⚙ OVID -- Commun 4/4 (Machinery & Pollution Prevention)

Engineering procedures should include at least the following: engine room organisation and operation; unmanned machinery space (UMS) operation, when applicable; reporting equipment deficiencies; engine room emergency preparedness and actions in the event of an emergency; ensuring that all essential engine room equipment is available and fully operational; planned maintenance; the control of spare parts.

STCW/ISM as applicable.

In compliance with Flag State requirements. The inspector may accept logs in either written or electronic format where flag state permits electronic recording. Hand written logbooks should be entered in ink.

If the machinery space is certified for unmanned operation, it will be likely that the Safe Manning Certificate will allow a reduced number of engineers to be carried. Ensure that the manning level, if operating manned, is not at that reduced level.

Standing orders should be written by the chief engineer to reflect the specific operator's requirements, as well as his own, particular to the vessel, the trade and the experience of the engineering officers aboard at the time. The orders should be updated and signed by each chief engineer as they join the vessel.

Is the engine room entrance marked with sign restricting access or is there a system for physical control?

Check that procedure are in place to inform the bridge before carrying out final evening checks during unattended periods. There should be procedure in place to secure Engine Compartment and Machinery spaces when unattended without compromising safety. On vessels/units where a single engineer maintains a watch, there should be procedures as detailed above to regularly and frequently maintain contact with the bridge or cargo control room, unless a dead man alarm system is fitted.

Written procedures should be readily available within the Engine Compartment and should be specific to the particular vessel/unit in order to identify relevant controls.

Report which groups of oils (fuel oil excluded) are subject to testing programme and frequency of testing i.e Main engine lube oils, hydraulic oils, thermal oils.

This may be covered by onboard testing or laboratory tests. The SMS should give guidance towards testing of fuel oil.

All bunkering operations should be carefully planned and executed. Records should include receipts for all fuels received. Samples should be drawn. Personnel involved in the bunkering operation onboard should have no other tasks and should remain at their workstations during topping off. This is particularly important when bunkers are being loaded concurrent with cargo operations, so that conflicts of interest for operational personnel are avoided. Planning of bunkering operations should include the following: determining that there is space for the volume of bunkers to be loaded; the maximum filling volume; controls for the setting of bunker system valves; determining loading rates for the start of loading, bulk loading and topping off; arrangements of bunker tank ventilation; internal tank overflow arrangements; verification of gauging system operation and accuracy; alarm settings on overfill alarm units; communication with the supplier to establish when bunkering can be undertaken; method of determining the temperature of the bunkers during loading; communications procedure for the operation, including emergency stop; changing over tanks during loading; containment arrangements and clean-up equipment to be available; manning requirement to execute the operation safely; visual monitoring of gauges, hoses, fittings and the sea surface during the transfer; hose checks prior to commencement of transfer; verification of stability condition after bunkering operations. An MSDS should be received and reviewed for each bunker consignment. It is preferable that a diagram of the fuel oil transfer piping be attached to the plan.

For LNG fuelled vessels check that: the required operations and maintenance manual is on board; personnel have necessary skills for gas bunkering operations; a plan exists for system maintenance and testing; the monitoring system is functioning; high and low pressure alarms are functioning; gas detection systems have been function tested and records maintained; emergency drills related to bunkering and LNG storage have been undertaken; a spill tray is in position in way of bunker manifold to contain any liquid spill.

The personnel alarm should automatically give an alarm on the navigating bridge or in the officers' quarters as appropriate, if it is not reset from the machinery spaces in a period satisfactory to the Administration but not exceeding 30 minutes. (IMO International Codes on Alarms and Indicators, 1995. 7.1.1)

Notes: Although there is no specific requirement for any particular computer or paper-based planned maintenance system (PMS) to be provided, the Company should establish procedures to ensure that the vessel/unit is maintained in conformity with the provisions of the relevant Regulations and with any additional requirements which may be established by the Company and specified in the ISM Code Section 10.1. Inspectors must ascertain that a PMS is in place and that it is accurate, up to date, effective and maintained in accordance with the requirements of the ISM Code and the Operator's procedures. Responsible personnel should be able to demonstrate familiarity with the system. The planned maintenance programme should include: details of maintenance schedules whether carried out according to running hours or calendar period, or if condition. monitoring is used as a substitute; details, referenced to equipment manufacturer’s instructions or experience, of what maintenance is required; historical data on maintenance and repair work which has been carried out; spare parts inventory; any proposed major repairs or overhauls should have a completion schedule, with spare parts verified as being on. board or on order.

SMS should provide guidance around the classification of critical equipment and these items should be listed in the planned maintenance system. Critical equipment as defined by ISM code.

The spare parts inventory should indicate minimum stock holdings and actual stock holdings. The Inspector should verify that stock takes are periodically performed. Are there spare parts for equipment specific to charter/contract obligations identified and carried onboard. Are there considerations given to the stowage of electronic componentry onboard with specific regard to vibration, humidity, heat etc.

Escape hatches should not have the means for external locking that cannot be released internally. Check that emergency escapes from the E/R are clean, dry, well maintained, unobstructed, well lit and clearly marked.

Also ensure all lights in the engine compartment and machinery spaces are covered.

Offshore Support Vessels should have engine exhaust outlets located as high as is practicable above the deck and are to be fitted with Spark Arresters (or other means like silencer or wet exhaust) to avoid sparks from funnel. Procedures should be in place for regular checking and cleaning of spark arresters, if fitted, from accumulated soot. Where the vessel is not fitted with spark arrestors or other means to avoid sparks, is this clearly known, stated and managed through procedural process and operational limitations. Check if all engines mounted onboard, including on deck, and may be running alongside an offshore installation, are equipped with spark arrestors or other means like silencer or wet exhaust. Where the vessel is not fitted with spark arrestors is this clearly known, stated and managed though procedural process and operational limitations.

Notes: Emergency equipment will include, where fitted, the, emergency air compressor, emergency generator, emergency generator switchboard, emergency steering, quick closing valves, emergency stops, engineers alarms and bilge ejectors. Testing of the emergency generator should be carried out under load, but to do this may require the vessel to be blacked out. This testing is not to be conducted during the inspection. Inspectors must establish that the operator has a requirement for this test and determine from records that it is carried out at least annually. Where fitted, the emergency air compressor should be regularly tested to the starting pressure of the diesel generator. The emergency air reservoir should be permanently maintained at the required pressure. Check individual training records to verify that training is carried out for the above emergency equipment.

Note: Emergency stops include ventilation fans, fuel pumps and the quick closing valves for fuel and lubricating oil tanks. (Not to include drilling related equipment)

External high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. A jacketed pipe incorporates an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly. The jacketed piping system shall include a means for collection of leakage and arrangements shall be provided for an alarm in the event of a fuel line failure. (SOLAS II2/4.2.2.5.2) Surfaces with temperatures above 220°C which may be impinged as a result of a leak from an oil system failure shall be properly insulated. (SOLAS II-2/4.2.2.6.1) Precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces. (SOLAS II-2/4.2.2.6.2) Lagging and insulation should be in good condition and free from oil.

Note: A significant number of major incidents occur as a result of engine room fires. It is of particular importance that purifier rooms and oil handling areas are maintained in a clean condition.

Internal combustion engines of 2,250 KW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors, or engine bearing temperature monitors, or equivalent devices. (SOLAS II-1/47.2) Note: Testing of the detector alarm can be carried out either electronically or by removing a cover and blocking the sensor path.

Note: In vessels/units fitted with hydraulic pressure packs, pressure in the transmission pipes can be very high. If the aggregate pumps are located within the engine compartment it is advisable that an oil mist detector be fitted. Where the aggregate pumps are located within a dedicated, fully segregated compartment within the main engine compartment, the question should be answered N/A.

If the main switchboard is not located in the engine control room or other protected location, record in Other comments, the measures that have been taken to protect it from water spray. Note: Risk due to water spray in the event of failure of sea water pipes, including fire mains and hydrants, should be assessed.

Where necessary non-conducting mats or gratings shall be provided at the front and rear of the switchboard. (SOLAS II- 1/45. 2) Non-conducting deck coverings, such as non-conducting mats or gratings, suitable for the specific switchboard voltage should be installed for personnel protection at the front and rear of the switchboard and should extend the entire length of and be of sufficient width to suit, the operating space. (USCG 46 CFR 111.30-11) Notes: The USCG requirements apply to switchboards exceeding 250 volts. Some decks are made from insulating composite material and will not need extra insulation.

Grinders, air compressor belt drives, vent fans, lathe, drill press etc.

Note: Machinery on deck, Workshops, compressor rooms, chemical stores, spare gear stores, electricians store/workshop should be checked. Safety notices and signs appropriate to the specific compartments should be posted.

Inspector should check overall tripping hazard management in the machinery spaces including if any loose gratings / plates.

Note: Oily areas indicate a lack of maintenance and cleanliness. However, a small amount of oil in savealls should not be considered unsatisfactory.

Note: Inspectors should consider requesting that this critical alarm be tested in their presence. It should be borne in mind that most bilge alarms are fitted with time delays.

Look for divers inspection records of sea chest strainers as well as PMS records of strainers being changed/inspected. Check over boards and sea chest for back flushing lines and any records of back flushing sea chests. Is there an 'exercise' program for the sea valves and how is the seal integrity assured? The condition of sea chests, sea water lines, storm valves and hull penetrations should be carefully checked to ensure that they are in good condition. Evidence of hard rust or deterioration should be recorded as an Observation.

Items of machinery may include: the main engine(s); auxiliary engines and generators; waste heat units; compressors, including main, instrument and emergency air compressors; purifiers and fuel oil handling equipment; sewage plant; bilge pumping arrangements and oily water separators; pipework, including steam, fuel, lubricating oil, seawater, sewage, drain and air pipes, etc; refrigeration and air conditioning machinery; hydraulic aggregate pumps; ventilation fans and trunking; stern tube and thruster sealing arrangements; burner, tubes, uptakes, exhaust manifolds and spark arrestors.

Procedures should be readily available for this method of operation and tested as per Operators SMS.

Reference: Norwegian Maritime Authority RSV 4 - 2022 CASE NUMBER: 2021/166378

Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective. (SOLAS II-1/44.2) Notes: These instructions are not for the use of the qualified engineering personnel, but for others who might be required to start the generator in an emergency. Where the emergency generator cannot be effectively started manually and the starting source relies on a single starter motor, then an alternative means of applying the “charge”, such as a duplicate starting system or spare starter motor, should be available.

The generator should be capable of providing full load requirements for at least 18 hours. (SOLAS II-1/43.2) Notes: This may not necessarily mean a full tank. A minimum quantity to provide sufficient fuel for this requirement should have been established. If necessary, the emergency generator fuel tank should be charged with fuel designed for use in sub-zero temperatures. Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily service tank situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. (SOLAS 74 II-2/15.2.5) Oil fuel pipes, which if damaged would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 litres and above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such the tanks are situated. (SOLAS 2004 II-2/4.2.2.3.4) The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces. (SOLAS 2004 II-2/4.2.2.3.4)

The emergency batteries must supply the designed power load for up to 18 hours. Check battery test/inspection records.

Class rules require a minimum insulation resistance of 1 megaohm (1 million ohms).

Refer to 11.4.21 for recording housekeeping observations.

All ship’s officers concerned with the operation and/or the maintenance of steering gear shall be familiar with the operation of the steering systems and with the procedures for changing from one system to another. (SOLAS V/26.3.2) Note: The opportunity should be taken if possible to request that an officer demonstrates the operation of the emergency steering arrangement. Inspector to consider type and method of steering when answering this question. For azimuth drive vessels, clear and concise operating instructions should be provided for the effective and controlled operation of azimuths regarding heading.

For conventional steering gear: A fixed storage tank shall be provided having sufficient capacity to recharge at least one power actuating system including the reservoir. (SOLAS II-1/29.12.3) Note: This may not necessarily mean a full tank. A minimum level to comply with these requirements should have been established.

Ships with emergency steering positions shall at least be provided with a telephone or other means of communication for relaying heading information to such positions. (SOLAS 1974 V/12(f) and SOLAS 2004 V/19.2.1.9) In addition, ships of 500 GT and upwards constructed after 1st February 1992 shall be provided with arrangements for supplying visual compass readings to the emergency steering position. (SOLAS 74 V/12(f) and SOLAS 2004 V/19.2.5.2)

Check that the arrangements take into account noise levels within the space.

Thrusters include azimuth thrusters and water jets.

The steering gear compartment shall be provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.

The IOPP Form A (2.2) indicates whether a vessel is fitted with a 15 ppm oily water separator and 15 ppm oil content meter fitted with an alarm and automatic stopping device. Discharge of bilges or transfer from a bilge holding tank to overboard through this equipment should be recorded in section D of the ORB. Section E should be used ONLY in cases where automatic starting systems that are activated by float switches in bilge wells or bilge holding tanks. ORB entries should be signed (not initialled) and each completed page should be signed by the Master. If the oily water separator is not fitted with an operational automatic stopping device, do entries in the Oil Record Book Part 1 indicate that it has not been used in a Special Area? The Record Books may form part of an existing logbook or electronic record book. Where the vessel is using an electronic record book for recording the entries required in the Record Books, instructions for the use of the electronic record book should be provided, including automatic backing up of data to offline storage and an appropriate method of data recovery if the system were to fail or not be available from the ship’s network. The use of the electronic record book should be authorised by a Declaration from flag/class.

The vessel operator should have developed procedures for maintaining the Ozone-depleting Substances Record Book, either in paper or electronic format, in accordance with MARPOL Annex VI and any Flag Administration guidance. The procedures should include: The operations and emissions required to be entered in the Ozone-depleting Substances Record Book, i.e.:. o recharge, full or partial, of equipment containing ozone-depleting substances. o repair or maintenance of equipment containing ozone-depleting substances. o discharge of ozone-depleting substances to the atmosphere, both deliberate and nondeliberate. o discharge of ozone-depleting substances to land-based reception facilities. o supply of ozone-depleting substances to the ship. Who is required to enter the details of an operation or emission into the Ozone-depleting Substances Record Book; When entries are required to be made in the Ozone-depleting Substances Record Book; When the Master is required to verify the accuracy of the Ozone-depleting Substances Record Book entries and sign. each page. The procedure for correcting entries made in error; The procedure for entering operations or emissions which had been overlooked and not entered in the Ozone-. depleting Substances Record Book in the correct chronological order. Instructions for retention of completed Ozone-depleting Substances Record Books. Where the vessel is using an electronic record book for recording the entries required in the Ozone depleting Substances Record Book, instructions for the use of the electronic record book should be provided, including automatic backing up of data to offline storage and an appropriate method of data recovery if the system were to fail or not be available from the ship’s network. The use of the electronic record book should be authorised by a Declaration from flag/class. The Ozone-depleting Substances Record Book may form part of an existing logbook or electronic record book. A list of equipment on board containing ozone-depleting substances is included in the “Supplement to the International Air Pollution Prevention Certificate (IAPP Certificate), section 2.1.” Check IOPP certificate for details regarding gases onboard.

Controls should include; Systems containing fluorinated refrigerant gases are included in the Planned Maintenance System, including. recording and investigating leaks (relevant to the size of the system). Records available for fluorinated gases held onboard; Records maintained up to date; Relevant crew trained in the management of fluorinated refrigerant gases. In-house training is accepted, although. accredited training is preferable.

Notes: Details of bilge and sludge tanks can be obtained from Form A of the IOPP Certificate, although the recording of bilge tanks (section 3.3) is not a MARPOL requirement and is therefore voluntary. Notwithstanding the foregoing, if an engine room bilge tank is used for the purposes of holding engine room residues, this tank and details of its contents must be recorded in the Oil Record Book Part 1. In Part 1, Section C should be used for the disposal of sludge and other oil residues such as drainage, leakage, exhausted oil etc. and this section should be completed weekly. Section D (Non-Automatic Discharge) should be compiled for the disposal of bilge water as and when it occurs. Masters should obtain from the operator of the reception facilities, which includes barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, residues or oily mixtures transferred, together with the time and date of the transfer. This receipt or certificate, if attached to the Oil Record Book Part I, may aid the Master of the ship in proving that his ship was not involved in an alleged pollution incident. The receipt or certificate should be kept together with the Oil Record Book Part I.

Inspector should observe water around vessel for any signs of leakage.

Check equipment logs and maintenance records. Inspectors shall validate that containment arrangements are routinely checked and drained to an oily water separator. Where temporary equipment is used, is a temporary containment system established and monitored as part of routine work systems? Where the vessel is using an electronic record book for recording the entries required in the Record Books, instructions for the use of the electronic record book should be provided, including automatic backing up of data to offline storage and an appropriate method of data recovery if the system were to fail or not be available from the ship’s network. The use of the electronic record book should be authorised by a Declaration from flag/class.

Inspector to check hose replacement strategy/interval.

Check equipment logs and maintenance records. Inspectors shall validate if the operation and testing of the OWS is included in the PMS and record if it not included in the PMS. Check records of training and familiarisation conducted on board to operate the specific oil filtration equipment. Are cleaning and other chemicals used in areas that drain to the oily water separator control system and engine room bilge oily water separator/filtering system compatible with the separation system (refer original equipment manufacturer or PMS guidance)? Where the vessel is using an electronic record book for recording the entries required in the Record Books, instructions for the use of the electronic record book should be provided, including automatic backing up of data to offline storage and an appropriate method of data recovery if the system were to fail or not be available from the ship’s network. The use of the electronic record book should be authorised by a Declaration from flag/class.

Inspector to verify appropriate controls are in place to monitor and prevent any 'contaminants' from being discharged overboard.

Were the Master and senior officers familiar with the contents and requirements of the Ship Energy Efficiency Management Plan (SEEMP) and had these been fully implemented? Is ship fuel oil consumption data collected on an annual basis and reported as required?

The details of each marine diesel engine installed on board to which MARPOL Annex VI regulation 13 applies can be found in paragraph 2.2.1 of the Record of Construction and Equipment, which is a supplement attached to the vessel’s International Air Pollution Prevention (IAPP) Certificate. The level of NOx emissions for each engine is described by Tier designation. Tier I and Tier II status are usually achieved via engine design. Tier III status is achieved by the use of additional equipment, such as Selective Catalytic Reduction (SCR) or Exhaust Gas Recirculation (EGR) systems. Such equipment is not run continuously and must be operating to achieve Tier III status. Thus, engines may be run at Tier II or Tier III depending upon local requirements. Engines must be operating in Tier III mode in a NOx Emission Control Area that applies to the vessel. MARPOL Annex VI and the NOx Technical Code require Technical Files for each of these diesel engines to be maintained on board.

An SMPEP is not mandated by any legislation and is a best practice among vessels that do not have to comply with the below MARPOL regulation. Every oil tanker of 150 GT and above and every ship other than an oil tanker of 400 GT and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. (MARPOL Annex I/37). The plan shall be written in the working language of the Master and officers and shall at least consist of: (a) the procedure to be followed by the Master or other persons having charge of the ship to report an oil pollution incident; (b) the list of authorities or persons to be contacted in the event of an oil pollution incident; (c) a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; and (d) the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution. (MARPOL Annex I/37.2) Every ship of 150 GT and above certified to carry noxious liquid substances in bulk shall carry on board a shipboard marine pollution emergency plan for noxious liquid substances approved by the Administration. (MARPOL Annex II/17) The plan shall be written in a working language or languages understood by the Master and officers and shall at least consist of: (a) the procedure to be followed by the Master or other persons having charge of the ship to report a noxious liquid substances pollution incident; (b) the list of authorities or persons to be contacted in the event of a noxious liquid substance pollution incident; (c) a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of noxious liquid substances following the incident; and (d) the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution. (MARPOL Annex II/17.2) In the case of ships to which regulation 17 of Annex II of the present Convention also applies, such a plan may be combined with the shipboard marine pollution emergency plan for noxious liquid substances required under regulation 17 of Annex II of the present Convention. In this case, the title of such a plan shall be ``Shipboard marine pollution emergency plan''. (MARPOL Annex I/37.3 and Annex II/17) Note: The plan is subject to re-approval after a change of management.

Drill matrix and drill minutes shall be witnessed for compliance. Corrective actions arising from drills are addressed and closed. Are personnel familiar with the location and use of the oil/chemical spill clean up material and PPE provided, including the specific PPE required for the cargo(es) on board?

If not permanent, comment on temporary arrangements provided.

SOPEP kits should be located near identified spill hazards. Inspector to check there is a process for checking and re- stocking kits.

The International Convention for the Control and Management of Ships' Ballast Water and Sediments to help prevent the spread of harmful aquatic organisms carried by ships' ballast water and will require all ships to implement a ballast water and sediments management plan. Is the Ballast Water Management Plan written in the working language of the ship? AND if the working language of the ship is not English, French or Spanish, is a translation into one of these languages provided? Were the Master, deck officers and engineer officers familiar with the vessel’s Ballast Water Management Plan and were records available to demonstrate that ballast handling had been conducted in accordance with the plan?

If vessel engaged in Cabotage trade only this can be NA. If vessel is trading or moves across international regions then there should be some record available. Check equipment logs and maintenance records. Inspectors shall validate if the operation and testing of the ballast water management treatment system, where fitted, is included in the PMS and record if it not included in the PMS. Ballast water record book is witnessed and details filling and discharge of each tank, according to time, date, location and the treatment applied to the water. Where the vessel is using an electronic record book for recording the entries required in the Record Books, instructions for the use of the electronic record book should be provided, including automatic backing up of data to offline storage and an appropriate method of data recovery if the system were to fail or not be available from the ship’s network. The use of the electronic record book should be authorised by a Declaration from flag/class.

Inspector should check maintenance record for BWTS.

As of Jan 2013 MARPOL has been updated. Every ship of 100 gross tonnage and above, and every ship which is certified to carry 15 persons or more, shall carry a garbage management plan which the crew shall follow. (MARPOL Annex V/9.2) Every ship shall display placards which notify the crew of the disposal requirements of garbage. (MARPOL Annex V/9.1.a) The placards shall be written in the working language of the ship's personnel and, for ships engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention, shall also be in English, French or Spanish. (MARPOL Annex V/9.1.b) When garbage is mixed with other discharges having different disposal or discharge requirements the more stringent requirements shall apply. (MARPOL Annex V/5.3) Waste receptacles should be constructed of non-combustible materials with no openings in the sides or bottom. (SOLAS 2004 II-2/4.4.2) The disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from plastic products which may contain toxic or heavy metal residues, is prohibited;(MARPOL Annex V/3.1(a)) The storage locations for garbage should be carefully selected to ensure that the garbage presents no potential hazard to adjacent spaces. Particular consideration should be given to the storage of garbage that is designated as ‘special waste’, such as batteries, sensors and fluorescent tubes, to ensure that only compatible materials are stowed together.

Vessels less than 100 GT that do not have to comply with MARPOL there should be a record entered in the vessel log book if the vessel does not use a Garbage record book. The Garbage Record Book, whether as a part of the ships official log-book or otherwise, shall be in the form specified in the appendix to this Annex; (MARPOL Annex V9/3) (a) each discharge operation, or completed incineration, shall be recorded in the Garbage Record Book and signed for on the date of the incineration or discharge by the officer in charge. Each completed page of the Garbage Record Book shall be signed by the Master of the ship. The entries in the Garbage Record Book shall be at least in English, French or Spanish. Where the entries are also made in an official language of the State whose flag the ship is entitled to fly, these entries shall prevail in case of a dispute or discrepancy; (b) the entry for each incineration or discharge shall include date and time, position of the ship, description of the garbage and the estimated amount incinerated or discharged; (c) the Garbage Record Book shall be kept on board the ship and in such a place as to be available for inspection in a reasonable time. This document shall be preserved for a period of two years after the last entry is made on the record; (MARPOL Annex V 9/3) If applicable, equipment on board is available to provide that food waste is comminute or ground to particle size < 25mm prior to discharge in accordance with MARPOL Annex V. Inspector to verify records confirm hazardous wastes are to be stored in designated waste storage areas with secondary containment in place for liquid waste. Note: receipts for garbage landed ashore should be retained and filed on board. Note: electronic log may be acceptable by Flag State

The inspector should check what performance /function test are required by the PM system or OEM manuals and document any variance from the procedures. If there are no procedures and there is no evidence of testing this shall be recorded as a No. Where appropriate, controls should be in place to prevent the unauthorised discharge of sewage. Such measures shall ensure that all discharges comply with the requirements of MARPOL Annex IV and local requirements as applicable. Evidence may include, but not be limited to, procedures within SMS or vessel operating manual, Chief Engineer Standing Orders, crew training and appropriate signage/physical barriers. Alternatively, holding tank arrangements should be provided to facilitate disposal ashore. Reference: MARPOL Annex IV, Chapters 1 and 3.