC 1
Regulatory Framework
1.1 International Environmental Regulations for Shipping
International Maritime Organization

It is in this organization that nations form the common body of law that serves to
guide international maritime transport. Through its international Conventions, the
IMO sets the regulatory framework for reducing the incidence of pollution from
ships. This framework has evolved over time, as has awareness of the maritime
sectors environmental impact.
Currently the bulk of international regulations pertaining to pollution prevention

for ships are contained in the International Convention for the Prevention of
Pollution from Ships of 1973 as amended in 1978 and thereafter (MARPOL
73/78). This Convention seeks to reduce pollution from ships by specifying both
structural requirements and performance standards for various ship subsystems
that represent a potential source of pollution.
Flag States and Class Societies

The Flag States has the principal responsibility for complying with the IMO's
regulatory framework. These states traditionally exercise direct control over
national fleets and their crews that tended to be nationals of those states. Flag
States normally carry out their regulatory responsibilities through Class Societies.
Class Societies play an important role in ensuring the safety, seaworthiness and
quality of these national registries. Especially with an increasing number of
responsibilities being delegated to them by flag states, who have neither the
expertise nor the financial standing to ensure that vessels flying their flags are in
compliance with international conventions. The continued existence of
classification societies is very essential for the promotion of safety of life and
property at sea, as well as to conserve our sensitive environment and marine
resources.
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Port States
Given the complexities inherent in an international framework for registry and
class certification, Port States have increasingly exercised their right to inspect
incoming vessels. Port state inspections have become the principal rampart
against substandard shipping, at least to the extent that countries are able to, and
choose to, exercise this prerogative. Many countries have organized their Port
State Control Agencies into international groupings (Memoranda of
Understanding MOU) that exchange information among participants. The
principal MOU's covers Europe, the Asia-pacific region and North America. Not
all ships are inspected, but, with the development of targeted boarding matrices,
Port State Control inspections have a fairly reasonable chance of catching the
most offensive/flagrant substandard ships.
1.2 Summary of MARPOL 73/78
The MARPOL Convention is the main international convention covering

prevention of pollution of the marine environment by ships from operational or
accidental causes. It is a combination of two treaties adopted in 1973 and 1978
respectively and updated by amendments through the years.
The International Convention for the Prevention of Pollution from Ships

(MARPOL) was adopted on 2 November 1973 at IMO and covered pollution by
oil, chemicals, harmful substances in packaged form, sewage and garbage. The
Protocol of 1978 relating to the 1973 International Convention for the Prevention
of Pollution from Ships (1978 MARPOL Protocol) was adopted at a Conference
on Tanker Safety and Pollution Prevention in February 1978 held in response to a
spate of tanker accidents in 1976-1977 (Measures relating to tanker design and
operation were also incorporated into a Protocol of 1978 relating to the 1974
Convention on the Safety of Life at Sea, 1974).
As the 1973 MARPOL Convention had not yet entered into force, the 1978
MARPOL Protocol absorbed the parent Convention. The combined instrument is
referred to as the International Convention for the Prevention of Marine Pollution
from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL
73/78), and it entered into force on 2 October 1983 (Annexes I and II).
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MARPOL 73/78 Annexes

The Convention includes regulations aimed at preventing and minimizing
pollution from ships - both accidental pollution and that from routine operations -
and currently includes six technical Annexes:
Annex I : Regulations for the Prevention of Pollution by Oil

Annex II : Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk
Annex III : Prevention of Pollution by Harmful Substances Carried by Sea in
Packaged Form
Annex IV : Prevention of Pollution by Sewage from Ships
Annex V : Prevention of Pollution by Garbage from Ships
Annex VI : Prevention of Air Pollution from Ships
States Parties must accept Annexes I and II, but the other Annexes are voluntary.
Status of MARPOL 73/78 Annexes

From IMO: SUMMARY OF CONVENTIONS as at 30 November 2006
No. of
Entry into % world
Instrument Contracting
force date tonnage*
States
MARPOL 73/78 (Annex I/II) 02-Oct-83 138 97.84
MARPOL 73/78 (Annex III) 01-Jul-92 123 94.05
MARPOL 73/78 (Annex IV) 27-Sep-03 113 75.27
MARPOL 73/78 (Annex V) 31-Dec-88 128 96.13
MARPOL Protocol 1997 (Annex VI) 19-May-05 37 72.26
* Source: Lloyd's Register of Shipping/World Fleet Statistics as at 31 December 2005
States Parties must accept Annexes I and II, but the other Annexes are voluntary.
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MARPOL Annex 1
The regulations of Annex I - 2006 edition - are divided into seven (7) chapters:
Chapter 1 : General
Chapter 2 : Surveys and Certification
Chapter 3 : Requirements for Machinery spaces of all Ships
Chapter 4 : Requirements for the Cargo Areas of Oil Tankers
Chapter 5 : Prevention of Oil Pollution Arising from an Oil Pollution
Chapter 6 : Reception Facilities
Chapter 7 : Special Requirements for Fixed or Floating Platforms
This course chapter will concentrate on the regulations in chapter 2 and 3 as they
are relevant to bilge water operations.
1.3 Regulations for the Discharge of Oil and Oily Mixtures
Whether or not a discharge

is permissible depends on
the oil content, usually
expressed in ppm (parts per
million) and the location of
the ship at the time of the
discharge. The differences
in the regulations are
determined mainly by the
ecological conditions in the
areas concerned. In the Special Areas, comprising the Baltic Sea area, the
Mediterranean Sea area, the Black Sea area, (and the Red Sea area, and the Gulfs
area when they are so declared by IMO), every form of discharge is prohibited
except for those containing processed bilge water from the machinery spaces
which contain not more than 15 ppm of oil, clean ballast and segregated ballast. In
other areas a higher content of oil is allowed in the effluent from machinery
spaces and discharge of dirty ballast is also allowed provided the total quantity of
oil discharged does not exceed a fixed quantity. In those areas limits of distance
from land are imposed for the discharge of dirty ballast and other effluent having
an oil content in excess of 15 ppm. Anything that may not be discharged
according to the regulations must either be disposed on board (incinerated for
example) or retained until it can be discharged to a reception facility.
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1.4 MARPOL Annex I Regulations
Chapter 2 - Surveys and Certification
Regulation 7 Issue or Endorsement of Certificate

An International Oil Pollution Prevention Certificate shall be issued, after an
initial or renewal survey in accordance with the provisions of regulation 6 of this
annex, to any oil tanker 150 gross tonnage and above and any other ships of 400
gross tonnage and above which are engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to the Convention.
This certificate shows compliance with MARPOL Annex I requirements.

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Regulation 10 Duration and Validity of Certificate

An IOPP Certificate shall be issued for a period specified by the Administration,
which shall not exceed five (5) years.
For extension and other provisions please refer to specifics of this Regulation.
Regulation 11 Port State Control on Operational Requirements

A ship when in a port or an offshore terminal of another Party is subject to
inspection by officers duly authorized by such Party concerning operational
requirements under this Annex, where there are clear grounds for believing that
the master or crew are not familiar with essential shipboard procedures relating to
the prevention of pollution by oil.
Based on the given circumstances the Port State shall take such steps as will
ensure that the ship shall not sail until the situation has been brought to order or
deficiency have been rectified.
Chapter 3 - Requirements for Machinery Spaces of all Ships
Regulation 13 Standard discharge connection

To enable pipes of reception facilities to be connected with the ships discharge
pipeline for residues from machinery bilges and from sludge tanks, the owner of
the ship shall ensure that both lines shall be fitted with a standard discharge
connection (reference to standard dimensions of flanges fro discharge
connections)
Regulation 14 Oil Filtering Equipment (OFE)

Except as specified in paragraph 3* of this regulation, any ship with 400 gross
tonnages and above but less than 10,000 gross tonnages shall be fitted with oil
filtering equipment complying with this regulation (that is, OFE shall be of a
design approved by the Administration and shall be such as will ensure that any
oily mixture discharge into the sea after passing through the system has an oil
content not exceeding 15ppm)
Any ships of 10,000 gross tonnages and above shall be provided with oil filtering
equipment complying with the same requirements stated above and with
arrangements for an alarm and for automatically stopping and discharge of oily
mixture when the oil content in the effluent exceeds 15ppm.
* Ships, such as hotel ships, storage vessels, etc., which are stationary except for non-cargo-carrying
relocation voyages need not be provided with oil filtering equipment.
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Regulation 15 Control of Discharge of Oil

This regulation is subject to regulation 4, chapter 1 of this annex and the
following regulatory requirements outlined below, this regulation, any discharge
into the sea of oil or oily mixtures from ships shall be prohibited.
a. Discharge outside special areas

b. Discharge in special areas
c. Requirements for ships of less than 400 gross tonnage in all areas except the
Antarctic area
For the purpose of this Annex, the special areas are:
Adoption, entry into force & date of taking effect of Special Areas
Date of Entry
Special Areas Adopted In Effect From
into Force
Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Red Sea 2 Nov 1973 2 Oct 1983
Gulfs area 2 Nov 1973 2 Oct 1983
Gulf of Aden 1 Dec 1987 1 April 1989
Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992
North West
25 Sept 1997 1 Feb 1999 1 Aug 1999
European Waters
Oman area 15 Oct 2004 1 Jan 2007
Southern South
13 Oct 2006 1 March 2008
African waters
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Refer to the table below for summary of these requirements.
Discharge of Oil from Machinery Spaces

(Oil Tankers all sizes and other ships of more than 400 GRT)
Ships Location Discharge Criteria
Within Annex I Special Areas The discharge of oil collecting in machinery spaces is only permitted when the
following conditions are met:
1. The ship must be proceeding en route, and
2. The oil content of the effluent without dilution does not exceed 15 ppm, and
3. The ship has in operation oil filtering equipment with a 15 ppm !l10nitor and
automatic stopping device, and
4. bilge water is not mixed with oil cargo residue or cargo pump room bilges
(on oil tankers)
Outside Annex I Special Areas The discharge of oil collecting in machinery spaces is only permitted when the
following conditions are met:
2. The oil content of the effluent does not exceed 15 ppm, and
3. The ship has in operation oily-water separating Of filtering equipment with
a 15 ppm, and
4. bilge water is not mixed with oil cargo residue or cargo pump room bilges
(on oil' tankers)
Ships below 400 GRT (other than oil tankers)
Ships Location Discharge Criteria
Within Annex I Special Areas The discharge of oil collecting in machinery spaces is only permitted when the
oil content of the effluent without dilution does not exceed 15 ppm.
Outside Annex I Special Areas The discharge of oil collecting in machinery spaces is only permitted when the
Flag State considers that the following conditions are satisfied as far as practical
and reasonable:
2. The oil content of the effluent is less than 15 ppm, and
3. The ship has in operation MARPOL-compliant equipment suitable for
ensuring the above.
Regulation 17 Oil Record Book, Part 1: Machinery Space Operations

All ships shall be provided with an Oil Record Book Part (ORB) Part I.
ORB should be properly, accurately and completely filled up on a day to day

basis.
ORB shall be kept in such a place as to be readily available for inspection at all
reasonable times. Retention period is 3 years after the last entry has been made
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1.5 Basic Elements of Marine Oil Pollution Law
Some coastal States in the US consider that it is not their best interest to
participate in an international oil pollution liability and compensation regime.
Vessels engaged in Canadian trade need to have their Shipboard Oil Pollution
Emergency Plan (SOPEP) adapted to meet the Canadian Shipping Act.
In other country carrying an approved SOPEP one will be in compliance with said
law.
1.6 Limits of Owner/Operator Liability
The Brussels Convention relating to the

Limitation of the Liability of Owners, of
Seagoing Ships, 1957, enabled owners to limit
the liability for damage to property to $80 per
tonnage.
The Tanker Owners Voluntary Agreement

Concerning Liability for Oil pollution
(TOVALOP), came into force in 1969, It
accepted strict liability up to $160 per tonnage
with an upper limit of $16.8 Million per
incident.
The Oil industry contributed to a fund under the Contract Regarding an Interim
Settlement to Tanker Liability for Oil Pollution (CRISTAL) will cover $36
million per incident.
1.7 The US Spill Prevention Act and Related Regulations (US 33 CFR)
1989 Exxon Valdez incident was instrumental in inspiring the passage of the Oil
Pollution Act of 1990. The OPA Increased significantly the liability of the
responsible party of an oil spill in U.S. waters and the Exclusive Economic Zone,
including liability for all environmental damage
For nations that have accepted, ratified IMO CLC convention the owner may limit
his liability to a certain amount per gross tonnage. This liability for oil pollution
will be well within the Protection and Indemnity (P&I) Insurance with a standard
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coverage of $500 million. For tankers an additional cover of $200 million is

normal.
Under OPA 90 the internationally accepted limitations have been set aside leaving
the responsible party for a vessel from which the oil is discharged to be exposed
to unlimited liability that will only have an insurance coverage of $500 + $200
million.
Limitations and Problems with the OPA

Broad damage and liability provisions have been very controversial
Several international shipping companies have removed tankers from
US waters including A.P. Moiler, Petrofina, Teekay Shipping, and
Maersk.
Important Results of OPA

great reduction in the number of illegal discharges of oil in the US
waters
changes in operational procedures, safety provisions and inspection
routines implemented by the oil trades.
The Act to Prevent Pollution from Ships (APPS)

Under this act is class D Felony to knowingly violate the provisions of MARPOL.
A class D felony is punishable by up to 10 years imprisonment and a fine up to
$250,000 for an individual and $ 500,000 for a corporation for each violation
The Clean Water Act

This act prohibits the discharge of any pollutant by any person into navigable
water of the United States. A knowing violation of the act is felony. A
negligent violation is a misdemeanor. Failure to report is punishable by
imprisonment up to 5 years. The act also includes a responsible corporate
officer
The Rivers and Harbors Act

Under this act any discharge of refuse of any kind from a vessel into navigable
waters of United States is prohibited. A violation of the Act is misdemeanor. It is
a strict liability offense which does not require proof of either intent of
negligence. A person can be convicted of a misdemeanor violation under the act
based solely upon proof that the person places a banned substance into navigable
waters of United States
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The False Statement Act

This act states that providing a false statement to the US Government is illegal.
To sustain a conviction for a violation of the act the government must show
- that a statement or concealment was made
- the information was false
- the information was material
- the statement of concealment was made knowingly and willfully
- the statement or concealment falls within executive, legislative or judicial
branch jurisdiction
Responsible Corporate Officer Doctrine

A person may be criminally liable for the acts of another person in an
organization and is criminally liable when that person has knowledge of a
criminal violation committed by a subordinate, has the authority to stop or prevent
the violation, and fails to stop or prevent the violation.
Witness Tampering
Is when a person or company knowingly uses intimidation or physical force to
influence testimony, causes or induces a witness to withhold testimony, or alters,
destroys, conceals, and/or evades the legal process in connection with an ongoing
investigation of pollution and/or illegal discharge incidents then, he/she is
criminally liable.
Failure to Report a Discharge of Oil or Hazardous Substances Under the

Clean Water Act
Is when a person in charge of a vessel or facility from which oil or a hazardous
substance is discharged, in a quantity that may be harmful, fails to immediately
notify the federal government as soon as he has knowledge of the discharge then,
he/she, too, is criminally liable.
Willful Blindness
A person also may be criminally liable under the doctrine of willful blindness. If a
person is aware that there is a high probability that criminal activity is occurring,
but that person deliberately avoids learning the truth about the activity, then that
person may be considered to have acted knowingly for purposes of criminal
liability under the willful blindness doctrine.
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US Spill Liability Trust Fund

When the responsible party is unknown or refuses to pay, funds from the Oil Spill
Liability Trust Fund can be used to cover removal costs or damages resulting
from discharges of oil.
The primary source of revenue for the Fund is a five-cents-per-barrel fee on

imported and domestic oil.
1.8 Criminal Environmental Prosecutions in the Maritime Industry
During the 1990s, the United States use of criminal penalties to enforce
environmental laws, particularly as related to the maritime industry, was viewed
by the rest of the world as heavy handed and unnecessary. Today, however, like
the US, many countries are using criminal enforcement as an important tool in
their effort to protect the environment and achieve compliance through
deterrence. The historical inclination of regulatory authorities to emphasize
compliance over punishment is changing and punishment is increasingly taking a
greater role in environmental enforcement.
This is exemplified by the recently

adopted European Commission (EC)
ship pollution directive, focused on
criminal enforcement, whereas
previous European Union (EU)
environmental directives have focused
on policy-making aspects of
environmental laws and programs
while ignoring issues of
implementation and enforcement. On 5
March 2003, the EC adopted a ship-source pollution directive which, if adopted
by the European Parliament and Council, will lead to the imposition of criminal
sanctions for those responsible for ship pollution. According to an EC vice-
president, the existing civil liability regimes for pollution by ships [do] not
provide sufficient financial disincentives for shipowners and others involved in
the transport of dangerous cargoes by sea to behave in the most responsible way.
Article 6 of the proposed directive states that intentional or grossly negligent

pollution by vessels should be regarded as criminal offences. Sanctions will be
applicable to any person including the master, the owner, the operator and the
charterer of a ship and to the classification society who has been found to have
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caused or contributed to illegal pollution, intentionally or by means of gross

negligence. The penalties include fines and imprisonment.
The proposal is an effort by the EC to stop the discharge of waste, including cargo
residue, from ships in EU and international waters. Specifically, the directive
provides detailed rules for the discharge of polluting substances, including oil and
chemicals, and makes any violation of those rules illegal in EU waters. In
addition, the proposed directive prohibits pollution on the high seas, irrespective
of the flag of the ship.
This directive has drawn much criticism from the shipping industry. In response
to the directive, INTERTANKO, the International Chamber of Shipping, the
European Community Shipowners Association and the Oil Companies
International reacted on the above-mentioned directive.
Marine Forum have submitted a joint position paper to the European Parliament
highlighting potential problems with the proposal, including concern that some of
the criminal sanctions outlined in the directive would undercut internationally
agreed standards and be in direct conflict with the International Convention for
the Prevention of Pollution from Ships (MARPOL) and the United Nations
Convention on the Law of the Sea. This newfound aggressiveness of the EU rivals
that of the US, which has been criminally prosecuting environmental cases against
the maritime industry since the mid-1990s and continues to do so, more
aggressively than ever, through the United States Department of Justices (DOJ)
Vessel Initiative. The DOJ continues to focus on the maritime industry.
Government officials warn that the Vessel Initiative will continue until the
number of referrals dwindles to zero and has recently stated that the pollution
problem is so rampant and so pervasive within the maritime community that it
has ramped up enforcement and is prosecuting cases up and down all US coasts.
Source: BIMCO Review 2004
Pollution doesnt mean much to us unless or until it hits us from a legal or a

personal perspective, or both.
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1.9 Bilge Water Monitoring Systems Onboard Ships
Low Capacity is mainly used for bilging of engine room spaces onboard all ships
above 400 GRT operating in a range of 15ppm. This is the system that is most
common known by port state inspectors. It consists of a bilge water separator with
a bilge alarm unit.
High Capacity is used onboard oil tankers above 150 GRT and above operating
in a variable range of ppm for bilging of pump room spaces, slop tanks and clean
ballast tanks.
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Examples of a suitable arrangement of a machinery space bilge-water handling system

in an existing ship based on IMO regulation
15 ppm Oil Content Detector
Overboard
O
Bilge Transfer Pump W
S
Type Approved
MEPC.60 (33)
Bilge Holding Tank Separated Oil Tank
Return line
15 ppm Oil Content Detector
Automatic Data Logger

Overboard
O
Bilge Transfer Pump W
S
Type Approved
MEPC.60 (33)
Bilge Holding Tank Separated Oil Tank
Return line
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1.10 Type approval requirements for OWS adopted by IMO
1. The first type approval was based on IMO resolution A.393(X)

Recommendation on international performance and test specifications for
oil-water separating equipment and oil content meters For equipment
installed onboard on or after 14th November 1978.
Required oil content in the effluent discharge: 100 ppm
2. The second update of the requirement took place by IMO resolution

MEPC.60(33) Guidelines and Specifications for pollution prevention
equipment for machinery space bilges of ships. For equipment installed
onboard on or after April 30, 1994.
Required oil content in the effluent discharge: 15 ppm
3. The latest update of the requirements for type approval of bilge separators and
bilge alarm is laid down in MEPC Resolution 107(49) Revised guidelines
and specifications for pollution prevention equipment for machinery spaces.
Adopted on July 18, 2003 and is valid for equipment installed on or after
January 1, 2005.
Required oil content in the effluent discharge: 15 ppm (but can handle
emulsion)
Typical vessel type approved OWS Marinefloc OWS System

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Difference between MEPC.60 (33) and MEPC.107 (49) are:
1. Automatic data logging device

2. Performance compliance involving emulsified oil
New Requirements from 1st January 2005
Operational Requirements for 15 PPM Bilge Separators with 15 PPM Bilge Alarm
based on MEPC. 107(49):
Equipment installed have to be type approved
based on this resolution
Type approval certificate have to be onboard
SOPEP manual have to be onboard
IOPP certificate to be onboard
Calibration certificate for the 15 PPM bilge
alarm
Oil Record Book I
When in operation the following data shall be automatically recorded / available:

date, time
alarm status and operating status
store data for at least eighteen months
able to display or print a protocol for official inspections as required.
To prevent tampering:
9 Every access of the 15ppm Bilge Alarm beyond the essential requirements of
paragraph 4.2.8 requires the breaking of a seal.
9 The 15ppm Bilge Alarm should be so constructed that the alarm is always
activated whenever clean water is used for cleaning or zeroing purposes.
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Operational requirements for ODME separator with Bilge Alarm and Control
Equipment based on MEPC. 108(49)
Equipment installed have to be type

approved based on this resolution
Type approval certificate
Operation and maintenance manual
SOPEP manual
IOPP Certificate
Calibration certificate for the bilge alarm
Oil Record Book II
When in operation the following data shall be automatically recorded

Instantaneous rate of discharge of oil (liters per nautical mile)
Instantaneous oil content (PPM)
The total quantity of oil discharged
Time and date (GMT)
Ships speed in knots
Ships position- Latitude and Longitude
Effluent flow rate
Status of the overboard discharge control or arrangement
Oil type selector setting, where applicable
Alarm condition
Failure (i.e. manual override, flushing, calibration, etc.)
The Bilge Water Monitoring Equipment (OCM) and Oil Discharge Monitoring
Equipment (ODME) must never be mixed up. ODME is only for use with slop and
ballast water.
***

Topic 1: Regulatory Framework

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COURSE MANUAL NORWEGIAN TRAINING CENTER - MANILA

Section/Title Topic 1: Regulatory Framework

1.1 International Environmental Regulations for Shipping ......................................02

Section/Title Topic 1: Regulatory Framework

International Maritime Organization

Currently the bulk of international regulations pertaining to pollution prevention

Flag States and Class Societies

Section/Title Topic 1: Regulatory Framework

1.2 Summary of MARPOL 73/78

The MARPOL Convention is the main international convention covering

The International Convention for the Prevention of Pollution from Ships

Section/Title Topic 1: Regulatory Framework

MARPOL 73/78 Annexes

Annex I : Regulations for the Prevention of Pollution by Oil

Status of MARPOL 73/78 Annexes

* Source: Lloyd's Register of Shipping/World Fleet Statistics as at 31 December 2005

Section/Title Topic 1: Regulatory Framework

1.3 Regulations for the Discharge of Oil and Oily Mixtures

Whether or not a discharge

Section/Title Topic 1: Regulatory Framework

1.4 MARPOL Annex I Regulations

Chapter 2 - Surveys and Certification

Regulation 7 Issue or Endorsement of Certificate

This certificate shows compliance with MARPOL Annex I requirements.

Section/Title Topic 1: Regulatory Framework

Regulation 10 Duration and Validity of Certificate

Regulation 11 Port State Control on Operational Requirements

Chapter 3 - Requirements for Machinery Spaces of all Ships

Regulation 13 Standard discharge connection

Regulation 14 Oil Filtering Equipment (OFE)

Section/Title Topic 1: Regulatory Framework

Regulation 15 Control of Discharge of Oil

a. Discharge outside special areas

For the purpose of this Annex, the special areas are:

Section/Title Topic 1: Regulatory Framework

Refer to the table below for summary of these requirements.

Discharge of Oil from Machinery Spaces

Regulation 17 Oil Record Book, Part 1: Machinery Space Operations

ORB should be properly, accurately and completely filled up on a day to day

Section/Title Topic 1: Regulatory Framework

1.5 Basic Elements of Marine Oil Pollution Law

1.6 Limits of Owner/Operator Liability

The Brussels Convention relating to the

The Tanker Owners Voluntary Agreement

Section/Title Topic 1: Regulatory Framework

coverage of $500 million. For tankers an additional cover of $200 million is

Limitations and Problems with the OPA

Important Results of OPA

The Act to Prevent Pollution from Ships (APPS)

The Clean Water Act

The Rivers and Harbors Act

Section/Title Topic 1: Regulatory Framework

The False Statement Act

Responsible Corporate Officer Doctrine

Failure to Report a Discharge of Oil or Hazardous Substances Under the

Section/Title Topic 1: Regulatory Framework

US Spill Liability Trust Fund

The primary source of revenue for the Fund is a five-cents-per-barrel fee on

1.8 Criminal Environmental Prosecutions in the Maritime Industry

This is exemplified by the recently

Article 6 of the proposed directive states that intentional or grossly negligent

Section/Title Topic 1: Regulatory Framework

caused or contributed to illegal pollution, intentionally or by means of gross