This approach is applied to the treatment of pollution from the Kyoto Délejan River and its subsoil waters (hereinafter referred to as the Kyoto Syndrome).

Article 3. The Governments of more than the people of the region along the Thanlejan River (hereinafter referred to as the Government of the people at the district level) should strengthen their leadership in the management of the pollution of the Cycluding rivers, integrate the polluter shipping control into environmental protection planning in the region, coordinate key issues in the effort to address pollution and ensure the necessary financial inputs.

Article 4

The Government's transport authorities at the district level are responsible for overseeing the management of pollution control over the Kyoto Délejan ship and other related shipping activities, and for the specific performance of oversight management responsibilities by the port, the local maritime administration (hereinafter referred to as the maritime administration).

The authorities responsible for sanitation at the district level are responsible for overseeing the receipt, storage, transport and handling of pollutant pollutants.

The sectors of development reform, economic and informationization, finance, rural and urban construction, water, ocean and fisheries, tourism, in accordance with their respective responsibilities, are working on the pollution of river shipping.

Article 5: The structure, equipment and equipment for ship pollution should be consistent with the relevant norms and standards of the State and the province, subject to the legal test of the ship inspection body and maintain good technical conditions.

The existing vessels that cannot meet the requirements for pollution prevention should be adapted to the structure and equipment of ship-based fire pollution, the installation of oil-stressed accommodations (refus), garbage collection tanks, living sewerage storage or environmentally sound treatment devices.

New construction, alteration of ships to use new sources of energy such as liquid gas were encouraged.

Article 6. The ship shall have a certificate and instrument for the lawful and effective prevention of environmental pollution in waters.

The operation involving pollutant emissions should be carried out in strict compliance with operational protocols and be documented in the corresponding records.

Article 7. The ship shall communicate the ship pollutant to the ship's pollutant receiving units in a timely manner. It is prohibited to release directly or dump ship pollutants to the Kyoto Délejan River.

Ship pollutant receipt units receive ship pollutants and should be given a certificate of acceptance by the Maritime Regulatory Authority. The receipt of the certificate shall be kept in the custody of the vessel.

The ship pollutant receipt units should be processed according to the provisions. The reception, treatment of ship pollutants and the introduction of paid services.

Article 8.

In addition to the pre-shipment of ships, hazardous goods and related operations shall be subject to effective anti-polluting measures, such as sealing, chewing, recycling, and, prior to entry and exit.

The packaging and marking of contaminated hazardous goods should be consistent with the requirements and the loading and repelling should be subject to the control of hazardous goods.

Article 9. The ship shall be engaged in the following activities and shall take measures to prevent pollution, such as the construction of the fence:

(i) Removal and refrigeration of persistent oil types;

(ii) The loading of less than 1 (relevant to water), the solvent rate is less than 0.1 per cent of the loading and refrigeration of contaminated hazardous goods;

(iii) Provision of fuel supply services for other ships;

(iv) Other operations that may cause water pollution.

Article 10. Ships, units engaged in fuel supply services should be in compliance with national standards and requirements, with adequate anti-polluting equipment and equipment to obtain operational qualifications under the law.

Article 11. The ports should establish ship pollutant receipts, storage and transport facilities that are adapted to their annexability to meet the requirements of the port vessel.

At a minimum, a water-saving device, a swing-out facility should be set up to build a system for the collection, sediment and reuse of water in the shipment area; and the use of slides such as blues, silos and reals should be used for the storage.

Article 12. The port shall take effective measures to prevent the discharge of the contaminated waters when it engages in the discharge of the pollutant goods. The removal of cargo from contaminated waters should be rapidly disrupted and reported to the Maritime Authority immediately.

In carrying out the loading of contaminated goods by oil, oil and other liquids, the port should be reasonably equipped with the loading system, the construction of contaminated equipment and equipment and operation in accordance with national regulations.

Article 13 units engaged in ship repairs, dismantling, saving, etc. should be equipped with the corresponding anti-polluting equipment and equipment; preventive measures should be taken to prevent oil, gas mixtures and other waste contamination.

Article 14. In the event of a pollution accident in the Kyoto Rélejan River shipping, the accident unit should report immediately to the relevant authorities and to the management body for the construction of the North-South Waterway in the province, taking appropriate measures in accordance with the procedures and requirements for the pollution accident.

The authorities, such as maritime management, environmental protection, should be treated in a timely manner, in response to the pollution accident response process.

Article 15. Recycling and emergency treatment facilities for ship pollutants are provided by the Maritime Authority in accordance with the prescribed standards and are guaranteed by the Government of the current level.

Article 16, after the accident of pollution from the Kyoto Slejand River, environmental protection authorities and maritime administrations should conduct accident investigations and processing in accordance with the provisions.

The persons involved in the investigation, the evidence should not be charged with false information and evidence or be concealed, destroyed.

Article 17

The ship is fined or requires economic responsibility, such as clearance, compensation, for all its owners, operators or interested parties, and shall be subject to financial security prior to departure.

Article 18 Environmental protection authorities or maritime administrations have found that the pollutant shipping of the Kyoto Délejan shall be responsible for the immediate removal or removal of concealments; the unit and individuals are not immediately removed or later removed, and the existence of security concealments can be taken responsible for the suspension, cessation of operations and the prohibition of entry into ports.

Article 19, in violation of the provisions of this approach, provides that the law, legislation and regulations provide for legal responsibility, which is not regulated by the law, legislation and regulations, and are implemented in accordance with the provisions of this approach.

Article 20, in violation of this approach, provides that a vessel directly discharges a ship's sewage or does not provide a certificate of receipt of a ship pollutant, is warned by the Maritime Authority and fines of up to three thousand dollars.

Article 21, in violation of this approach, provides that a ship pollutant acceptance unit does not receive a ship pollutant or is not processed in accordance with the provisions and is subject to a deadline for the authorities responsible for sanitation; and that it is not reformulated for the period of time, with a fine of up to 2,000 yen.

Ship pollutant receipts from false ship pollutant receipts, which are fined by more than three thousand ktonnes of the authorities responsible for sanitation.

In violation of this approach, ports do not establish ship pollutant receipts, storage and transport facilities that are adapted to their ability to annex, are converted by the environmental protection authorities to the time limit; and are less than three million yen fines.

Article 23, in violation of this approach, does not take preventive measures when the units involved in the operation of ship repairs, dismantling, saving, etc. operate, causing water pollution, which is stopped by the Maritime Regulators' Order, the deadline for governance measures to eliminate pollution and fines of over three thousand dollars.

Article 24 Government of the people at the district level and its relevant authorities have one of the following acts in the management of the pollution control and control of the river navigation in Kyoto, disposing of the law by the competent and other direct responsible persons directly responsible;

(i) The structure, equipment and equipment for the prevention of pollution by ships are not inspected by law and are authorized to issue the corresponding certificate;

(ii) The finding that the offence is not investigated, resulting in a pollution accident;

(iii) No timely disposal of reports of contaminated accidents resulting in serious consequences;

(iv) Other abuses of authority, omissions, provocative fraud.

Article 25

(i) Ship pollutant, which means substances caused by ship or related activities for pollution damage to the waters environment, including oil, oil mixtures, residues, washing water, pollution of water, ship garbage and living sewage.

(ii) Pollution of hazardous goods, whether directly or indirectly, into waters, has the effect of damaging biological resources, endangering human health, damaging fisheries and other legitimate activities, damaging the quality of water use and detracting environmental quality.

Article 26

Article 27 of this approach is implemented effective 1 March 2016.