 Starting from first day of the year 2013, the amendments to the fifth annex to MARPOL Convention mean that the shippers would have some new responsibilities relating to the classification of the cargo affecting the crew's ability to discharge the cargo residues and also wash the water directly into the marine environment. They will have to take into consideration whether or not the cargo they transport and, consequently, the cargo residues would be considered HME, standing for the "harmful to the marine environment".
The present booklet was prepared and released with the ultimate intention of the authors to set out all applicable requirements plus the process and concept of classification of the different cargoes as HME cargo. The Annex V to the MARPOL Convention primarily controls the discharge of the wash waters plus any non-recoverable residues - it is classed as "garbage" and falls under the controls that have been specified in Reg. 4.1.3 & 6.1.2 of the recent MARPOL amendments.
Here are the criteria governing the discharge of the cargo residues that are commonly contained there in the wash water - no cargo residues shall be discharged less than 12 nm from the nearest land/ice shell, and no discharge within the six so-called "Special Areas" specifically defined in the text of the Convention...
 The official IMO publication. These Guidelines were formally adopted in November of 1993 by the IMO Assembly Res. A.744(18) and was made mandatory through Regulation XI-1/2 of the IMO SOLAS Convention. Subject SOLAS regulation requires the bulk carriers and oil tankers to be subject to the enhanced inspection program as outlines in the pages of this regulatory document.
The content of these Guidelines has been arranged in two annexes. The Parts A and B of the Annex A provide the guidelines on the program during the surveys of the bulk carriers having single-skin and double-skin construction, while the Parts A and B of the Annex B provide similar requirements applicable to the double-hull and non-double-hull oil tankers. The requirements of these Guidelines have been updated on a frequent basis and are in line with both regulatory and technological developments and current practices, such as the relevant IACS URs.
The publication starts with the general information including the definitions, applications, repairs, and surveyors, followed by the information about the scope of the annual, intermediate and renewal surveys, including the drydocking survey requirements, hatch covers, gaugings, close-up surveys, examinations of the cargo tanks and other aspects considered important. Survey preparation is addressed in a separate chapter and shall be checked prior to any survey, as well as the documentation to be maintained on board, survey reporting and evaluation, etc.
 The actual need for the comprehensive industry-wide guidebook covering all risks and hazards that are commonly associated with the operation of the OSVs, i.e. offshore support vessels, has been recognized for almost three decades.
The present publication contains all required guidelines for both safe management and safe operation of the OSVs, incorporating the best marine practice and established working procedures from the owners and operators of the offshore installations, ship owners, crew members, logistics providers and other players of the offshore game.
This volume is intended to set out the good industry practice. Note that the provisions of the present document shall not be considered mandatory. The guidelines contained in this volume shall apply to all ships that are usually engaged in the transportation of cargo, towing and anchor handling operations, as well as any other activities typical for the offshore operations.
They outline the responsibilities and duties of all parties, describe the correct conduct of the relevant operations in port, at sea, and at the offshore installation, provide the info on the collision risk management, VSPs (standing for the vertical seismic profiles), incident and accident reporting procedures, disposal of wastes, transportation of dangerous goods and potential marine pollutants and other valuable information.
 The process recycling of ships is definitely considered a "green" industry, employing a really large workforce in numerous developing countries. The vast majority of facilities dealing with the ship recycling are located in Asia. As a result of the recycling process, vessels reaching the end of their working cycle, are treated so that there is next to nothing remaining to go as waste.
However, it shall be noted that, while the declared principles of recycling the ships may be quite sound, the existing working practices and environmental standards that are there is some of the recycling facilities may sometimes fall short of the standards that are acceptable internationally. The present publication was developed by the IWG, i.e. Industry Working Group, with the intention to get periodically updated in order to be kept fully in line with the relevant IMO standards that are implemented by the contracting governments on a regular basis.
The updated editions of the publication are also supposed to take into consideration the practical experience that is gained. It should also be taken into account that the all responsibility for conditions of recycling the ships always rests solely with the authorities of the countries where subject vessels are actually located.
 All vessels operating in the Antarctic and Arctic areas are usually exposed to a number of quite unique risks. The mariners are usually faced with the serious challenges posed by the harsh weather conditions, problems with establishing good communication, lack of good navigation charts, and others. In addition, the rescue and clean-up operations are usually very complicated and costly because of the geographical remoteness of the subject areas.
The cold temperatures natural for those areas reduce the working effectiveness of various components of the vessel, from sea suctions to deck machinery arrangements. We also have to take the ice in consideration, since its presents can also add some loads on the ship's hull, propulsion and hull appendages. The present IMO Guidelines address all above stated additional provisions that are definitely required to be considered beyond the existing regular requirements outlines in SOLAS/MARPOL Conventions, with the intention to cover the climatic conditions encountered in polar waters and also meet applicable standards of both safety and prevention of the marine pollution.
The guidelines provided in this document are recommendatory. The content of the volume is arranged in four parts covering the construction provisions, equipment, operational matters, and environmental protection and damage control issues.
 Introduction; Abbreviations and terminology; Design conditions and safety systems influencing the fire behaviour; Fire protection principles in design; Establishment of design loads; Fire mitigation measures; Fire response; References. These LR Rules require a FE, i.e. Fire and Explosion Evaluation, report to be submitted.
This report is primarily aimed to serve as the assessment of the potential blast pressures and fire loadings, on the bases of the specific fire hazards that are associated with the unit's general arrangement as well as production and process activities taking place; the operational constraints are also to be taken into account. The present Guidelines should to be treated independently of the formal Quantitative Risk Analysis (QRA); however, the input on ignition probabilities and leak scenarios usually taken from the QRA, are required.
Significant portion of the Guidelines has been dedicated to the basic principles of fire protection, measures for fire mitigation and fire response, that make one of the parts of the FEE and closely relate to any potential fire loadings. The Notes are intended to serve as a live document that may be changed without prior notice.
 This official NK Guidance was released to be of some use for the ship owners, operators, crew members and others dealing with preparation of the vessel for the classification surveys. As the mane implies, the publication addresses the ships classed with the NK Class Society and lists the requirements of this Society, accordingly.
It will provide the point on the major survey items and all related class requirements together with the instructions on preparations that are necessary to be made in order to successfully pass alll such surveys - the documentation aspects have also been covered. The publication will also help the survey applicants, i.e. the vessel owners or their reps to carry out the surveys mentioned above fast and economically as scheduled. Of course, for details you would better refer to the applicable Rules and Guidance issued by NK.
The Guidance consists of several major chapters addressing the survey application and preparation aspects, arrangement of the surveyor's attendance, maintenance of documentation and its presentation, actual items to be surveyed, ESP (enhanced survey program), requirements applicable to the general dry cargo vessels, assessment of the coating condition of the ballast tanks, repairs etc.
 The declared purpose of the Noise Code was to avoid any possible occurrence of hazardous noise levels on board vessels and also to provide required standards for an acceptable environment for seafarers. This technical document is intended to provide the owners, yards and marine surveyors with necessary guidance on how to use the IMO Noise Code, and show how to properly conduct the noise surveys; in addition, the purpose of this guidance is to provide readers with some brief description of the relevant noise parameters.
The main body of the present report provides an explanation of the applicable technical regulations within the Code. Some checklist and data tables have been provided to aid ship owners, and others, who may be willing to better understand what exactly is required from the survey and/or to witness a noise trial. The guidebook starts with some introductory information, then there is an article describing the need for the legislation that addresses the noise levels on board the vessels, and some quick review of the sound pressure levels. The following two sections provide necessary assessment conditions and noise assessment procedures, followed by the maximum noise levels and info on sound insulation. The last chapter of this document describes the procedure for the reporting on the measured sound levels.
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