Section 2 Minimum requirements

2.1.1 It is a prerequisite for assignment of the ECO notation that the ship:

1. complies with the Anti-fouling Convention, the Ballast Water Convention and all Annexes to MARPOL - International Convention for the Prevention of Pollution from Ships 73/78, as amended, applicable to the ship;

2. has a valid Safety Management Certificate (SMC), in accordance with the ISM Code issued by the Flag State Administration with which the ship is registered or a duly authorised organisation complying with IMO Resolution A.739(18) – Guidelines for the Authorization of Organizations Acting on Behalf of the Administration – (Adopted on 4 November 1993)Amended by Resolution MSC.208(81) and authorised by the National Authority with which the ship is registered; and

3. is enrolled in LR's Ship Emergency Response Service (SERS) or the equivalent scheme of another IACS Member.

2.1.2 Where a ship, by virtue of its gross tonnage, is not required by the MARPOL Convention to have MARPOL Certification, the following are to be maintained:

1. An Oil Record Book in accordance with MARPOL Annex I of MARPOL 73/78Regulations for the Prevention of Pollution by Oil.

2. A garbage management plan and record book in accordance with MARPOL Revised Annex V of MARPOL 73/78Regulations for the Prevention of Pollution by Garbage from Ships.

2.1.3 Where a ship, by virtue of its gross tonnage, is not required by the Antifouling Convention to have certification, an antifouling system (AFS) declaration in the format shown in Appendix 2 of Annex 4 to the Convention is to be maintained on board. The application of antifouling systems containing TBT above the level specified in the Antifouling Convention is prohibited.

2.1.4 Where a ship, by virtue of its gross tonnage, is not required to have a Safety Management Certificate (SMC), it is exempt from Pt 7, Ch 11, 2.1 General 2.1.2.(b).

2.1.5 High speed craft, as defined in LR's Rules and Regulations for the Classification of Special Service Craft, July 2022, and ships, other than tankers, of less than 400 gross tonnage, will be the subject of special consideration.

2.1.6 Offshore supply vessels that are less than 100 m in length, as per MSC 235(82), are exempt from the requirement to be enrolled in LR’s Ship Emergency Response Service (SERS) or the equivalent scheme of another IACS member. Exempting the requirement for enrolment in SERS, or the equivalent scheme of another IACS member for other vessel types, will be specially considered depending on the vessel’s size and operational profile.

2.2.1 These requirements apply to all installed diesel engines with an individual output power greater than 130 kW, other than those used solely for emergency purposes on the ship on which the engine is installed. There are no specific requirements relating to NO_x emissions from boilers, incinerators or gas turbine installations.

2.2.2 All engines falling within the scope of MARPOL Annex VI, Regulation 13 – Nitrogen Oxides (NOx) are to comply with its provisions and meet the NO_x emission limits applicable to the date of construction of the ship or, where relevant, the engine installation date.

2.2.3  EIAPP certification or Statement of Compliance is to be issued by, or on behalf of, the Flag State.

2.2.4 Alternative arrangements providing an equivalent level of environmental protection will be considered.

2.3.1 Emissions of SO_x are to be controlled by limiting the sulphur content of fuel oils used on board.

2.3.2 The maximum sulphur content of fuel oil to be used on board is not to exceed 0,5 per cent m/m, unless the ship is equipped with an EGCS meeting the requirements of Pt 7, Ch 11, 2.3 Sulphur oxides (SOx) 2.3.6.

2.3.3 Where the grade of fuel normally used cannot be obtained with the appropriate fuel sulphur level, then a better grade of fuel meeting this requirement will need to be purchased.

2.3.4 A fuel oil management system is to detail the maximum sulphur content to be specified when ordering fuel oils and the means adopted to verify that the sulphur content of fuel oils supplied meets that requirement. This management system is to include the practices to be adopted to ensure that appropriate low sulphur fuel oils are used when the ship is within IMO designated ‘Emission Control Areas established for SO_x and particulate matter control’ and/or the jurisdiction of other local, national or regional ‘SO_x Emission Control regimes’ as applicable.

2.3.5 Where testing to determine the sulphur content of fuel received on board is to be carried out, a representative sample is to be drawn at the time of delivery from the ship's bunker manifold using the manual or automatic sampling methods defined in ISO 3170 or 3171, or their national respective equivalents. Fuel sulphur content is to be subsequently determined using the laboratory test method ISO 8754:2003 Determination of sulphur content – Energy-dispersive X-ray fluorescence spectrometry.

2.3.6 If an Exhaust Gas Cleaning System is fitted, it is to be certified to Resolution MEPC.259(68) - 2015 Guidelines for Exhaust Gas Cleaning Systems - (Adopted on 15 May 2015). The system is to be able to operate at all times regardless of the area in which the vessel operates.

2.4.1 These requirements apply to all permanently installed refrigeration and air conditioning installations on board with more than 3 kg of refrigerant. These requirements do not apply to stand-alone refrigerators, freezers and ice makers used in galleys, pantries, bars and crew accommodation.

2.4.2 The use of chlorofluorocarbons (CFC) and hydrochlorofluorocarbons (HCFCs) in existing and new refrigeration or air conditioning installations is prohibited.

2.4.3 Where possible, natural refrigerants, such as ammonia, carbon dioxide and hydrofluoroolefins (HFOs), should be used. Where hydrofluorocarbon (HFC) refrigerants are used, they are to have an Ozone Depleting Potential (ODP) rating of zero and a Global Warming Potential (GWP) of less than 1950, based on a 100- year time horizon.

2.4.4 Systems are to be arranged with suitable means of isolation so that maintenance, servicing or repair work may be undertaken without releasing the refrigerant charge into the atmosphere. Unavoidable minimal releases are acceptable when using recovery units.

2.4.5 For the purposes of refrigerant recovery, the compressors are to be capable of evacuating a system charge into a liquid receiver. Additionally, recovery units are to be provided to evacuate a system either into the existing liquid receiver or into cylinders dedicated for this purpose. The number of cylinders is to be sufficient to contain the complete charge between points of isolation in the system.

2.4.6 Where different refrigerants are in use they are not to be mixed during evacuation of systems.

2.4.7 Refrigerant leakage is to be minimised by leak prevention and periodic leak detection procedures. The frequency of leak detection and the maximum allowable annual leakage rate is dependent on the charge of each system and is specified in Table 11.2.1 Refrigerant leak testing - maximum periodicity.

2.4.8 Records are to be maintained demonstrating that leak testing is carried out in accordance with the periodicity specified in Table 11.2.1 Refrigerant leak testing - maximum periodicity by qualified personnel holding relevant certification, using either direct or indirect measuring methods and calibrated instruments where applicable.

2.4.9 A leak detection system appropriate to the refrigerant is to be provided to monitor continuously the spaces into which the refrigerant could leak. An alarm is to be activated to give warning in a permanently manned location when the concentration of refrigerant in the space exceeds a predetermined limit, (25 ppm for ammonia; 300 ppm for halogenated fluorocarbons). Remedial measures to repair the leakage are to be implemented as soon as practicable after an alarm is activated. Each leak detection system is to be checked at least once every 12 months to ensure proper functionality. The system is to be maintained and calibrated in accordance with the manufacturer’s recommendations and recorded in the log book.

2.4.10 Procedures for refrigerant management including adding and recovering refrigerant charge, leak detection and the means adopted to control the loss and leakage of refrigerants are to be established and implemented.

2.4.11 Refrigerant inventory and log book records are to be maintained covering:

1. Refrigerant added to each system.

2. Refrigerant leaks, including remedial actions.

3. Refrigerant recovered and storage location.

4. Refrigerant disposal including quantity and location.

5. Details of personnel suitably experienced or with an applicable qualification for maintenance of the onboard refrigerant system(s), including relevant certification.

2.4.12 After a leak has been identified, repaired and recorded it is to be rechecked prior to the system entering normal service. All applications, independent of charge size, are to be checked for leakage within one month after a leak has been repaired to ensure that the repair remains effective.

2.4.13 Records demonstrating the implementation of the operational procedures specified in Pt 7, Ch 11, 2.4 Refrigeration systems 2.4.10, as applicable, are to be maintained. These records are to be kept on board for a minimum period of three years, in a readily accessible form, and are to be available for inspection by LR Surveyors, as required.

2.4.14 A refrigerant log book is to be maintained for the lifetime of the system. It must record the quantity and type of refrigerant installed and the quantities added and recovered during servicing, maintenance and final disposal.

2.4.15 All personnel involved in the following activities must be suitably experienced or possess an applicable qualification:

1. installation, servicing or maintenance of the refrigeration equipment covered by the ECO Notation;

2. checking such equipment for any leakages of refrigerant gases; or

3. repairing, or carrying out work to prevent, such leakages.

2.5.1 The use of halon or halo-carbons as the fire-extinguishing medium in fixed fire-fighting systems or portable extinguishers is not permitted.

2.5.2 Where foam concentrates or other chemical or liquid based fire-fighting media with the potential to cause environmental pollution are used, instructions and procedures are to be provided for the safe containment and disposal of spilled media and other contaminated products during routine maintenance and, where practicable, following emergency use.

2.6.1 All ships are to comply with the requirements of Pt 7, Ch 11, 2.6 Oil pollution prevention 2.6.2to Pt 7, Ch 11, 2.6 Oil pollution prevention 2.6.12. In addition, tankers are to comply with the requirements of Pt 7, Ch 11, 2.7 Arrangements on ships carrying oil cargoes in bulk.

2.6.2 Drainage from machinery space bilges is to be discharged to sea in accordance with the requirements of MARPOL 73/78, Annex I of MARPOL 73/78Regulations for the Prevention of Pollution by Oil or retained onboard for discharge ashore.

2.6.3 The oil-in-water content of the water discharged is to be less than 15 ppm. Oily bilge water is to be discharged through approved oil filtering equipment and a 15 ppm alarm combined with a device for automatically stopping any discharge to sea when the oil content in the discharge exceeds 15 ppm. Full records of all discharges are to be kept.

2.6.4 The loading or discharge connections and vent pipes/overflows associated with fuel oils, lubricating oils, hydraulic oils and other oils are to be fitted with drip trays. Drip trays fitted to loading or discharge connections are to be fitted with closed drainage systems except on tankers where alternative arrangements will be considered.

2.6.5 Fuel oil storage, settling and service tanks are to be fitted with high level alarms and/or acceptable overflow systems.

2.6.6 The tank arrangement and engine room management procedures are to ensure that any leakages and waste oil from machinery and equipment are collected prior to disposal ashore or incineration. At all times, there is to be sufficient capacity to store a complete lubricating oil charge from the largest engine used for propulsion or electrical generating purposes. The tank arrangement is to allow the lubricating oil charge subsequently to be renovated or to be discharged ashore.

2.6.7 For those ships which only operate on distillate fuel, the tank arrangements in Pt 7, Ch 11, 2.6 Oil pollution prevention 2.6.6 and sludge tanks may be combined to form a single tank. Where such a combined tank is fitted, the total capacity is to be equal to or greater than the aggregated total of the required individual tank capacities.

2.6.8 The bilge holding tank, the tank arrangements in Pt 7, Ch 11, 2.6 Oil pollution prevention 2.6.6 and the sludge tank are to be arranged to facilitate the periodic removal of accumulated sediments and other material.

2.6.9 Discharge piping systems to deck from the bilge holding tank, and the tank arrangements in Pt 7, Ch 11, 2.6 Oil pollution prevention 2.6.6, are to be separate from the fuel oil loading and transfer systems. Their piping systems are to be terminated with the standard discharge connections specified in MARPOL Annex I, Regulation 13.

2.6.10 Means are to be provided for the collection and recovery of any oil spilled on decks.

2.6.11 For ships delivered after 1 August 2010, fuel oil tanks with a capacity of greater than 60 m³, except overflow tanks, are to be located in a protected location away from the ship’s side or bottom shell plating. Tanks are to be located in accordance with the requirements relating to fuel oil tank protection given in MARPOL Annex I, Regulation 12A.

2.6.12 Procedures covering the handling of all oils and oily wastes are to be established and implemented. As a minimum, these are to cover:

1. loading, storage and transfer of fuel oils, lubricants, hydraulic oil, thermal heating oil and drummed oil products;

2. storage, transfer, discharge and disposal of oily mixtures contained in the ship's sludge, bilge holding and waste oil tanks and machinery space bilges;

3. recovery of any oil spilled on decks.

2.7.1 The constructional requirements of MARPOL Annex I, Regulations 19 and 20, as applicable, are to apply to all oil tankers greater than 600 tonnes deadweight.

2.7.2 Cargo tanks are to be fitted with high level alarms and/or acceptable overflow systems.

2.7.3 The cargo area is to have arrangements to collect accidental outflow of oil under overfilling conditions. Accidental oil spills are to be discharged to a slop tank or collecting tank. These tanks are not be located in the double hull space.

2.7.4 Cargo tank ballasting arrangements and segregated ballast systems are to be connected to separate and distinct sea chests.

2.7.5 A non-return valve is to be provided to isolate the cargo piping system from the sea connections.

2.7.6 Cargo manifold connections are to be fitted with drip trays with closed drainage systems.

2.7.7 Cargo manifold terminal pieces are to be designed, where practicable, in accordance with the relevant Oil Companies International Marine Forum (OCIMF) Recommendations for tanker manifolds and associated equipment.

2.7.8 Procedures covering ship to ship transfer of bulk liquid cargoes are to be established for ships engaged in the transfer of oil cargo at sea (STS Operations as defined in MARPOL Annex 1 Ch 8 Regulation 40 – Scope of application, Regulation 41 – General Rules on safety and environmental protection and Regulation 42 – Notification). These are to be agreed with LR, and implemented.

2.8.1 Where fitted, the sewage treatment system is to be approved in accordance with Resolution MEPC.284.(70) - Amendments to the 2012 Guidelines on implementation of Effluent Standards and Performance Tests for Sewage Treatment Plants (Resolution MEPC.227(64)) - (Adopted on 28 October 2016). As an alternative, a Declaration of Conformity issued under the EU Marine Equipment Directive is acceptable.

2.8.2 The capacity of the sewage treatment system is to be sufficient for the maximum number of persons on board. Treatment capacities are to be as stated in Table 11.2.2 Sewage system treatment capacity.

2.8.3 Procedures for the operation of a sewage treatment system, including the certification of performance, are to be established and implemented. Records are to be maintained of maintenance, repair, remedial work and disinfectant dosing rates.

2.8.4 The manufacturer's restriction on materials, which may be disposed of through the sewage treatment system, are to be clearly displayed at each input point.

2.8.5 The disinfectant dosing points of the sewage treatment system are to be readily accessible. Ready access is also to be provided for the taking of samples.

2.8.6 As an alternative to treatment, sewage and/or grey water may be retained on board. The sewage holding tank(s) and grey water holding tank(s) are to be of adequate capacity, taking into account the operation of the ship, the number of persons on board and other relevant factors (see guidance figures in Pt 7, Ch 11, 2.8 Sewage treatment 2.8.2). The tank is to be fitted with a visual contents gauge and a high level alarm.

2.8.7 Means are to be provided to aerate holding tanks to prevent the development of anaerobic conditions, taking into account MSC/Circular.648 – Guidelines for the Operation, Inspection and Maintenance of Ship Sewage Systems – (Adopted on 6 June 1994).

2.8.8 Records are to be maintained detailing discharges from the holding tank. These are to include:

1. the date, location and quantity of sewage discharged from the holding tank either ashore or at sea in accordance with Resolution MEPC.157(55) - Recommendation on Standards for the Rate of Discharge of Untreated Sewage from Ships - (Adopted on 13 October 2006);

2. rate of discharge of raw sewage;

3. distance from land and ship’s speed, when sewage is discharged to sea.

2.8.9 Ventilation pipes from the sewage system are to be independent of other vent systems.

2.8.10 A suitable piping system from the sewage treatment system or holding tank is to be provided to allow discharge from the system/tank to shore reception facilities. The systems discharge pipe is to terminate with a standard discharge connection complying with the requirements of MARPOL Annex IV, Regulation 10 - Standard Discharge Connections.

2.8.11 Procedures for the cleaning and safe entry of sewage treatment systems and holding tanks, including the use of suitable personal protective equipment, are to be provided and implemented.

2.9.1 Tankers carrying crude oil are required to develop and implement a VOC Management Plan in accordance with IMO Guidelines for the Development of a Volatile Organic Compound (VOC) Management Plan for tankers carrying crude oil (Resolution MEPC.185(59) – Guidelines for the Development of A VOC Management Plan – (Adopted on 17 July 2009)) that has been approved by LR or by, or on behalf of, the ship’s Flag State.

2.9.2 For all tankers carrying crude oil, a Vapour Emission Control System is to be fitted which has been designed and constructed in accordance with the requirements of USCG 46, CFR 39 or the IMO Standards for Vapour Emission Control Systems (MSC/Circular.585 – Standards for Vapour Emission Control Systems – (Adopted on 16 April 1992)). A Certificate or Statement of Compliance issued by LR or a competent Authority recognised by LR is to be provided. As an alternative, a self-contained Vapour Recovery System, which is of a type approved by LR and which achieves equivalent performance to the systems above, may be fitted.