Pollution prevention systems

M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G2 January 2021 Marine Engineering UE231

M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G2 January 2021
Preface
573

Marine Pollution Definition
The 1982 United Nations Convention on the Law
of the Sea defined marine pollution as “the
introduction by man, directly or indirectly, of
substances or energy into the marine
environment which results or is likely to result in
such deleterious effects as harm to living
resources and marine life” (article 1.1.4).
574
Definition

Sources
Land-based sources (such as agricultural run-off, discharge of nutrients and pesticides and untreated
sewage including plastics) account for approximately 80% of marine pollution, globally. Marine habitats
worldwide are contaminated with man-made debris. Oil spills remain a concern, though actual spills have
decreased steadily for several decades
Sewage
30%
Farm runoff
20%
Air
Polltants
20%
Maritime
transport
10%
Industrial
wastewater
10%
Offshore Oil
5%
Litter
5%
575

The problem
577

• Toilet waste around 70 LTR/Person/Day and 130 – 150 LTR/Person/Day for washing and grey water.
• Breakdown of row sewage is affected by Aerobic and anaerobic bacteria.
• When the amount of sewage relative to water is small, dissolved oxygen in the water will assist a
biochemical (aerobic) action. which breaks down the sewage into simple, clean components and carbon
dioxide.
• The discharge of large quantities of raw sewage into restricted waters such as those of inland waterways
and enclosed docks, will cause rapid depletion of any oxygen in the water so that aerobic bacteria are
unable to survive.. Anaerobic bacteria are associated with this action which results in the production of
black, turgid water and gases which are toxic and flammable (Methane-Ammonia-Hydrogen Sulphate)
• The process is used deliberately in some shore sewage treatment works to produce gas which is then used
as fuel for internal combustion engines .
578
The problem

Sanitary water
The sanitary system operates on the same Pneupress principle as that described for fresh water. Pumps, if
supplying sea water, are protected by filters on the suction side which require regular cleaning. A few
sanitary systems use fresh or distilled water to reduce corrosion in pipes and flushing valves, particularly
in vacuum systems where water consumption is minimal. Treated liquid effluent is recirculated in the
chemical sewage treatment system.
Black water Toilets Grey water Shower
Urinals Sinks
Hospital Laundry
Galley
No Fat! No Solid Food Waste = Annex V - Garbage
579
Gravity
(l/person day)
Vacuum
(l/person day)
Black water
Black &
Grey water
Black water
Black &
Grey water
Passenger
ships
70 230 25 185
Other ships 70 180 25 135

Sewage Regulations
MARPOL 73/78 Annex IV
• Entry into Force: 2003 (after 30 years after adoption !),
• After Initial Survey an International Sewage Pollution Prevention Certificate shall be issued.
• Application: The provisions of this Annex shall apply to the following ships engaged in international voyages:
1. new ships of 400 gross tonnage and above; and
2. new ships of less than 400 gross tonnage which are certified to carry more than 15 persons; and
3. existing ships of 400 gross tonnage and above, five years after the date of entry into force of
this Annex; and
4. existing ships of less than 400 gross tonnage which are certified to carry more than 10 persons,
five years after the date of entry into force of this Annex.
580

Regulation 11
The discharge of sewage into the sea is prohibited, except when:
1. the ship is discharging comminuted and disinfected sewage using a system approved by the
Administration in accordance with regulation 9, paragraph 1.2 of this Annex at a distance of more than
3 nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a distance
of more than 12 nautical miles from the nearest land, provided that, in any case, the sewage that has
been stored in holding tanks shall not be discharged instantaneously but at a moderate rate when the
ship is en route and proceeding at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the Organization; or
2. the ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements referred to in regulation 9, paragraph 1.1 of this
Annex, and
I. the test results of the plant are laid down in the ship’s International Sewage Pollution
Prevention Certificate; and
II. additionally, the effluent shall not produce visible floating solids nor cause discoloration of
the surrounding water.
581

Conclusion
• Within 3 NM from nearest land:
No discharge is permitted except from Sewage treatment plant approved by flag state administration
• Between 3 and 12 NM from nearest land:
No discharge is permitted except:
1. Approved Sewage treatment plant.
2. Comminuted and disinfected by an approved system.
• Beyond 12 NM:
No discharge is permitted except:
1. Approved Sewage treatment plant.
2. Comminuted and disinfected by an approved system.
3. Sewage which is not comminuted or disinfected (Untreated) provided that the ship is making at
least 4 Knots and the rate of discharge is approved by flag state.
582

Max Discharge rate of untreated Sewage
RESOLUTION MEPC.157(55)
Adopted on 13 October 2006
583

If treated sewage is to be discharged overboard within 3 NM, the plant must conform certain standards:
1. The demand of oxygen (BOD test): Bacteria decompose and in doing so use oxygen. At the end of the process, the
sewage is said to be stable and the activity of the bacteria reduces so that the oxygen consumption reduced. The test
procedure carried out by taking a litre sample and incubating it for 5 days at 20 C with well-oxygenated water can
gauge the effectiveness of sewage treatment. The amount of Oxygen taken up by the sample in milligrams per litre is
termed the biological oxygen demand (BOD). The amount of Oxygen used equates to the further breakdown required.
the BOD value is more detailed as it provides a value for the oxygen needed specifically by bacteria. The higher the
BOD value, the larger the amount of food available for oxygen-consuming organisms.
2. The amount of suspended solids: By filtering a liquid sample and noting the weight increase in the filtering media
after drying out.
3. The amount of certain Coliform bacteria: The e-coliform is a family of bacteria which live in the human intestine.
They can be quantified easily in a laboratory test the result of which is indicative of the amount of human waste
present in a particular sewage sample. The result of this test is called the e-coli. count and is expressed per 100ml.
584
Approved Sewage treatment plant (As per MARPOL)

4. Chemical Oxygen Demand (COD) measures the amount of dissolved oxygen needed to break down the organic
material in a water sample.
5. PH: Chemical and biological reactions in sewage greatly depend on the amount of acid or alkaline present.
Therefore, regular checks on the pH in your sewage effluent are essential. These tests are carried out with a
Universal test tablet and a printed colour strip that covers a pH range between four and ten. The expected level
for your sewage effluents should fall between six and eight.
6. Chlorine: Chlorine is useful for disinfection as it kills bacteria and viruses – it’s been used in water treatment
since the early 1900s. However, it can have a harmful effect on the environment and marine life when released
in wastewater. Free Chlorine is residual chlorine contained in water either as dissolved gas, acid or ions.
Combined Chlorine is the concentration of chlorine that has already gone through a chemical reaction – usually
with ammonia or organic materials. The Total Chlorine is made up of both of these measurements together.
585

• From 1st of January 2010 the new IMO regulation MEPC
159 (55) is in force
1. BOD 25 mg/litre
2. COD 100 mg/litre
3. Total suspended solids 35 mg/litre
4. 100 coliforms/100 ml (max)
5. PH = 6.0 – 8.5
6. Chlorine = 0.5 mg/Litre
MEPC 159 Regulation and ways of sewage treatment on board
586

Approved Sewage treatment plant
Unfortunately these limits are not standardized and may vary from place to place.
MEPC 2
MEPC159
2010
Canada USCG 2 Alaska
HELCOM
(Baltic)
Miami
TSS [mg/l] 100 35 50 150 30 35 <30
Coli [x/100ml] 250 100 200 200 20 100 0
BOD mg/l 50 25 50 / 30 25 <30
Chlorine [mg/l] / 0.5 0.5-1.0 / 0.01 0.5 0
PH / 6.0 - 8.5 / / 6.0 – 9.0 / /
COD [mg/l] / 100 / / / 100 /
Nitrogen [mg/l] / / / / / <20 /
Phosphorus [mg/l] / / / / / <1 /
587

Biological treatment plant
1. an aeration compartment,
2. settling compartment and;
3. a chlorine contact compartment.
The sewage enters the aeration compartment where it is digested by
aerobic bacteria and micro-organisms, whose existence is aided by
atmospheric oxygen which is pumped in. The sewage then flows into
the settling compartment where the activated sludge is settled out.
The clear liquid flows to the chlorinator and after treatment to kill
any remaining bacteria it is discharged.
588
Tablets are placed in the chlorinator and require replacement as
they are used up. The activated sludge in the settling tank is
continuously recycled and builds up, so that every two to three
months it must be partially removed. This sludge must be discharged
only in a decontrolled area.

M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G2 January 2021 589
Biological treatment plant

Chemical Treatment system
• The Pneupress arrangement which supplies liquid for flushing the toilets can
deliver recirculated fluid or, when the vessel is on passage, sea water.
• Capacity of the holding tank is 2 litres per/person/day. The tank is pumped
out at sea, or to shore if the ship is in port for a long period. Tank size is small
because liquid effluent passes mainly to the flushing system
Elsan holding and recirculation (zero discharge) system
590
These are recirculation systems in which the sewage is macerated,
chemically treated, then allowed to settle. The clear, sterilized, filtered
liquid is returned to the sanitary system for further use and the solids are
periodically discharged to a sullage tank or incinerator.
The main advantages are (1) no necessity to discharge effluent or sludge in
port or restricted waters (2) relatively small compact plant. However,
chemical toilets are not always what they should be and with this relatively
complex system increased maintenance is something which does not endear
itself to engineers.

Chemical Treatment system
591
• A retention or holding tank is required where no discharge of treated or
untreated sewage is allowed in a port area. The sewage is pumped out to shore
reception facilities or overboard when the vessel is proceeding on passage at
sea, usually beyond the 12 nautical mile limit.
• Straight holding tanks for retention of sewage during the period of a ship's stay
in port were of a size large enough to contain not only the actual sewage but
also the flushing water. Each flush delivered perhaps 5 litres of sea water.
• The Elsan type plant (Figure) has an initial reception chamber in which
separation of liquid and solid sewage takes place. Wastes drop on to a moving
perforated rubber belt (driven by an electric motor) which the liquid passes
through but solids travel with the belt to fall into a caustic treatment tank.
• Solids are then transferred by a grinder pump to the sullage or holding tank.
The liquid passes via the perforated belt to treatment tanks which contain
chlorine and caustic based compounds. These chemicals make the liquid
effluent acceptable for use as a flushing fluid.

Oil Pollution

Background
Torrey Canyon 1967
 Cargo capacity of 120,000 tons of crude oil
 Navigational error caused grounding ripping open 6 tanks
 31,000,000 gallons of oil leaked
 Oil spread along the sea between England and France
593
Amoco Cadiz 1978
 1974 built Amoco Cadiz carrying 227,000 tonnes of crude oil
 ran aground off the coast of Brittany, France at 10:00 p.m. on
March 16, 1978
 The whole cargo spilled out as the breakers spilt the vessel in
two, progressively polluting 360 km of shoreline
 At the time this was the largest oil spill by tanker ever
registered.

Oil effect
o Environmental
o Health
o Economical
594

MARPOL annex-I discharge regulations
Oil tankers of all sizes (Reg 34)
595

All ships with a GT of 400 or more (Reg 15 A, B)

All ships with a GT of less than 400 (Reg 15 C)

Annex-1 special areas
598
Mitterrandian Sea
Red Sea
Gulf area
North Sea Baltic Sea Black Sea
A n t a r c t i c S e a ( s o u t h o f l a t i t u d e 6 0 d e g r e e s s o u t h )
Wider Caribbean region
(including the Gulf of Mexico and
the Caribbean sea)

Bilge TK Capacity (DNV-GL)
599

Sludge TK Capacity (DNV-GL)
600

OWS Capacity (DNV-GL)
601

Separation Principal
Most separators operate on the principle of
differing densities and the fact that oil being
lighter than water will float to the surface
under the influence of gravity
602

Static separation
• Viscosity of the fluid
• Specific density of fluid
• Specific density of the
particles
• Masses
• Volumes
• Temperature
• Distance traveled
gDF ows )(
6
3
ρρ
π
−=
Where:
Fs is the separating force
D3 is diameter of the globule
ρw is the water density
ρo is the oil densely
603

Oily Water Separator
• Various types of oily water separator have been produced over the years but most of the gravity types
fall far short of the modern requirements. IMO have laid down requirements for separators and they
are:
1. Oil-water separators for bilge and ballast applications should be capable of giving an effluent
containing less than 100 p.p.m. of oil irrespective of the oil content (0 to 100%) of the feed
supplied to the device.
2. Filtering systems are further required to provide an effluent of no more than 15 p.p.m. under all
inlet conditions.
• Most gravity types that have been installed in vessels will give effluents ranging from 50 to 1,500
p.p.m., the following figure is probably an overestimate, 150 p.p.m. would probably be more
realistic.
604

100 PPM - OWS
605
1. The complete unit is first filled with clean water;
2. The oily water mixture is then pumped through the separator
inlet pipe into the coarse separating compartment. Here some oil,
as a result of its lower density, will separate and rise into the oil
collection space.
3. The remaining oil/water mixture now flows down into the fine
separating compartment and moves slowly between the catch
plates. More oil will separate out onto the underside of these
plates and travel outwards until it is free to rise into the oil
collecting space.
4. The almost oil-free water passes into the central pipe and leaves
the separator unit. The purity at this point will be l00 parts per
million or less. An automatically controlled valve releases the
separated oil to a storage tank. Air is released from the unit by a
vent valve.

15 PPM -OWS
606
Oil/water separators using the gravity system can only achieve l00 parts per million and must therefore be used in
conjunction with some form of filter
• The first-stage filter removes physical impurities
present and promotes some fine separation.
• The second-stage filter uses coalescer inserts to
achieve the final de-oiling.
• Coalescence is the breakdown of surface tension
between oil droplets in an oil/water mixture which
causes them to join and increase in size. The oil from
the collecting spaces is drained away manually, as
required, usually about once a week. The filter
inserts will require changing, the period of useful
life depending upon the operating conditions.

Coalescer Filter
• Coalescing media are constructed using
materials that are Hydrophobic (water
repelling) and Oleophilic (Oil attracting)
607

OWS pump selection
• The type of pump used for delivering the oily-water mixture governs considerably the degree of
contamination in the effluent. A large number of bilge pumps are centrifugal and they are often used as
the supply pump to the separator. They churn the supply and produce small oil droplets (less than 200
µm) dispersed throughout the water so that the 100 ppm requirement cannot be met.
• A positive displacement pump e.g. slow running double vane, screw, reciprocating or gear enables a
much better performance to be achieved from the separator as they do not produce large quantities of
small oil droplets.
• The pumping mode is becoming important since it is claimed that with any kind of pump operating in the
suction mode (i.e. pump after the separator) the IMO requirement of 15 p.p.m. or less can be met
without the use of 2nd and 3rd stage filters or coalescer.
608

Sensor

• Two sheathed probes are provided at the highest and lowest levels
of the oil-water interface and a third probe is fitted low down in
the clean water space, the latter acts as an emergency cut out
should priming over occur.
• The probes are connected to an ac circuit very similar t o the dc
Wheatstone Bridge principle.
• Two coils are energized from the supply and two condenser circuits
complete the bridge, one condenser connected to the probe being
the variable in the circuit. The probe and tank form two electrodes
of the variable condenser.
• The capacitance depends on the dielectric constant of the material
between (for given distance apart and electrode size). Thus the
value of the capacitance depends on the material between probe
and tank.
• The bridge when balanced in air would become unbalanced by
change of capacitance in oil or water and the electrical signal could
be magnified and relayed, similarly balance in oil would react to
water, etc.
610
Control and automatic operation

3-Stage Oily Water Separator
611

Automatic oily water separator
612

Modern OWSs
613

ALFAL LAVAL Centrifugal OWS
• A feed pump with variable-frequency drive control directs oily water into
the system from the oily water settling tank or its equivalent.
• After passing through a strainer that traps large particles present in the feed,
the fluid passes through a heat exchanger that raises its temperature to the
required level for optimum separation efficiency (generally 60-70ºC).
• A three-way changeover valve then directs the fluid to the separation stage
if all process conditions, such as feed temperature, feed pressure and
separator speed, fall within pre-set process values. If any process condition is
not met, the valve re-circulates the fluid back to the oily water settling tank.
• The patented XLrator laminar flow inlet device gently accelerates the oily
water into the separator bowl with a minimum of shearing and foaming. This
greatly improves separation efficiency by preventing the splitting of oil drops
and the further formation of emulsions. This is the key to system
performance, compared to other centrifugal separation based systems.
614

• The PureBilge disc-stack centrifugal separator rotates with a gravitational force
of 6,000 G generated at 8,000 rpm. Oil and emulsions are separated from the
oily water and discharged continuously through the oil outlet. Solids that
collect at the separator bowl periphery are discharged intermittently at pre-set
intervals and are directed to a collecting tank for sludge or waste oil.
• A built-in water pump, or paring disc, continuously discharges separated oily
water via the clean water outlet. The destination of the separated oily water
depends upon its oil content, which is continuously monitored at an isokinetic
sampling point by an oil-in-water monitor. If the oil content is below the pre-
set alarm limit, which can be set from zero to 15 ppm, the separated oily water
can be pumped directly overboard or into a ‘clean’ oily water holding tank for
overboard discharge later. If the oil content exceeds the ppm limit, the
effluent is returned for reprocessing.
615

616

The problem

BWM requirements

BWM - Infographic https://youtu.be/aVqzYB5LqYk

BWM

Engine Emissions
8.5 kg/kWh
168 g/kWh
1 g/kWh
14%
Air
cooler
49%
22.3
%
HEAT
BP
EXHAUST
GAS
AIR
FUEL
L.O
21% 𝑶𝑶𝟐𝟐
79% 𝑵𝑵
97% 𝑯𝑯𝑯𝑯
0.5% 𝑺𝑺
97% 𝑯𝑯𝑯𝑯
2.5% 𝑪𝑪𝑪𝑪
0.5% 𝑺𝑺
13% 𝑶𝑶𝟐𝟐
75.8% 𝑵𝑵
5.6% 𝑪𝑪𝑶𝑶𝟐𝟐
5.35% 𝑯𝑯𝟐𝟐 𝑶𝑶
1500 ppm 𝑵𝑵𝑶𝑶𝑥𝑥
600 ppm 𝑺𝑺𝑶𝑶𝑥𝑥
60 ppm 𝑪𝑪𝑪𝑪
180 ppm 𝑯𝑯𝑯𝑯
120 mg/N𝒎𝒎𝟑𝟑
𝑷𝑷𝑷𝑷
??
ENGINE
PROCESS
6%
JW
3%
Lub

Input = ṁ x CV
B.P 49.3%
Jacket water cooling
5.2 %
Exhaust losses
22.3%
Mechanical Energy
Waste Heat
Waste Heat
Thrust
28%
Radiation 0.6%
Waste Heat
Lubrication 2.9%
Chemical
Energy
100% Fuel
171 g/kw.hr
Thrust
T/C
Air Cooler 14.2%
Propeller Losses
10%
Hull
Friction
10%
29%
** All numbers are general and differs according to the ship type, design and technology updates. @ Yasser B. A. Farag 2020
To other waste heat recovery techniques, such as Economizer, Exhaust Gas Boiler, Turbo Generators…
Part of heat can be recovered in the fresh water generator
Waste Heat
627

• ODS
• Sox
• NOx
• CO2
• PM
• Incinerator
• + VOCs from tankers
628
Air emissions

Annex I Annex IVAnnex VAnnex IVAnnex IIIAnnex II
Oil
Oct 2, 1983
155 Countries
99.14% world
tonnage
Noxious
Liquid
Substances
carried in
Bulk
April 6, 1987
155 Countries
99.14% world
tonnage
Harmful
Substances
carried in
Packaged
Form
July 1, 1992
147 Countries
98.54% world
tonnage
Garbage
Dec 31, 1988
New rules from
Jan 01, 2013
152 Countries
98.72% world
tonnage
Sewage
Sep 27, 2003
141 Countries
96.28% world
tonnage
Air
Pollution
May 19, 2005
89 Countries
96.18% world
tonnage
MARPOL 73/78

MARPOL 73/78 Annex VI
• Entered into force on 19 May 2005.
• The adoption of MARPOL Annex VI has followed some years of debate within organizations.
• At the same time the Technical code on the Control of Emissions of Nitrogen Oxides from Marine Diesel
Engines was adopted.
Regulation 12 - Emissions from Ozone depleting substances from refrigerating plants and
fire fighting equipment
Regulation 13 - Nitrogen Oxide (NOx) emissions from diesel engines
Regulation 14 - Sulphur Oxide (SOx) emissions from ships
Regulation 15 - Volatile Organic compounds
Regulation 16 - Emissions from shipboard incinerators
Regulation 18 - Fuel Oil quality.
Regulations 19 – Energy Efficiency on ships

Ozon Depleting Substances ODSs
Annex VI prohibits any deliberate emissions of ODS
• Equipment containing such substances, shall be
delivered to appropriate reception facilities
when removed from a ship.
• Installations which contain ozone-depleting
substances, other than
hydrochlorofluorocarbons, are prohibited
• Installations containing hydrochlorflourocarbons
(HCFCs) are prohibited on ships constructed on
or after 1/ 1/2020.

• Annex VI prohibits any deliberate emissions of ozone-depleting
• Equipment containing such substances, shall be delivered to appropriate reception facilities
when removed from a ship.
• Installations which contain ozone-depleting substances, other than hydrochlorofluorocarbons,
are prohibited
• Installations containing hydrochlorflourocarbons (HCFCs) are prohibited on ships constructed on
or after 1/ 1/2020.
• All the ships subject to the requirements of Annex VI, shall maintain a list of equipment
containing ozone depleting substances and in case a ship will have rechargeable systems
containing ozone depleting substances, an Ozone depleting Substances Record Book shall be
maintained on board.
• The use of Halon in fire extinguishing systems and equipment is already prohibited for new
buildings.
• More restrictive requirements for ozone depleting substances are in place regionally, e.g. in
the European Union (EU). (E.g. EC 2037/2000)
ODS-Regulations

Refrigerant properties
Refrigerant Type Mass * Formula
Boiling
point
C at Atmos
Freezing
point
C at Atmos
Critical
temp (C)
Critical
pressure
(kpa)
Liquide
density
(kg/m3)
ODP ** GWP ***
R-11
CFC
137.37 CCl3F 23.7 -111.1 198 4408 1447 1 3800
R-12 120.91 CCl2F2 -29.75 -160 112 4136 1486 1 8100
R-22 HCFC 86.46 CHClF2 -40.81 -160 96.1 4990 1413 0.05 1500
R134a HFC 102.03 C2H2F4 -26.06 96.67 101.08 4060 1206 0 3260
* The unified atomic mass unit or dalton (symbol: u, or Da) is a standard unit of mass that quantifies mass on an atomic or molecular scale
(atomic mass). One unified atomic mass unit is approximately the mass of one nucleon (either a single proton or neutron) and is numerically
equivalent to 1 g/mol
** The ozone depletion potential (ODP) of a chemical compound is the relative amount of degradation to the ozone layer it can cause, with
trichlorofluoromethane (R-11 or CFC-11) being fixed at an ODP of 1.0. Chlorodifluoromethane (R-22), for example, has an ODP of 0.05. CFC
11, or R-11 has the maximum potential amongst chlorocarbons because of the presence of three chlorine atoms in the molecule.
*** Global warming potential (GWP) is a relative measure of how much heat a greenhouse gas traps in the atmosphere. It compares the
amount of heat trapped by a certain mass of the gas in question to the amount of heat trapped by a similar mass of carbon dioxide. A GWP is
calculated over a specific time interval, commonly 20, 100, or 500 years. GWP is expressed as a factor of carbon dioxide (whose GWP is
standardized to 1)

ODS-Regulations
NASA reports of average minimum ozone over
Antartica, and projections for the future
The ozone layer has recovered
by 1 to 3 percent per decade
since 2000 and is forecasted to
recover completely in the
Northern Hemisphere and mid-
latitude areas in the 2030s,
followed by the Southern
Hemisphere around mid-
century, and Antarctica in the
2060s.

Nitrogen Oxides (NOx)
Oxygen and nitrogen do not react at ambient
temperatures. But at high temperatures, they
undergo an endothermic reaction producing
various oxides of nitrogen. Such temperatures
arise inside an internal combustion engine or a
power station boiler, during the combustion of
a mixture of air and fuel, and naturally in a
lightning flash.
When NOx and volatile organic compounds
(VOCs) react in the presence of sunlight, they
form photochemical smog, a significant form of
air pollution, especially in the summer.
Children, people with lung diseases such as
asthma, and people who work or exercise
outside are particularly susceptible to adverse
effects of smog such as damage to lung tissue
and reduction in lung function
635
Formation of nitric acid and acid rain

MARPOL Annex-VI NOx Limits
636
0
2
4
6
8
10
12
14
16
18
0 130 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2200 2400 2600
TotalweightedNOxemissions[gNOx/kw.hr]
Engine RPM (n)
Tier-1 (Ship/Engine built from JAN 2000) Tier-2 (Ship/Engine built from JAN 2011) Tier-3 (Ship/Engine built from JAN 2016)
17.0
14.4
3.4
9.8
7.7
2.0
ONLY in ECA

NOx-Regulations
637
In accordance with regulation 13.5.2, certain small
ships would not be required to install Tier III engines.
A marine diesel engine that is installed on a ship
constructed on or after the following dates and
operating in the following ECAs shall comply with the
Tier III NOx standard:
1. 1 January 2016 and operating in the North
American ECA and the United States Caribbean
Sea ECA; or
2. 1 January 2021 and operating in the Baltic Sea
ECA or the North Sea ECA.
The emission value for a diesel engine is to be
determined in accordance with the NOx Technical
Code 2008 in the case of Tier II and Tier III limits.

NOx-Treatment
638
Selective Catalytic Reduction (SCR)

NOx-Treatment
639

NOx-Treatment
640
Exhaust Gas Recirculation (EGR) :
In this technology, part of the exhaust gas
after turbocharger is recirculated to scavenge
receiver after passing it through the scrubber
( exhaust gas washing ) unit. Around 50-60%
NOx reduction from tier I is claimed by
making use of EGR. However discharge of
cleaning water requires treatment like
purification and separating exhaust gas
cleaning sludge. As some countries are against
discharge of this water, re-using this water
poses corrosion problem.
NOx reduction takes place due to reduction in
excess air (oxygen content) used for
combustion, addition of CO2 and water vapour
reduces peak temperatures as both have
higher specific heat than air.

Sulphur Oxides (SOx) and Particulate Matter (PM)
Sulfur oxide refers to many types of sulfur and oxygen containing compounds such as SO, SO2, SO3, S7O2, S6O2, S2O2, etc
The Sulphur oxide (SOx) and Particulate Matter emissions from ships will in general be controlled by setting a limit on the
Sulphur content of marine fuel oils as follows:
• 4.50% m/m prior to 1 January 2012
• 3.50% m/m on and after 1 January 2012
• 0.50% m/m on and after 1 January 2020

ECAs

Sulphur Oxides (SOx) and Particulate Matter (PM)

Handling of different fuels
Change-over procedures
Change-over between heavy fuel oil grades is standard practice and so is change-over from heavy fuel oil
to marine diesel oil in connection with e.g. dry-dockings. Change-over from heavy fuel oil to marine gas
oil is however completely different and clearly not common standard. If gas oil is mixed in while the fuel
temperature is still very high, there is a high probability of gassing in the fuel oil service system with
subsequent loss of power. It should be acknowledged that the frequency and timing of such change-over
may increase and become far more essential upon entry into force of ECA’s and the EU proposed
amendments.
Additionally, the time, ship’s positions at the start and completion of change-over to and from compliant
Low Sulphur fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the tanks
involved and fuel used. It can be anticipated that the same will be applicable with respect to the EU
proposal upon entry into force.

Handling of different fuels

Volatile Organic Compounds (VOCs)
646
• During offshore and onshore loading, storage and transportation of crude oil onboard vessels or in oil terminals,
crude oil vapours, also known as volatile organic compounds (VOC), are emitted to the atmosphere. The
emissions vary between 0.1 kg VOC per ton of cargo to 2.8 kg VOC per ton (offshore loading in bad weather).
When liquified, this will be equal to hundreds of barrels of oil. The emissions are a substantial source of lost
financial value and destructive environmental impact.
• Volatile organic compounds (VOC) Emissions from tankers can be regulated by each party to Annex VI in specific
ports and terminals. IMO shall be notified of such requirements min. 6 months before they enter into force and
IMO is to circulate a list of such ports and terminals. The list shall include the notification date on which the
requirements become effective, as well as specification of size of tankers and which cargoes that requires vapour
emission control systems.
• All tankers which are subject to vapour emission control in accordance with above requirements shall be provided
with an approved vapour collection system, and shall use such system during the loading of such cargoes. The
vapour collecting system shall comply with IMO Guideline MSC/Circ.585.
• The revision of Annex VI to MARPOL requires crude oil tankers above 400 grt to implement and keep onboard a
VOC management plan
• The plan is to be ship specific, is to take into account Guidelines developed by IMO

Volatile Organic Compounds (VOCs)
647

Incinerator
648
Incineration of Annex I, II and III cargo residues, of PCB’s
(Polychlorinated biphenyls), of garbage containing more
than traces of heavy metals and of refined petroleum
products containing halogen compounds is always
prohibited.
For all the ships to which Regulation 16 will be
applicable, also incineration of exhaust gas cleaning
systems residues will be always prohibited
Monitoring of combustion flue gas outlet temperature
shall be required at all times and waste shall not be fed
into a continuous- feed shipboard incinerator when the
temperature is below the minimum allowed temperature
of 850°C. For batch-loaded shipboard incinerators, the
unit shall be designed so that the temperature in the
combustion chamber shall reach 600°C within 5 minutes
after start-up and will thereafter stabilize at a
temperature not less than 850 °C.

Fuel oil availability and quality
649
• In general this regulation is not directed to ships, rather to fuel oil suppliers and their control by the
appropriate authorities together with other regulatory aspects. In particular the requirements of
regulations 18.1, 18.2, 18.4, 18.5, 18.8.2, 18.9 and 18.10, together with aspects of regulations 18.8.1,
should be seen as supportive of regulation 14 in respect of those aspects which are outside the control
of the ship owner.
• Regulations 18.6 and 18.8.1 have specific ship (for those that are required to have IAPP Certificates)
related actions concerning the retention onboard of the bunker delivery notes (BDN) for a period of not
less than 3 years following delivery, subject to any relaxation afforded by application of regulation
18.11, and the retention, under the ship’s control (therefore not necessarily onboard although they
should be readily accessible if so required by the relevant authorities), of the representative fuel oil
samples until the subject fuel oil is substantially consumed but for not less than 12 months from the
date of delivery. These requirements apply irrespective of whether or not compliance with regulation
14 - SOx and particulate matter emission control - is complied with by means of bunkering fuel oils
which do not exceed the stated limits.

Energy Efficiency
650

Global warming & GHG
651
• GHG is a gas in an atmosphere that
absorbs and emits radiation within the
thermal infrared range. This process is
the fundamental cause of the
greenhouse effect. The primary
greenhouse gases in Earth's atmosphere
are water vapor, carbon dioxide,
methane, nitrous oxide, and ozone.
• Without greenhouse gases, the average
temperature of Earth's surface would
be about −18 °C rather than present
average of 15 °C.
https://nems.nih.gov

Preface
• ODS
• Sox
• NOx
• CO2
• PM
• Incinerator
• + VOCs from tankers
652

Maritime Transport
• In 2018 ships carried more than 11 billion
tons of cargo by volume and more than 2.5
billion passengers.
• Based on the data collected between 1980 to
2014, a growth of international seaborne
trade by 265% had been observed during that
period (UNCTAD-2019)
• Shipping’s share of global GHG emissions
represents 2.5% of global GHG emissions with
around 1000 million tonnes annually according
to the (Third IMO GHG study 2014).

Comparison of CO2 emissions for different transportation means
Source: IMO GHG Study, 2009
654

Preface
World merchant fleet composition. UNCTAD,
2013
Estimated world seaborne trade by 2050 in ton-miles.
Ančić, A. Šestan / Energy Policy 84
Meeting global GHG reduction target
Source: (MEPC 60/4/9) (IMO Website)
655

Energy Efficiency regulations
656
• EEDI Energy Efficiency Design Index
• EEOI Energy Efficiency Operational Indicator
• SEEMP Ship Energy Efficiency Management Plan
• DCS Data Collection System
EEDI
IMO Energy
Efficiency
Regulatory
Framework
DCS
EEOI
SEEMP
Ship owner
/ operator
Owners /
charterers
Marine Environment Protection Committee of (IMO)
has adopted two major initiatives in July 2011 -
Energy Efficiency Design Index (EEDI) for new ships
and Ship Energy Efficiency Management Plan
(SEEMP) for all ships - which have entered into
force from January 2013.
While the EEDI is in the hands of the shipbuilder,
or the designer, the Ship Energy Efficiency
Management is in the hands of the ship operator
and the Charterer.

EEDI
657
• IMO has established a series of baselines
for the amount of fuel each type of ship
burns for a certain cargo capacity.
• Ships built in the future will have to beat
that baseline by a set amount, which will
get progressively tougher over time.
• By 2025, all new ships will be a massive
30% more energy efficient than those
built in 2014.

EEDI
658

EEDI
659
1. DWT Enlargement
2. Speed reduction
3. Application of new technology

EEDI
660

New Technologies
661
Propeller in Duct

New Technologies
662
Podded Propellers

New Technologies
663

New Technologies
664

New Technologies
665
The air is blown at a constant rate
to form a layer of bubbles, which
reduces the drag and resistance
between the ship and the seawater.
The Air Lubrication System to
continuously replenish the lost air
bubbles ensures that a uniform
layer of air bubbles is maintained
beneath the ship and the desired
effect is produced.

New Technologies
666

New Technologies
667
• Installation: August 2018, Norsepower Two Rotor Sails 30x5
• Two Rotor Sails were installed in August 2018 and underwent testing and data analysis at sea until the end of 2019.
• Independent measurements conducted by Lloyd's Register confirmed savings of 8.2% during the first year of
operation.

SEEMP
668

SEEMP
669

SEEMP
670

07
Training of crew
and staff
Measures for Energy Efficient Ship Operation
671

EEOI
672
• unit: tonnes CO2/(tons x nautical miles)

EEOI
673
EEOI Calculator
Voyage
Fuel
Cf (HFO) Cf (LFO) Cargo Distance Work EEOI (CO2/te.nm)
HFO LFO
1 67 12 3.1144 3.15 23500 770 18095000 1.36206E-05
2 26 6 3.1144 3.15 25000 300 7500000 1.33166E-05
3 52 9 3.1144 3.15 25000 600 15000000 1.26866E-05
4 16 4 3.1144 3.15 24000 200 4800000 1.30063E-05
5 30 7 3.1144 3.15 25000 350 8750000 1.31979E-05
6 17 5 3.1144 3.15 25000 230 5750000 1.19469E-05
7 23 6 3.1144 3.15 22000 340 7480000 1.21031E-05
8 21 6 3.1144 3.15 22000 320 7040000 1.19748E-05
Total 252 55 3.1144 3.15 191500 3110 59895000
Average EEOI 1.5996E-05

EEOI
674
0.00E+00
5.00E-06
1.00E-05
1.50E-05
2.00E-05
2.50E-05
0 1 2 3 4 5 6 7 8 9
EEOI(CO2/TE.NM)
VOYAGE
EEOI by voyage

EEOI
675
0.00E+00
5.00E-06
1.00E-05
1.50E-05
2.00E-05
2.50E-05
0 1 2 3 4 5 6 7 8 9
EEOI(CO2/TE.NM)
VOYAGE
EEOI by voyage

EEOI - FLeet
676

Conclusion
677
All shipsNew ships
Design Construction Sea Trail Operation
Calculate
EEDI
Verified
EEDI Verified
EEDI
Planning Implementation
MonitoringEvaluation
• Speed optimization
• New Technologies
• Engine enhancement
• Design improvement
• Renewable energy
• Slow steaming
• Weather routing
• Maintenance
• Crew awareness
• Trim optimization
• Just in Time
• Retrofits
• Paints
𝑬𝑬𝑬𝑬𝑬𝑬𝑬𝑬 =
𝑭𝑭𝑭𝑭𝑭𝑭 × 𝑪𝑪
𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪 𝑪𝑪 × 𝑽𝑽𝑽𝑽
EEDI

• If my ship accidentally spills oil, what should I do?
First, stop the flow of oil. Secondly follow procedures to report the spill as shown in your SOPEP manual.
Third you must record the event as soon as practicable in your Oil Record Book.
• If we are processing oily water through our oily water separator (OWS), how far offshore must the
vessel be to comply with MARPOL?
Within Regulation 15 of MARPOL Annex I there are no distance from land requirements for operation of the
OWS. If your vessel is within a "Special Area", other considerations apply. However, there are specific
distance requirements for some nation's territorial waters which you need to check depending on your
vessel's trade routes.
• If our oily water separator (OWS) or overboard discharge monitoring equipment (OCM or ODME)
breaks down, what should we do?
Immediately stop the flow of effluent overboard. Promptly record the failure of the equipment in the
applicable section of the Oil Record Book. Retain all oily water onboard until you can either repair the
equipment or discharge the oily water to an approved reception facility.
• During a Port State inspection can the inspector make copies of our Oil Record Book?
Yes, MARPOL specifically allows this so long as the vessel will not be unduly delayed. A copy of the Oil
Record Book may be used in court as evidence.
FAQs
679

• How are MARPOL Regulations enforced?
Each participating country adopts the MARPOL Regulations as part of their national laws. Each country has a
law enforcement agency that can arrest and detain MARPOL Regulation violators, if appropriate.
• If my vessel is found to violate MARPOL regulations, what might happen?
Your vessel may be detained, the owners/operators fined and placed on probation and the involved crew
member may be imprisoned and/or fined. Many companies have been fined millions in US Dollars for MARPOL
violations worldwide.
• Is there any circumstance in which it is legal to dispose of plastic overboard?
Only in the extreme circumstance for the purpose of securing the safety of the ship and those on board and
the circumstances must be recorded in the Garbage Record Book.
• Is it legal to dispose of incinerator ash overboard?
No. Incinerator ash must be disposed of ashore and recorded in the Garbage Record Book.
• In which countries are the MARPOL regulations most often enforced?
MARPOL regulations are enforced in all maritime nations signatory to the MARPOL conventions.
680
FAQs

• How should I report an oil spill?
Following Article 8 of the MARPOL Regulations, the report of the incident shall be made without delay to the
fullest extent possible to the nearest applicable Coastal State authority.
• How do the MARPOL regulations define petroleum or oil?
MARPOL defines Oil as petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined
products (other than those petrochemicals which are subject to the provisions of Annex II of the present
Convention).
• Is it legal to carry oil or oily water in a forepeak tank?
If the vessel has been constructed after 1982 then it is prohibited.
• Who is required to make the entries in the Oil Record Book?
The Officer in Charge of the operation must be the one who signs the entry and it must be done without
delay upon completion of the operation. This does not automatically mean the Chief Engineer for engine
space operations and the Chief Officer for oil cargo operations. It should be the officer supervising the
operation.
• In the MARPOL regulations what does the word "dispose" mean?
Dispose means disposition or movement of oily water, sludge, or oil from one place to another either within
the vessel or off of the vessel.
681
FAQs

• How many Annexes are there in MARPOL?
There are 6 Annexes in MARPOL dealing with pollution from oil, noxious liquid substances in bulk, harmful
substances carried in packaged form, sewage, garbage and air pollution.
• How long must an Oil Record Book be maintained aboard a vessel?
Three years after the last entry in the Oil Record Book.
• How can I learn more about the crude oil washing system aboard a vessel?
Tankers operating with crude oil washing systems must have on board an approved Operations and Equipment
Manual for COW.
• What does the acronym SOPEP stand for?
Shipboard Oil Pollution Emergency Plan.
• How should I dispose of batteries from a ship?
Used batteries should be segregated and stored on board for return to the supplier, battery recycler or
approved reception facility.
682
FAQs

• How accurate must the quantities entered in the Oil Record Book be?
The entries made in the ORB must be as accurate as possible, however MARPOL regulations stipulate the
limited accuracy of tank measurement devices, temperature variations and clingage will affect the accuracy
of these readings and the entries in the ORB should be considered accordingly.
• Is the Chief Engineer required to sign the Oil Record Book?
Only if the Chief is the person supervising the activity being recorded or if this has been made a requirement
of an Environmental Compliance Plan or company policy.
• What are the options for a vessel to dispose of plastics?
They may either be disposed of ashore, or incinerated aboard so long as the plastic does not contain toxic or
heavy metal residues (e.g. PVC plastic except in shipboard incinerators for which IMO Type Approval
Certificates have been issued.).
• Are fresh fish and parts thereof regulated by MARPOL?
No they are excepted.
• When making entries in the Garbage Record Book, what unit of measurement is used?
Cubic Meter by category of garbage.
683
FAQs

• Are lifeboat engines and emergency diesel engines regulated by MARPOL Annex VI?
No they are excepted.
• What is the maximum sulphur content allowed in fuel oil used on board a ship?
The maximum sulphur content will depend on the grade of fuel in use and the vessel's location at the time of
consumption. 0.5% m/m is the overall maximum, but it can be as low as 0.1 % m/m in SECAs.
• When a vessel is operating within an emission control area, what is the maximum sulphur content
allowed (unless the vessel is fitted with an approved exhaust gas cleaning system)?
0.1 % m/m. However, this depends on the grade of fuel being consumed and the location of the vessel.
• How long must a bunker delivery note be kept on board a ship and readily available for inspection?
3 years
• How long must representative sample of the fuel oil delivered be retained?
Until the fuel is substantially consumed, but in any case for a period of not less than 12 months.
• Where can a crew member find the sulphur content of the fuel onboard?
By reviewing the appropriate Bunker Delivery Note.
• How long must a Garbage Record Book be retained onboard?
For two years from the date of the last entry.
http://www.marpoltraining.com
FAQs

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