MARPOL 73/78 CONVENTION: LATEST UPDATES

The International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978, more commonly referred to as MARPOL 73/78, is the primary international agreement developed by the International Maritime Organization to prevent pollution of the marine environment from ships. Adopted in response to growing concern over oil spills and vessel discharges in the 1970s, it has since evolved into a comprehensive framework that addresses multiple forms of ship-source pollution. Together with SOLAS, MARPOL is regarded as one of the twin pillars of international maritime law, protecting both human life and the natural environment. MARPOL applies to all ships, though its requirements vary depending on size, type, and operation. Compliance is ensured through certification by flag states, enforcement by port state control, and the application of special provisions for designated “special areas” and “emission control areas” where stricter rules apply. Over the years, the Convention has grown through six technical annexes, each dedicated to a specific category of pollution. These annexes are the foundation of MARPOL and remain central to its implementation. Annex I addresses the prevention of pollution by oil. It includes requirements for double-hulled oil tankers, oil discharge monitoring and control systems, oily water separators, and record books. It is one of the most detailed annexes, reflecting the seriousness of oil pollution incidents. Annex II concerns the control of pollution by noxious liquid substances carried in bulk. It establishes categories for chemicals, prewash procedures, and restrictions on discharges, requiring chemical tankers to operate under strict safety and environmental standards. Annex III regulates the prevention of pollution by harmful substances carried by sea in packaged form. It is closely linked to the International Maritime Dangerous Goods (IMDG) Code, ensuring labeling, packaging, and documentation are standardized. Annex IV covers the prevention of pollution by sewage from ships. It requires ships to install approved sewage treatment plants or holding systems and regulates discharges into the sea, particularly in designated sensitive areas. Annex V deals with the prevention of pollution by garbage from ships. It prohibits the discharge of plastics, restricts the disposal of other wastes, and requires vessels to maintain garbage management plans and record books. This annex has been strengthened repeatedly to reflect the global urgency of reducing marine litter. Annex VI addresses the prevention of air pollution from ships. It limits emissions of sulfur oxides (SOx) and nitrogen oxides (NOx), regulates fuel oil quality, prohibits ozone-depleting substances, and introduces greenhouse gas reduction measures such as the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP), and the Carbon Intensity Indicator (CII). It also establishes Emission Control Areas where more stringent standards apply. Recent amendments highlight MARPOL’s responsiveness to modern environmental challenges. In 2024, Annex I was updated to require improved oil discharge monitoring equipment, while Annex II introduced expanded prewash obligations in the Baltic and North Sea to reduce chemical residues. Annex IV tightened sewage effluent standards, and Annex V expanded garbage management requirements to smaller ships and reinforced prohibitions on plastics. Annex VI amendments in 2024 introduced stricter nitrogen oxide limits for new engines and strengthened rules for ships using alternative fuels, ensuring adequate fire protection and fuel distribution systems in parallel with the IGF Code. By 2025, MARPOL continues to advance global decarbonization and environmental protection objectives. Annex VI now mandates enhanced monitoring and verification of the Carbon Intensity Indicator, requiring ships to achieve satisfactory efficiency ratings or adopt corrective action plans. This step places greater responsibility on shipping companies to reduce operational emissions. Electronic record books for oil, garbage, and cargo handling operations are increasingly being accepted in place of paper logs, reflecting the shift toward digital compliance and reducing administrative burdens. New reporting obligations for lost containers at sea, coordinated with parallel SOLAS amendments, will also apply from 2026, ensuring faster notification to authorities and minimizing environmental and navigational hazards. Annex III, through updates aligned with the IMDG Code, further enhances labeling and documentation for harmful substances in packaged form. These updates underline MARPOL’s role as a living instrument that evolves in response to both long-standing pollution risks and emerging challenges such as climate change, marine litter, and the transition to alternative fuels. The integration of greenhouse gas measures under Annex VI,

SECURITY LEVELS: ISPS CODE

The International Ship and Port Facility Security (ISPS) Code is a comprehensive set of measures adopted by the International Maritime Organization (IMO) under the Safety of Life at Sea (SOLAS) Convention. Established in response to heightened concerns about maritime terrorism and unlawful acts after the September 11, 2001 attacks, the ISPS Code entered into force on July 1, 2004. Its primary objective is to enhance the security of ships and port facilities by establishing a standardized, consistent framework that enables governments, shipping companies, port authorities, and other stakeholders to collaborate in identifying and addressing threats to maritime security. The ISPS Code is divided into two main parts. Part A is mandatory and lays down detailed requirements for governments, shipowners, and port facilities to follow. Part B contains recommended guidelines that provide flexibility in implementation but are not legally binding. Together, these parts form a comprehensive approach to maritime security, balancing strict compliance with adaptable measures tailored to specific risks and operational environments. Since its inception, the ISPS Code has been continuously updated to address evolving threats, including cyber risks, piracy, and organized crime affecting global trade routes. The Code applies to ships engaged in international voyages, including passenger ships, cargo ships of 500 gross tonnage and above, mobile offshore drilling units, and port facilities serving such ships. Each ship must have an approved Ship Security Plan (SSP) and designate a Ship Security Officer (SSO). Similarly, each port facility must maintain a Port Facility Security Plan (PFSP) and appoint a Port Facility Security Officer (PFSO). These officers are responsible for ensuring that security measures are implemented, drills and exercises are conducted, and compliance is maintained under the oversight of the Designated Authority from the flag or port state. A crucial feature of the ISPS Code is the establishment of three security levels, which provide a flexible and responsive framework to adapt to varying threat environments. Security Level 1 represents the normal condition, where minimum security measures must be maintained at all times. Security Level 2 is applied when there is an increased risk of a security incident, requiring additional protective measures. Security Level 3 represents the highest alert level, where a probable or imminent security threat exists, and extraordinary measures must be implemented to safeguard ships and port facilities. These security levels are set by the Contracting Governments and communicated to ships and port facilities. Ships are required to comply with the security level set by the administration of the port state they are visiting. This ensures that all parties are synchronized in their efforts, minimizing the likelihood of confusion or lapses during periods of heightened alert. The dynamic application of security levels demonstrates the adaptability of the ISPS Code to different threat scenarios, from routine operations to emergency conditions. Another critical element of the ISPS Code is the use of security assessments and plans. A Ship Security Assessment (SSA) identifies potential vulnerabilities, while the Ship Security Plan outlines the preventive, protective, and response measures to address them. Likewise, Port Facility Security Assessments (PFSA) and Plans detail site-specific risks and countermeasures. Both ships and port facilities undergo audits and verifications to ensure that these plans remain effective and updated, considering new threats such as cyberattacks targeting navigation and cargo systems. The ISPS Code also emphasizes international cooperation and information exchange. Contracting Governments are encouraged to share intelligence regarding potential threats, suspicious activities, and lessons learned from incidents. This collaborative approach enhances global maritime security, ensuring that vulnerabilities in one region do not compromise the safety of the wider international shipping community. The Code highlights that maritime security is not only a national concern but a shared global responsibility. Training and drills form an essential part of the Code’s framework. Crew members, ship officers, and port facility staff must undergo regular security training to familiarize themselves with procedures for access control, cargo inspections, restricted area monitoring, and emergency responses. Periodic drills test the readiness of personnel and the effectiveness of the security systems in place. These practices ensure that in times of real threats, the response is swift, coordinated, and efficient. Over time, the ISPS Code has expanded its scope to address emerging challenges. The increasing reliance on digital technologies in maritime operations has introduced new risks, particularly in the form of cyber threats. Recognizing this, the

UNDERSTANDING ABOUT ISPS CODE

Introduction The International Ship and Port Facility Security (ISPS) Code is a comprehensive set of measures designed to enhance the security of ships and port facilities. It was adopted by the International Maritime Organization (IMO) under the framework of the International Convention for the Safety of Life at Sea (SOLAS), specifically through an amendment introduced in December 2002. The ISPS Code officially came into force on 1 July 2004, marking a turning point in maritime safety and global security.

Understanding IMO Safety Symbols

The International Maritime Organization (IMO) safety symbols serve as universal visual guides designed to protect lives at sea. These standardized icons provide quick, clear, and language-independent instructions that help seafarers, passengers, and maritime professionals respond effectively in emergencies. Importance of Symbols on Board Onboard a vessel, safety depends not only on equipment but also on awareness. In critical situations where every second counts, IMO safety symbols minimize confusion by pointing directly to lifesaving appliances, emergency exits, fire control stations, and medical facilities. These symbols ensure that regardless of nationality or spoken language, crew and passengers can understand and act immediately. Categories of Safety Symbols The chart features a wide range of icons: • Lifesaving Equipment: Symbols for lifeboats, liferafts, rescue boats, lifejackets, immersion suits, and survival radios guide seafarers to crucial survival gear. • Emergency Actions: Icons such as eyewash, emergency stop buttons, stretchers, showers, and assembly points highlight essential emergency responses. • Evacuation Guidance: Running man symbols, arrows, escape ladders, and push-to-open signs direct safe movement during evacuation. • Communication & Fire Safety: Telephone stations, fire alarms, and firefighting systems are also clearly indicated