INTERNATIONAL MARITIME LAW

2.1.5 ANNEX 6 – AIR e Regulation regarding NOx in reg. 13 of annex VI (cont’d) (c) Notwithstanding the provisions of sub-paragraph (a) of this paragraph, the Administration may allow exclusion from the application of this regulation to any diesel engine which is installed on a ship constructed, or on a ship which undergoes a major conversion, BEFORE the date of entry into force of the present Protocol, PROVIDED THAT the ship is SOLELY ENGAGED in voyages to ports or offshore terminals within the State the flag of which the ship is entitled to fly. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR f Requirement for SOx emission control area (SECA) For the purpose of this regulation, SOx emission control areas shall include: • the Baltic Sea area as defined in regulation 10(1)(b) of Annex I, the North Sea area as defined in regulation 5(1)(f) of Annex V; and • any other sea area, including port areas, designated by the Organization in accordance with criteria and procedures for designation of SOx emission control areas with respect to the prevention of air pollution from ships contained in appendix III to this Annex. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR f Requirement for SOx emission control area (SECA) – cont’d While ships are within SOx emission control areas, at least one of the following conditions shall be fulfilled • the sulphur content of fuel oil used on board ships in a SOx emission control area does not exceed 1.5% m/m • an exhaust gas cleaning system, approved by the Administration taking into account guidelines to be developed by the Organization,† is applied to reduce the total emission of sulphur oxides from ships, including both auxiliary and main propulsion engines, to 6.0 g SOx/kW·h or less calculated as the total weight of sulphur dioxide emission. Waste streams from the use of such equipment shall not be discharged into enclosed ports, harbours and estuaries; unless it can be thoroughly documented by the ship that such waste streams have no adverse impact on the ecosystems of such enclosed ports, harbours and estuaries, based upon criteria communicated by the authorities of the port State to the Organization. The Organization shall circulate the criteria to all Parties to the Convention; or http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR f Requirement for SOx emission control area (SECA) – cont’d • any other technological method that is verifiable and enforceable to limit SOx emissions to a level equivalent to that described in sub-paragraph (b) is applied. These methods shall be approved by the Administration taking into account guidelines to be developed by the Organization. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR g Fuel oil quality requirement in reg. 18 of Annex VI Fuel oil for combustion purposes delivered to and used on board ships to which this Annex applies shall meet the following requirements: (a) except as provided in sub-paragraph (b): (i) the fuel oil shall be blends of hydrocarbons derived from petroleum refining. This shall not preclude the incorporation of small amounts of additives intended to improve some aspects of performance; (ii) the fuel oil shall be free from inorganic acid; (iii) the fuel oil shall not include any added substance or chemical waste which either: (1) jeopardizes the safety of ships or adversely affects the performance of the machinery, or (2) is harmful to personnel, or (3) contributes overall to additional air pollution; and http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR g Fuel oil quality requirement in reg. 18 of Annex VI (cont’d) (b) fuel oil for combustion purposes derived by methods other than petroleum refining shall not: (i) exceed the sulphur content set forth in regulation 14 of this Annex; (ii) cause an engine to exceed the NOx emission limits set forth in regulation 13(3)(a) of this Annex; (iii) contain inorganic acid; and (iv) (1) jeopardize the safety of ships or adversely affect the performance of the machinery, or (2) be harmful to personnel, or (3) contribute overall to additional air pollution. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR g Fuel oil quality requirement in reg. 18 of Annex VI (cont’d) For each ship subject to regulations 5 and 6 of this Annex, details of fuel oil for combustion purposes delivered to and used on board shall be recorded by means of a bunker delivery note which shall contain at least the information specified in appendix V to this Annex. The bunker delivery note shall be kept on board the ship in such a place as to be readily available for inspection at all reasonable times. It shall be retained for a period of three years after the fuel oil has been delivered on board. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR g Fuel oil quality requirement in reg. 18 of Annex VI (cont’d) (5) (a) The competent authority* of the Government of a Party to the Protocol of 1997 may inspect the bunker delivery notes on board any ship to which this Annex applies while the ship is in its port or offshore terminal, may make a copy of each delivery note, and may require the master or person in charge of the ship to certify that each copy is a true copy of such bunker delivery note. The competent authority may also verify the contents of each note through consultations with the port where the note was issued. (b) The inspection of the bunker delivery notes and the taking of certified copies by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR g Fuel oil quality requirement in reg. 18 of Annex VI (cont’d) (6) The bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered, taking into account guidelines to be developed by the Organization. The sample is to be sealed and signed by the supplier's representative and the master or officer in charge of the bunker operation on completion of bunkering operations and retained under the ship's control until the fuel oil is substantially consumed, but in any case for a period of not less than 12 months from the time of delivery. http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm

2.1.5 ANNEX 6 – AIR h Special areas to serve for annex VI Baltic Sea(SOx), North Sea(SOx), North American (SOx, NOx and PM), United States Caribbean Sea ECA (SOx, NOx and PM) http://www.marpoltraining.com/MMSKOREAN/MARPOL/Annex_I/r1.htm https://www.youtube.com/watch?v=M6X9t6mXifI

Conventions/ legislations Adopted by Various Countries Topic 6

2.3 CONVENTION OF THE PREVENTION OF MARINE POLLUTION BY DUMPING OF WASTES AND OTHER MATTER (LONDON DUMPING CONVENTION) (LDC) https://mtu.gov.ua/files/nahaievska/2017_11_15_LK/LP%20Ukraine_Introduction.pdf

2.3 CONVENTION OF THE PREVENTION OF MARINE POLLUTION BY DUMPING OF WASTES AND OTHER MATTER (LONDON DUMPING CONVENTION) (LDC) https://mtu.gov.ua/files/nahaievska/2017_11_15_LK/LP%20Ukraine_Introduction.pdf

2.3 CONVENTION OF THE PREVENTION OF MARINE POLLUTION BY DUMPING OF WASTES AND OTHER MATTER (LONDON DUMPING CONVENTION) (LDC) https://mtu.gov.ua/files/nahaievska/2017_11_15_LK/LP%20Ukraine_Introduction.pdf

2.3 CONVENTION OF THE PREVENTION OF MARINE POLLUTION BY DUMPING OF WASTES AND OTHER MATTER (LONDON DUMPING CONVENTION) (LDC) https://mtu.gov.ua/files/nahaievska/2017_11_15_LK/LP%20Ukraine_Introduction.pdf

2.3 CONVENTION OF THE PREVENTION OF MARINE POLLUTION BY DUMPING OF WASTES AND OTHER MATTER (LONDON DUMPING CONVENTION) (LDC) https://mtu.gov.ua/files/nahaievska/2017_11_15_LK/LP%20Ukraine_Introduction.pdf

2.4 International Convention Relating to Intervention on the High Seas in Cases of Oil Pollution Casualties, 1969 Article I • “Parties to the present Convention may take such measures on the high seas as may be necessary to prevent, mitigate or eliminate grave and imminent danger to their coastline or related interests from pollution or threat of pollution of the sea by oil, following upon a maritime casualty or acts related to such a casualty, which may reasonably be expected to result in major harmful consequences.” https://cil.nus.edu.sg/wp-content/uploads/formidable/18/1969-International-Convention-relating-to-Intervention-on- the-High-Seas-in-Cases-of-Oil-Pollution-Casualties-1.pdf Uit.no/Content/88730/Falkanger_Tromso_301008.ppt

Article I, paragraph 2 • ‘However, no measures shall be taken under the present Convention against any warship or other ship owned or operated by a State and used, for the time being, only on government non- commercial service.’ https://cil.nus.edu.sg/wp-content/uploads/formidable/18/1969-International-Convention-relating-to-Intervention-on- the-High-Seas-in-Cases-of-Oil-Pollution-Casualties-1.pdf Uit.no/Content/88730/Falkanger_Tromso_301008.ppt

Article II • ‘“maritime casualty” means a collision of ships, stranding or other incident of navigation, or other occurrence on board a ship or external to it resulting in material damage or imminent threat of material damage to a ship or cargo’ https://cil.nus.edu.sg/wp-content/uploads/formidable/18/1969-International-Convention-relating-to-Intervention-on- the-High-Seas-in-Cases-of-Oil-Pollution-Casualties-1.pdf Uit.no/Content/88730/Falkanger_Tromso_301008.ppt

Article V • ‘Measures taken by the coastal State in accordance with Article I shall be proportionate to the damage actual or threatened to it.’ https://cil.nus.edu.sg/wp-content/uploads/formidable/18/1969-International-Convention-relating-to-Intervention-on- the-High-Seas-in-Cases-of-Oil-Pollution-Casualties-1.pdf Uit.no/Content/88730/Falkanger_Tromso_301008.ppt

Procedural rules Before measures are taken: • Consultations with affected States • Notifications of interested persons • May consult experts enlisted by IMO After measures are taken: • Notification of States and persons concerned and Secretary General of IMO https://cil.nus.edu.sg/wp-content/uploads/formidable/18/1969-International-Convention-relating-to-Intervention-on- the-High-Seas-in-Cases-of-Oil-Pollution-Casualties-1.pdf Uit.no/Content/88730/Falkanger_Tromso_301008.ppt

Article VI • ‘Any Party which has taken measures in contravention of the provisions of the present Convention causing damage to others, shall be obliged to pay compensation to the extent of the damage caused by measures which exceed those reasonably necessary to achieve the end mentioned in Article I.’ https://cil.nus.edu.sg/wp-content/uploads/formidable/18/1969-International-Convention-relating-to-Intervention-on- the-High-Seas-in-Cases-of-Oil-Pollution-Casualties-1.pdf Uit.no/Content/88730/Falkanger_Tromso_301008.ppt

2.5 International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC 1969) Adoption: 29 November 1969; Entry into force: 19 June 1975; Being replaced by 1992 Protocol: Adoption: 27 November 1992; Entry into force: 30 May 1996 • The Civil Liability Convention was adopted to ensure that adequate compensation is available to persons who suffer oil pollution damage resulting from maritime casualties involving oil-carrying ships. • The Convention places the liability for such damage on the owner of the ship from which the polluting oil escaped or was discharged. • Subject to a number of specific exceptions, this liability is strict; it is the duty of the owner to prove in each case that any of the exceptions should in fact operate. However, except where the owner has been guilty of actual fault, they may limit liability in respect of any one incident. • The Convention requires ships covered by it to maintain insurance or other financial security in sums equivalent to the owner's total liability for one incident. • • The Convention applies to all seagoing vessels actually carrying oil in bulk as cargo, but only ships carrying more than 2,000 tons of oil are required to maintain insurance in respect of oil pollution damage. http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-on-Civil-Liability-for-Oil-Pollution-Damage-(CLC).aspx

2.5 International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC 1969) – cont’d • This does not apply to warships or other vessels owned or operated by a State and used for the time being for Government non-commercial service. The Convention, however, applies in respect of the liability and jurisdiction provisions, to ships owned by a State and used for commercial purposes. The only exception as regards such ships is that they are not required to carry insurance. Instead they must carry a certificate issued by the appropriate authority of the State of their registry stating that the ship's liability under the Convention is covered • The Convention covers pollution damage resulting from spills of persistent oils suffered in the territory (including the territorial sea) of a State Party to the Convention. It is applicable to ships which actually carry oil in bulk as cargo, i.e. generally laden tankers. Spills from tankers in ballast or bunker spills from ships other than other than tankers are not covered, nor is it possible to recover costs when preventive measures are so successful that no actual spill occurs. The shipowner cannot limit liability if the incident occurred as a result of the owner's personal fault. • The Protocol of 1992 changed the entry into force requirements by reducing from six to four the number of large tanker-owning countries that were needed for entry into force. http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-on-Civil-Liability-for-Oil-Pollution-Damage-(CLC).aspx

2.5 International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC 1969) – cont’d The compensation limits were set as follows: • For a ship not exceeding 5,000 gross tonnage, liability is limited to 3 million SDR • For a ship 5,000 to 140,000 gross tonnage: liability is limited to 3 million SDR plus 420 SDR for each additional unit of tonnage • For a ship over 140,000 gross tonnage: liability is limited to 59.7 million SDR. The 1992 protocol also widened the scope of the Convention to cover pollution damage caused in the exclusive economic zone (EEZ) or equivalent area of a State Party. The Protocol covers pollution damage as before but environmental damage compensation is limited to costs incurred for reasonable measures to reinstate the contaminated environment. It also allows expenses incurred for preventive measures to be recovered even when no spill of oil occurs, provided there was grave and imminent threat of pollution damage. http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-on-Civil-Liability-for-Oil-Pollution-Damage-(CLC).aspx

2.5 International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC 1969) – cont’d • The 2000 Amendments Adoption: 18 October 2000 Entry into force: 1 November 2003 • The amendments raised the compensation limits by 50 percent compared to the limits set in the 1992 Protocol, as follows: • For a ship not exceeding 5,000 gross tonnage, liability is limited to 4.51 million SDR (US$5.78 million) • For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR plus 631 SDR for each additional gross tonne over 5,000 • For a ship over 140,000 gross tonnage: liability is limited to 89.77 million SDR • Special Drawing Rights The daily conversion rates for Special Drawing Rights (SDRs) can be found on the International Monetary Fund website at http://www.imf.org/ http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/International-Convention-on-Civil-Liability-for-Oil-Pollution-Damage-(CLC).aspx

2.6 Oil Pollution Preparedness, Response & Cooperation Convention (OPRC) as amended (OPRCHNS Protocol) OPA 90 OPRCHNS Protocol Adoption: 15 March 2000; Entry into force: 14 June 2007 The Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and Noxious Substances (OPRC-HNS Protocol) follows the principles of the OPRC Convention and was formally adopted by States already Party to the OPRC Convention at a Diplomatic Conference held at IMO headquarters in London in March 2000. Like the OPRC Convention, the OPRC-HNS Protocol aims to establish national systems for preparedness and response and to provide a global framework for international co-operation in combating major incidents or threats of marine pollution. Parties to the OPRC-HNS Protocol are required to establish measures for dealing with pollution incidents, either nationally or in co-operation with other countries. Ships are required to carry a shipboard pollution emergency plan to deal specifically with incidents involving hazardous and noxious substances. http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/Protocol-on-Preparedness,-Response-and-Co- operation-to-pollution-Incidents-by-Hazardous-and-Noxious-Substances-(OPRC-HNS-Pr.aspx

States which are party to the OPRC Convention and OPRC-HNS Protocol are required to: 1. Establish a national system for responding to oil. 2. HNS pollution incidents. 3. Implementing national response systems. 4. Promote cooperation amongst Parties through the establishment of bilateral and multilateral agreements. 5. The mechanism for Parties to request assistance from any other state Party, when faced with a major pollution incident.

2.6 Oil Pollution Preparedness, Response & Cooperation Convention (OPRC) as amended (OPRCHNS Protocol) OPA 90 OPRCHNS Protocol (cont’d) • The OPRC-HNS Protocol ensures that ships carrying hazardous and noxious substances are covered by preparedness and response regimes similar to those already in existence for oil incidents. • For the purposes of the HNS Protocol, a Hazardous and Noxious Substance is defined as any substance other than oil which, if introduced into the marine environment is likely to create hazards to human health, to harm living resources and marine life, to damage amenities or to interfere with other legitimate uses of the sea. http://www.imo.org/en/About/Conventions/ListOfConventions/Pages/Protocol-on-Preparedness,-Response-and-Co- operation-to-pollution-Incidents-by-Hazardous-and-Noxious-Substances-(OPRC-HNS-Pr.aspx

There are a number of key benefits for those States acceding to the instruments, notably: 1. A means for urgently accessing relevant technical assistance and response resources in incident. 2. A framework for the development of national and regional capacity to prepare for HNS. 3. Participation in a network for the exchange of new research and development information, best practices and practical experiences in HNS response. 4. Access to an international platform for co-operation and mutual assistance in preparing for, and responding to, major HNS pollution incidents .

OPA 90 Summary of the Oil Pollution Act • The Oil Pollution Act (OPA) of 1990 streamlined and strengthened EPA's ability to prevent and respond to catastrophic oil spills. A trust fund financed by a tax on oil is available to clean up spills when the responsible party is incapable or unwilling to do so. • The OPA requires oil storage facilities and vessels to submit to the Federal government plans detailing how they will respond to large discharges. EPA has published regulations for aboveground storage facilities; the Coast Guard has done so for oil tankers. The OPA also requires the development of Area Contingency Plans to prepare and plan for oil spill response on a regional scale. https://www.epa.gov/laws-regulations/summary-oil-pollution-act https://legcounsel.house.gov/Comps/Oil%20Pollution%20Act%20Of%201990.pdf

Other legislations

2.2.1 Environmental Liability Directive 2004/35/EC • The Environmental Liability Directive 2004/35/EC deals with serious environmental incidents. It requires people and businesses that cause damage to prevent and remediate the harm. It applies to marine pollution incidents like oil spills if they damage protected habitats or species, or coastal water. • It regulates control and prevent pollution of rivers, lakes, ground waters, estuaries and coastal areas. These laws tackle some important sources of marine pollution, such as sewage. http://www.environmentlaw.org.uk/rte.asp?id=276

2.2.1 Environmental Liability Directive 2004/35/EC • On 21 April 2004, the European Parliament and the Council of the EU finally succeeded in adopting an Environmental Liability Directive (Directive 2004/35/EC), which has the overall ambitious objective to establish a common European framework of environmental liability for damage to air, water, land, protected species, and natural resources. • However, the efficient implementation of this sui generis legal framework regarding prevention and remediation of the environmental damage has been proved really problematic at the European level due to legal discrepancies and technical deficiencies. https://www.tandfonline.com/doi/abs/10.1080/19443994.201 5.1101620

2.2.2 Merchant Shipping Act 1995 • The Merchant Shipping Act 1995 is an Act of Parliament passed in the United Kingdom in 1995. It consolidated much of the UK's maritime legislation, repealing several Acts in their entirety and provisions in many more, some dating back to the mid-nineteenth century. • It appoints several officers of Admiralty Jurisdiction such as the Receiver of Wreck. The Act of 1995 updates the prior Merchant Shipping Act 1894. The lead part on British ships was impacted by the outcome of the Factortame case, as the Merchant Shipping Act 1988 was impugned by the Common Fisheries Policy.

2.2.2 Merchant Shipping Act 1995 Caluse 128 Prevention of pollution from ships etc. the final act of the International Conference on Tanker Safety and Pollution Prevention signed in London on 17th February 1978; (1) Her Majesty may by Order in Council make such provision as She considers appropriate for the purpose of giving effect to any provision of any of the following (d) the International Convention on Oil Pollution Preparedness, Response and which have been ratified by the United Kingdom— Co-operation, 1990 (including the Final Act of the Conference and the attached resolutions) signed in London on 30th November 1990; (a) the International Convention for the Prevention of Pollution from Ships (including its protocols, annexes and appendices) which constitutes (e) any international agreement not mentioned in paragraphs (a) to (d) above attachment 1 to the final act of the International Conference on Marine which relates to the prevention, reduction or control of pollution of the sea or Pollution signed in London on 2nd November 1973; other waters by matter from ships; (b) the Protocol relating to Intervention on the High Seas in Cases of Marine and in paragraph (e) above the reference to an agreement includes an agreement whichprovides for the modification of another agreement, including the modification of an agreement mentioned in paragraphs (a) to (c) above Pollution by Substances other than Oil which constitutes attachment 2 to the final act aforesaid; (c) the Protocol relating to the said Convention which constitutes attachment 2 to http://www.legislation.gov.uk/ukpga/1995/21/contents

2.2.3 The Merchant Shipping (Oil Pollution Preparedness, Response and Co-operation Convention) Regulations 1998 • These Regulations implement, in part, the International Convention on Oil Pollution Preparedness, Response and cooperation, 1990. • They require harbour authorities and operators of oil handling facilities and of offshore installations, where there is present a risk of an oil pollution incident, to have oil pollution emergency plans, which have to be approved by the Maritime and Coastguard Agency (\"MCA\") of the Department of the Environment, Transport and the Regions as conforming to the National https://www.informea.org/en/legislation/merchant-shipping-oil-pollution-preparedness-response-and-co- operation-convention

2.2.3 The Merchant Shipping (Oil Pollution Preparedness, Response and Co-operation Convention) Regulations 1998 Introductory Text • 1.Citation and commencement • 2.Interpretation • 3.Application • 4.Oil pollution emergency plans • 5.Reporting of incidents: ships and offshore installations • 6.Reporting of incidents: harbour authorities and oil handling facilities • 7.Offences • 8.Inspection of offshore installations • Signature http://www.legislation.gov.uk/uksi/1998/1056/contents/made

2.2.4 The Offshore Installations (Emergency Pollution Control) Regulations 2002 • This document provides guidance on the provisions of The Offshore Installations (Emergency Pollution Control) Regulations 2002. It details the powers conferred to prevent and reduce pollution and the risk of pollution following an accident involving an Offshore Installation. The powers are exercisable in relation to all Offshore Installations and Pipelines located in the territorial sea adjacent to the UK or any area designated under section 1(7) of the Continental Shelf Act 1964. • These powers are exercisable by the Secretary of State and any such persons as may be authorised for this purpose by or on behalf of the Secretary of State. The Secretary of State’s Representative (SOSREP) has been authorised to exercise these powers on behalf of the Secretary of State • The Guidance Notes for Preparing OPEPs as published by the Department detail the requirements regarding oil spill response training and exercises, Operations Control Unit, incident notification and National Contingency Plan interface. https://assets.publishing.service.gov.uk/government/uploads/s ystem/uploads/attachment_data/file/536115/EPC_Guidance_- _Version_1_-_July_2016.pdf

2.2.4 The Offshore Installations (Emergency Pollution Control) Regulations 2002 Introductory Text • 1.Citation and commencement • 2.Interpretation • 3.Intervention powers • 4.Compensation for unreasonable loss or damage • 5.Offences • 6.Service of directions • Signature • Explanatory Note http://www.legislation.gov.uk/uksi/2002/1861/contents/made

2.2.5 Act to Prevent Pollution from Ships (APPS) • Whistleblowers are the key to preventing illegal oil and waste pollution in our oceans. Since ships that ignore and bypass environmental regulations do so far away from official oversight and in international waters, whistleblowers are a crucial component for detecting and preventing illegal pollution. • This difficult reality is what makes the Act to Prevent Pollution from Ships (APPS) one of the most important and effective tools we have for fighting and preventing marine pollution. • According to a report from the Congressional Research Service, the Government Accountability Office found “2,400 illegal discharge cases by foreign-flag ships (including tankers, cargo ships and other commercial vessels, as well as cruise ships) confirmed” in just a six-year time span. https://www.whistleblowers.org/wildlife/wildlife-laws/act-to- prevent-pollution-from-shipsmarpol/

2.2.5 Act to Prevent Pollution from Ships (APPS) • The APPS implements the provisions of Marpol 73/78, the International Convention for the Prevention of Pollution From Ships, 1973 as modified by the Protocol of 1978. • In 1987, APPS was amended by the Marine Plastic Pollution Research and Control Act. • The MPPRCA requires EPA and National Oceanic and Atmospheric Administration (NOAA), to study the effects of improper disposal of plastics on the environment and methods to reduce or eliminate such adverse effects. • MPPRCA also requires EPA, NOAA, and the U.S. Coast Guard (USCG) to evaluate the use of volunteer groups in monitoring floatable debris. https://www.epa.gov/beach-tech/laws-protect-our-oceans

2.2.6 Marine Debris Research Prevention And Reduction Act • Marine debris is urban or industrial waste that has ended up polluting the oceans. Various substances, such as empty cans, plastic bottles, cigarette lighters, damaged fishing line, plastic packaging, and Styrofoam pellets are examples of marine debris. • Marine debris is first-hand evidence of humans directly meddling on land and sea. A report posted on the Web site of the U.S. Environmental Protection Agency (EPA) mentions that waste from the land contributes up to nearly 80 percent of marine debris. • Quite often, debris accumulates on the ocean floor and becomes an unwanted part of the marine ecosystem. Floating debris can travel deep into the sea. This causes immense harm to coral reefs and other fragile components of the marine ecosystem. • Marine animals like seals, sea lions, and seabirds mistake floating debris such as burst balloons, plastic packaging, and floating thermoCole pellets for food. Ingestion of this debris has caused the death of many marine animals and seabirds. This includes many endangered species as well. An EPA report mentioned that nearly 30,000 fur seals are entangled in discarded fishing nets every year. Most drown or suffocate. • The concept of stronger legislation to combat this menace has gained further ground, with the problem of marine debris in coastal areas and even the open seas assuming acute proportions. https://www.encyclopedia.com/environment/energy-government-and-defense-magazines/marine-debris-research- prevention-and-reduction-act

2.2.6 Marine Debris Research Prevention And Reduction Act • The MDRPRA established programs within the National Oceanic and Atmospheric Administration (NOAA) and the United States Coast Guard (USCG) identify, determine sources of, assess, reduce, and prevent marine debris. • MDRPRA also reactivates the Interagency Marine Debris Coordinating Committee, chaired by NOAA. https://www.epa.gov/beach-tech/laws-protect-our-oceans

2.2.7 Shore Protection Act • Title IV of the Ocean Dumping Ban Act of 1988 created the Shore Protection Act of 1988 (SPA), which prohibits the transportation of municipal or commercial waste within coastal waters by a vessel without a permit and number or other marking. Permits are not to run beyond renewable five-year terms and will terminate when the vessel is sold. • EPA, in consultation with the U.S. Coast Guard, is responsible for developing regulations governing the loading, securing, offloading, and cleaning up of such wastes from waste sources, reception facilities, and vessels. • The goals of the regulations are to minimize deposit of waste into coastal waters during vessel loading, transport, and unloading, and to ensure that any deposited waste is reported and cleaned up. https://www.epa.gov/laws-regulations/summary-shore- protection-act

2.2.7 Shore Protection Act The SPA is applicable to transportation of municipal and commercial wastes in coastal waters. The SPA aims to minimize debris from being deposited into coastal waters from inadequate waste handling procedures by waste transporting vessels. EPA, in consultation with the Coast Guard, is responsible for developing regulations under the SPA. https://www.epa.gov/beach-tech/laws-protect-our-oceans

2.2.8 Marine Protection, Research And Sanctuaries Act (ocean dumping act) • The Marine Protection, Research and Sanctuaries Act (MPRSA) better known as Ocean Dumping Act was one of the important environmental laws passed by US Congress in 1972. It authorized the EPA to regulate ocean dumping of industrial waste, sewage sludge, biological agents, radioactive waste and other wastes into the territorial waters of the United States through a permit program. • This prohibited dumping of material into the ocean that would unreasonably degrade or endanger human health or the marine environment unless a permit is issued under the MPRSA. A prohibition on medical waste was also enacted in 1988. • The basic objective of the permit program is to prevent or strictly limit the dumping into ocean waters of any material that would adversely affect human health, welfare, or amenities, or the marine environment, ecosystems, or economic potentialities. Many new provisions have been added to the original Act. These amendments include • (1) research responsibilities for the Environmental Protection Agency (EPA); • (2) specific direction that the EPA phase out the disposal of “harmful” sewage sludges and industrial waste; • (3) a ban on the ocean disposal of sewage sludge and industrial waste by Dec.31, 1991; • (4) inclusion of Long Island Sound within the purview of the Act; and • (5) inclusion of medical waste provisions. https://environmentallaw.uslegal.com/federal-laws/marine- protection-research-and-sanctuaries-act/

2.2.8 Marine Protection, Research And Sanctuaries Act (ocean dumping act) It generally prohibits: • transportation of material from the United States for the purpose of ocean dumping; • transportation of material from anywhere for the purpose of ocean dumping by U.S. agencies or U.S.-flagged vessels; and • dumping of material transported from outside the United States into the U.S. territorial sea. https://www.epa.gov/beach-tech/laws-protect-our-oceans

2.2.9 Beaches Environmental Assessment and Coastal Health Act (BEACH Act) • an amendment to the Clean Water Act, aimed at improving the quality of “coastal recreation waters. • (TsithnaecnlAducdatrinddgseffcioonraeusstscaeolfaeossrttasuwlarriemiecsmre) iatnhtgiao,tnbsatwathatetinesgr,st,esarusrrittfhionergiGe, sro,eraasntimdLatilkraiebrsewasandtdeersmicgaonrnainttaeeccitnoaatchstetivairiltwwieaast.teerrsquality • premier coastal water quality law requires states to adopt minimum, health-based criteria for recreational water quality and to notify the public if beaches exceed these criteria • The BEACH Act also authorizes a grant program, administered by the EPA, to assist states and coastal territories in paying for their beach water quality monitoring and public notification programs. https://www.surfrider.org/coastal-blog/entry/the-beach-act-at-15-years https://www.epa.gov/beach-tech/laws-protect-our-oceans

2.2.10 the Clean Water Act • The Federal Water Pollution Control Act of 1948 was the first major U.S. law to address water pollution. Growing public awareness and concern for controlling water pollution led to sweeping amendments in 1972. As amended in 1972, the law became commonly known as the Clean Water Act (CWA). The 1972 amendments: • Established the basic structure for regulating pollutant discharges into the waters of the United States. • Gave EPA the authority to implement pollution control programs such as setting wastewater standards for industry. • Maintained existing requirements to set water quality standards for all contaminants in surface waters. • Made it unlawful for any person to discharge any pollutant from a point source into navigable waters, unless a permit was obtained under its provisions. • Funded the construction of sewage treatment plants under the construction grants program. • Recognized the need for planning to address the critical problems posed by nonpoint source pollution. • Subsequent amendments modified some of the earlier CWA provisions. Revisions in 1981 streamlined the municipal construction grants process, improving the capabilities of treatment plants built under the program. Changes in 1987 phased out the construction grants program, replacing it with the State Water Pollution Control Revolving Fund, more commonly known as the Clean Water State Revolving Fund. This new funding strategy addressed water quality needs by building on EPA-state partnerships. • Over the years, many other laws have changed parts of the Clean Water Act. Title I of the Great Lakes Critical Programs Act of 1990, for example, put into place parts of the Great Lakes Water Quality Agreement of 1978, signed by the U.S. and Canada, where the two nations agreed to reduce certain toxic pollutants in the Great Lakes. That law required EPA to establish water quality criteria for the Great Lakes addressing 29 toxic pollutants with maximum levels that are safe for humans, wildlife, and aquatic life. It also required EPA to help the States implement the criteria on a specific schedule. https://www.epa.gov/laws-regulations/history-clean-water-act