MARPOL Annex VI Air Pollution
MARPOL Annex VI
Entry-into-force, background, application & ratification status Survey and certificatsion Scope of air pollution prevention requirements ? Ozone depleting substances – (Regulation 12) ? NOx – (Regulation 13) ? SOx & SECA’s – (Regulation 14) ? VOC – (Regulation 15) ? Incineration – (Regulation 16) ? FO quality – (Regulation 18) Survey and Port state Inspections Regional requirements in the EU, USA and Norway Revision of Annex VI & Future developments
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Regulation 12,Ozone Depleting Substances
Prohibits deliberate emissions, to be delivered to reception facilities Halons and CFC’s prohibited in new installations. HCFC’s (e.g. R22) accepted in new installations until 1. January 2020.
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Regulation 12 ,Ozone-Depleting Substances
What are they (but not limited to): - Halon 1211 - Halon 1301 - Halon 2402 - CFC-R11 - CFC-R12 - CFC-R13 - CFC-R113 - CFC-R114 - CFC-R115 - HCFC-R22
HFCs are not ozone depleting and is not regulated by Annex VI Commonly used HFCs:
R134a, R152a R404a, R407c
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Regulation 13: NOx Emission limits
Entry into force 1 July 2010
NOx limit for fuel oil
Tier I Tier II Tier III
Requirement 17.0 g/kWh (= today) 14.4 g/kWh 3.4 g/kWh
Enforcement 1-JanShips constructed 1-Jan2000 1-Janto 1-Jan-2011 1Ships constructed after 1JanJan-2011 1Ships constructed after 1JanJan-2016 and operating in ECAs
Ships (>5MW) constructed 1-Jan-90 to 1-Jan-00 to comply with Tier I, provided approved method for NOx reduction is available and cost effective
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NOx Emission limits
Ship Constructed (≥ 1 January) ≥ 1990 to 2000 Retroactive to existing engines 2000 ≤ x <2011 2011 ≤ x <2016 ≥ 2016 Application of Requirements Engine size > 5000 kW and ≥ 90 liters Emission Limits Compliance at engine’s delivery except as below 1st IAPP Renewal Survey ≥ 12 months after IMO advised by Party of availability (physical and cost) of “upgrade kit” * ---Tier II Tier III Operation outside of ECA Operation within ECA Relative NO2 Reduction from Tier I Current 15.5% - 21.8% 80%
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Tier I
> 130 kW Ships ≥ 24m L or total propulsion power ≥ 750kW
Total Weight of NO2 Emission (g/kWh) RPM Tier I Tier II Tier III
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< 130 17.0 14.4 3.4
130 ≤ n < 2000 45.0*n(-0.2) 44.0*n(-0.23) 9*n(-0.2)
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≥ 2000 9.8 7.7 2.0
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Regulation 13 - NOx Certification
Required for diesel engine with output greater than 130 kW on ships keel laid on or after 1 January 2000 or major conversions of engines after this date Certification of engines according to the NOx Technical Code - EIAPP Certificate
18 16 14 12 10 8 6 4 2 0 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 Rated engine speed (rpm)
Not for: - emergency diesels - life boat engines - boilers
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g r a m N O X /k W h
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Regulation 13 – NOx Verification Methods
Parameter check method
Verify that the following documentation is onboard:
EIAPP Certificate and Technical file for each engine Record book of engine parameters for recording all of the changes made to engines NOx influencing components and settings spare parts as per specification in technical file need be used.
Simplified Measurement Method test cycle in technical file
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Verification tests during periodical and intermediate surveys according to
Performed more or less like the parent testing on testbed Full load running of the engine for about 20 minutes 10% deviation from the applicable NOx limit is allowed
Direct measurement and monitoring method
Direct measurement of the NOx emissions during the engine operation
Spot checks logged with other operating data on a regular basis Continuous monitoring and data storage Data must be taken within the last 30 days and must follow technical code Monitoring records to be kept onboard for at least three months any system or procedure utilised to monitor engine NOx emissions by the direct measurement method shall meet the requirements of MEPC Resolution 103(49)
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Regulation 13 – installed engine, major conversion and exempted engines
Installed engine: “installed” relates to an engine that is permanently secured or connected to the ship’s structure, fuel / coolant / exhaust systems or power systems (IACS UI MPC 16) Major modification:
The engine is replaced by a new engine built on or after 1 January 2000, A substantial modification (changing camshaft, fuel injection system, or any nox setting or component), The maximum continuous rating of the engine is increased by more than 10%
Exempted engines: In addition to lifeboat engines and emergency engines
Reg. 19 (2) d) ”Emission from diesel engines that are solely dedicated to the exploration, exploitation and associated offshore processing of sea-bed mineral resources” are consistent with article 2(3)b(ii) of the Convention , exempt from the provisions of this annex
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Latest MARPOL Annex VI revision
Update - IMO MEPC58 - Adopted 9 October 2008 – Enter into force 1 July 2010
Sulphur limit for fuel oil
Global
Sulphur content 4.50% 3.50% 0.50% 1.50% 1.00% 0.10%
Enforcement [Prior to 1 January 2012] [1 January 2012] [1 January 2020]* [Prior to 1 July 2010] [1 July 2010] [1 January 2015]
ECA (SECA)
*Subject to a review of fuel availability in 2018, with the option to delay the 0.5% sulphur global cap by five years
Abatement technology (ex Scrubbers) is an "equivalent measure". This means that an Administration may allow abatement technologies, but the Administration (and not the ship) have to acknowledge that: They have equivalent efficiency in terms of SOx, PM and NOx emissions. That they operate within the requirements of the IMO guidelines That they do not harm the environment.
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Possible new SECAs
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Next ECA – USA + Canada
Annex VI entered into force for the U.S. on January 8, 2009 (Canada has yet to ratify Annex VI)
Annex VI entered into force ECA application from US and Canada submitted in March 2009. U.S. on January 8, 2009
for the
Earliest possible approval date is at the MEPC 60 meeting, which is anticipated to take place in March 2010. If approved, it is expected to enter ECA application from US and it will require all ships within 200 into force as early as August 2012 and Canada submitted Annex VI 2009. nautical miles to use low sulphur fuel according to Marpolin MarchECA limits
Earliest possible approval date is at the MEPC 60 meeting, which is anticipated to take place in March 2010. If approved, it is expected to enter into force as early as August 2012 and it will require all ships within 200 nautical miles to use low sulphur fuel according to Marpol g3 Annex VI ECA limits
200 nautical miles
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Slide 12 g3
gkje, 2009-04-07
***Until 01 July 2010***
***Until 01 Jan 2012***
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EU Directive – from January 01, 2010
Vessels have 2 hours to change over completely to 0,1% S fuel after arrival/berthing according to some European ports If the Main Engine is not operating during the time spent at berth, it can be shut down and started up on a fuel exceeding the 0.1% sulphur limit (i.e. Heavy fuel Oil). O.1% limit will be interpreted as 0.10% by some European Ports and 0.14% by others. Sulphur results according to ISO 8217 are reported with two significant figures.
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Californian regulations - CARB
Fuel requirements apply to ocean-going vessel main (propulsion) diesel engines, auxiliary diesel engines, and auxiliary boilers when operating within the 24 nautical mile regulatory zone off the California Coastline.
Effective date July 1, 2009 January 1, 2012
Fuel*
Phase I Fuel requirement Marine gas oil (DMA) at or below 1.5% sulfur; or Marine diesel oil (DMB) at or below 0.5% sulfur Phase II Fuel requirement Marine gas oil (DMA) or marine diesel oil (DMB) at or below 0.1% sulfur
*DMA and DMB are marine grades of fuel as defined in Table I of International Standard ISO 8217:2005
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California Requirements
CARB
- Max 0.5% MDO (DMB) or 1.5% MGO (DMA) within 24 nm zone in aux. engines - 0.1% MGO as of 2010 - Abatement technology Non compliance fees
Port visit 1st port visit
DE Vessel $32,500
Other Vessels $13,000 $26,000 $39,000 $52,000 $65,000
2nd port visit $65,000 3rd port visit 4th port visit 5 or more visits
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$97,500 $130,000 $162,000
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Operating in SECAs
Operation on LSFO all the time Changeover to LSFO Scrubbing Any other technological method
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LSFO Change-Over
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Change-over Procedures and Recording
Completed when the ship enters the SECA. Upon completion of change-over the ship shall record the following: - Volume LSFO per tank onboard. - Date + Time of completion. - Ship position. It is strongly recommended to have fuel change-over procedures onboard
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H.F.O.
H.F.O.
Slo H.F.O. H.F.O. H.F.O. p settl. Service Settling tk tank no 2 Tank Tank P no.1 & 2 no.1 Room
Slop tk
H.F.O. H.F.O.
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Upgrading to dual service tanks
Steel work:
- The tank can possibly be divided on the middle by welding a bulkhead to fit the existing tank measurements. 1 manhole and a ladder need to be installed in the service tank, facing the engine room.
Outfitting of tanks:
The service tank should be equipped with the following devices Level Indicator Alarm High Level Transmitter Temperature Indicator Alarm High Temperature Transmitter Heating coil Float switch The new LSHFO tank needs to be fitted with following piping: 1 new vent line 1 new overflow from service to Settling tank 1 new drain line 1 new filling line from purifier 1 new line for M/E 1 new line for G/E
Piping
Valves
- Quick closing valves need to be installed on the outlets to the M/E and G/E.
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2. Areas of challenge These issues are: Low viscosity Lubricity Acidity Flashpoint (MGO/MDO/HFO) Ignition and combustion quality Increased catalytic fines
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(MGO) (MGO/MDO) (MGO/MDO/HFO)
(HFO)* (HFO)*
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* May be affected through blending with some “Cutter Stocks”
Machinery Challenges: 1) Low Viscosity
Low sulphur MGOs often have a viscosity that is lower than that of MGOs with “normal” sulphur levels Most marine equipment designed for the use of MGO or MDO requires a fuel viscosity no lower than approximately 2.0 cSt (mm2/s) at operating temperature. Low sulphur MGO’s typically have a viscosity in the lower part of the allowable range (1.5 - 6.0 cSt at 40° stipulated b y ISO 8217. C) Unless the fuel oil is cooled, the operating temperatures of the fuel will normally be in excess of 40° C.
Consider fuel bunker specifications (referring to 40° with sufficiently high C) viscosity in order to compensate for the raise in temperature of the fuel in the system.
Possible problems caused by low viscosity:
A. B.
Increased internal leakage in fuel pumps Increased flow rates through nozzles, restrictors and injectors
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Machinery Challenges: 2) Lubricity
Lubricity Is directly related to the viscosity With decreasing viscosity, the lubricity of a liquid decreases Possible result: Components that depend on the pumped medium for lubrication, such as plunger pumps, can experience insufficient lubrication.
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Machinery Challenges: 3) Alkalinity
Decrease in a fuel’s sulphur content, results in decreased acidity Many cylinder oils are chosen so that their alkalinity neutralizes the corrosive acids in the fuel.
When the fuel’s sulphur content is lowered, the alkalinity of the lubrication oil should be adjusted accordingly or the increased build up of deposits might be the result.
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Machinery Challenges: 4) Low flash point
Low sulphur fuels may be manufactured by mixing a fuel with a normal sulphur grade with one that has a very low sulphur content. These lighter fractions often have a flashpoint which is lower The lower limit for DMX grade fuel, is 43° C. The flashpoint of a mixture will often be lower than that of the original fuel. It may even drop below the minimum allowable limit, 60° for C, fuels used on board ships.
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Ref. is made to req. for
Machinery Challenges: 5) Ignition and combustion problems
Because of the way in which some of today’s low sulphur HFOs are produced, they are more likely to have poor ignition and/or combustion properties This may cause ignition delay and incomplete or late combustion. - Starting difficulties - Knocking - Increased likelihood for fouling of machinery. Fouling may cause serious engine damage, e.g. - collapse of piston rings, - blow by, - burned down piston crowns, - worn/ cracked cylinder liners, - broken or bent exhaust valves. The blending in of low sulphur “Cutter Stocks” may also have an adverse effect on the ignition/combustion properties.
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Machinery Challenges: 6) catalytic fines
Data collected by DNV Petroleum Services show that, with the progress in oil refining technologies, the content of catalytic fines (cat-fines) in fuels has increased during the past two decades. More recent data also show that the introduction of a sulphur limitation of 1.50% for some HFO grades has led to an even greater proportional increase in cat-fines for these types of fuels. Cat-fines are small, hard and incombustible particles that can be left in the fuel oil after refining. When not removed, these particles, typically Aluminium-Silicon oxides Will lead to e.g. increased cylinder-, piston ring- and groove wear and the seizure of barrel-pumps and fuel valves.
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Appendix A - Class requirements Class requirements as to the modification of machinery, systems and components for the use of low sulphur and low viscosity marine distillate fuel
A. General
This guideline describes the documentation required for plan approval and survey of modifications of machinery, systems and components that are likely to be carried out in order to operate on low sulphur and low viscosity marine distillate fuel. As scope of modification will vary from vessel to vessel, the plan approval shall be considered on a “case by case” basis, thus documents submitted shall be vessel specific. Components and systems are to be arranged with redundancy so that a single failure of any active component or system does not cause loss of any main function. Redundancy can either be arranged as component redundancy or system redundancy.
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Appendix A - Class requirements continued
B. Document requirement
The following documentation shall be submitted: General - Functional description of the new/modified system(s), including their technical specifications, and interfaces towards other systems. - Test program describing initial test condition, what and how to test including related acceptance criteria. Machinery - Description of modification to existing machinery/components. Electrical - Overall single line diagram. - Schematic diagram of starter motor for essential services. - Load balance calculation (applicable if new installation >100kW).
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Appendix A - Class requirements - continued
B. Document requirement - continued
Piping - Schematic drawing of the modified piping system clearly indicating modifications made. Control & Monitoring - Description of modification to existing control and safety system. - Circuit diagrams showing modifications on control and safety system including power arrangement. - Data sheets with environmental specifications. - Arrangement of alarm for marine distillate fuel oil high/low temperature or low viscosity.
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Appendix A - Class requirements - continued
C. Inspection and Testing
The installation shall be subject to survey by the Society in accordance with approved plans and documentation. The followings are considered as within scope of survey; - Verification of the modification for compliance with the approved plans and associated approval letters. - Verification of material and/or component certificates as applicable. - Verification of compliance with SOLAS - SOLAS II-2 Reg.15 regarding hot surface insulation and oil fuel lines screening. - Witnessing of NDT and hydraulic pressure test as applicable. - Functional test of system and components including associated control, monitoring and alarm systems.
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Appendix B - Statement
Provided applicable documentation as described in Appendix A is submitted for approval, DNV will upon request from the owner issue a statement of “Class approved retrofit plan”. This statement will include a summary of main scope of modifications as described in the submitted documentation. The statement will also reflect the progress of the approval and the inspection and testing to be carried out by DNV.
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Appendix C - Class notation ECA(SOx)
DNV has developed a new voluntary class notation ECA (SOx) Sets a new standard for design of fuel oil systems as well as required modifications for machinery components to enable consumption of low sulphur and low viscosity marine distillate fuel oils (marine gas oil). Can be given to both new and existing ships.
ECA denotes that the vessel is adapted to operate within Emission Control Areas as per Annex VI of MARPOL 73/78. SOx denotes that the vessel is adapted to comply with SOx regulations within Emission Control Areas as per Annex VI of MARPOL 73/78 and can operate safely on marine distillate fuels with very low viscosity (2 cSt) and sulphur content (0.10%) for an unlimited or specified number of operating days.
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Appendix C - Class notation ECA(SOx) continued
Can be applied to vessels where all machinery components:
- Main propulsion plant - Power generation plant - Steam/thermal oil plant - Inert gas plant and incinerator etc. are arranged to change between residual oil and marine distillate fuels, and can safely operate on marine distillate fuels over a specified period of time.
The Rules are also applicable to vessels that will continuously operate on marine gas oils and also vessels with approved abatement technology.
The Rules will have impact on vessel designs, in particular related to additional marine distillate fuel tank capacity and arrangements, as well as design of certain machinery components and design of fuel oil piping systems.
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It will also have impact on design of boiler burner arrangements and control systems.
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Double service and settling tanks (Fuel)
Overflow pipe
To engines
Service Tank 12 hrs MCR
Settling tanks, 24 hrs MCR
Settling tank
Service tank To engines
H.F.O Low H.F.O. Sulpur storage Tank tank
H.F.O. storage tank
Min 500 mm F.O. heaters Fuel oil purifier Transfer pumps
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Seawater scrubbing
Cleaned exhaust gas
Outlet (6) Seawater inlet (1) SWS SWS water (2) hydrocyclone (5)
Cooling water Exhaust gas
sludge settling Tank (4) Tank (3)
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Seawater scrubbing
Can achieve up to 98% reduction of SOx, 80% reduction of PM and 20% reduction of NOx May require very high seawater flow rate / or additional chemical additives Scrubber allows for use of cheap HSFO inside and outside SECAs Needs to be type approved according to IMO resolution MEPC.130(53) or fitted with continuous emissions monitoring system Needs to be designed of very corrosion resistant materials Requires wash water treatment system (HC, ash vanadium etc) Requires large space onboard High investment cost: 80 – 300 Euros / kW
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Regulation18 - Fuel Oil Quality
Delivered from authorised supplier
- Free from inorganic acids - Not include chemical waste - Within NOx and SOx limits
Bunker delivery notes to be kept on board for 3 years Sample to be kept until substantially consumed and not less than 12 months
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一、MARPOL公约附则VI的要求 船用柴油机动力装置废气排放中所含的有害污染物质是不容忽视的污染源.美国研究人员的一项调研成果报告指出:航行于各大洋上的以柴油机作为动力的船只每年向大气排放约1000 万吨氮化物 和850 万吨硫化物，其对海洋大气造成的污染程度要比人们想象的严重得多.对此，许多发达国家、国际机构已采取立法措施，对柴 油机有害排放制定排放标准，以控制并减少其对生态环境的危害. 国际海事组织MEPC第57届会议对MARPOL73/78公约1997年议定书进行了修正，新增了MARPOL73/78附则VI《防止船舶造成大气污染规则》，于1997年9月26日通过，2005年5月19日生效，2006年8月23日起对我国生效。随着2008年初肯尼亚、塞拉利 昂、中国香港的加入，至今批准加入MARPOL73/78附则VI的国家已有49个，商船总吨位达全世界商船总吨位的74.77%。 MARPOL73/78附则VI适用于400总吨及以上的国际航行船舶，以及所有移动式或固定式海洋钻井平台及其它平台。 MARPOL73/78附则VI由19条规定组成，其中关于控制海上柴油机氮氧化物排放的技术规范（氮氧化物技术规范）。
( 1）新主机。MEPC通过了关于新主机（根据其安装日期）的更为严格的氮氧化物排放标准修正案： 等级I：2000年1月1日后至2011年1月1日前安装于船上的柴油主机，根据已生效的MARPOL附则Ⅵ适用17 g/kWh的标准； 等级II：2011年1月1日后建造或装船的柴油主机NOx排放标准减少到14.4 g/kWh； 等级III：2016年1月1日以后安装的柴油主机的NOx排放标准为3.4g/kWh。 （2）现有主机。对1990年1月1日后2000年1月1日前安装的输出功率为5,000 kW，单缸排量为90L及以上的柴油发动机，可以使用17.0 g/kWh的氮氧化物排放标准。 （3）NOx技术规则。MEPC批准了2008年出台修订的氮氧化物技术规则。新的技术规则包括新的第7章，对2000年前发动机氮氧化物排放进行了规定。并对现有发动机的直接测量和进行监测的方法以及发证程序，以及对适用等级II和等级III的发动机的测试程序作出了规定。
MARPOL附则IV(防止生活污水污染规则)的修订和理解 上海国际海事信息与文献网发布时间:2007-03-23 浏览:1857 1 附则IV的出台及修订背景 为防止船舶排放生活污水污染海洋环境，IMO海上环境保护委员会(MEPC，以下简称海 环会)于1973年通过了MARPOL 73/78防污公约附则IV(防止船舶生活污水污染规则)以加 强对船舶生活污水的管理，减少对海洋环境的污染。然而，在1973年MARPOL 73/78附则 IV通过后到2000年3月13日的IMO海环会44届会议召开时的27年中，仅有占世界商船总吨位的43%的77个国家接受了MARPOL 73/78附则IV，还达不到所要求的生效条件。 为使附则IV尽快被更多的国家接受，同时为了使《国际防止生活污水污染证书》的检 验与发证与协调检验发证体系相符，海环会在2000年3月第44次会议上审议了MARPOL 73/78公约附则IV修正案，以MPEC.88(44)大会决议批准，并规定在原附则IV生效后实施。 经修订的附则IV，充分考虑了各国之间履约的实际困难，适当缩小了原附则的适用范围，并适当降低了排放控制标准，以期能被更多的国家所接受而尽早达到公约所要求的生 效条件。因此，越来越多的国家接受该附则。至2002年底，就有另外三个国家宣布接受附 则IV。 2002年9月26日，随挪威签署批准加入MARPOL 73/78原附则IV的文件后，已累计有88个国家加入，而且这些国家所拥有的商船总吨位占世界商船总吨位的51%，原附则IV已达到了MARPOL公约第15条(2)规定的生效条件，于2003年9月27日生效，海环会海为此专门在2002年10月1日以PMP(157)号通函形式对外发布了原附则IV的生效通知。 2003年7月14日至18日召开的MEPC第49次会议注意到，原附则IV将于同年9月27日生效，决定在海环会第51次会议上通过经修订的附则IV，随后海环会第51次会议以第115(51)号决议通过经修订的MARPOL公约附则IV，并规定经修订的附则IV将于2005年8月1日生效。至2004年5月，宣布接受原附则IV的国家累计达到了95个之多。
《MARPOL73/78》附则VI简介 MARPOL公约附则Ⅵ防止船舶造成大气污染规则于2005年5月19日生效，在有关修正案生效1年后，自2007年11月22日起，在北海（the North Sea）作业的,船舶必须表明遵守严格的新废气排放标准，充分执行北海硫氧化物排放控制区域（SECA）规定。在SECA内，船上所用燃料中硫含量不得超过1．50（质量分数）。作为备选方式，船舶必须安装一个废气排放清洁处理系统。根据有关规则，波罗的海区域（the Baltic Sea Area）也已被指定为硫氧化物排放控制区域，并且自2006年5月19日以来，已按规定实施和运作。 2012年1月1日及以后 3.5 %m/m; 2020年1月1日及以后 0.5 %m/m. 涉及以下几个方面： A、燃油规格、排放标准：2006年5月19日开始，在硫氧化物（SOx）排放控制区航行的船舶，船上各种设备（包括主机、副机、锅炉、焚烧炉、应急发电机等）使用的燃油的含硫量必须低于1.5%m/m；或使用经认可的废气滤清系统或任何其它技术方法，确保船舶硫氧化物的总排除量不超过6.0gSOx/Kwh。 B、适用证书：船级社严格依照《NOx技术规则》进行一系列检验后，为符合公约要求的船舶签发“国际防止空气污染符合证明”IAPP证书，以IAPP证书及其附件登记的内容，证明该轮柴油机符合氮氧化物的排放量控制要求。 C、燃油标准：低硫燃油：含硫量低于1.5﹪m/m的燃油，其它的指标（如粘度、密度、钒含量、铝+硅含量等）必须符合ISO8217：2005(E)的标准。 D、控制区域及要求：硫氧化物（SOx）排放控制区，简称“SECA”。船舶进入该区域，必须使用含硫量低于1.5﹪m/m的低硫燃油，或使用经认可的废气滤清系统或任何其它技术方法以保证船舶硫氧化物的总排出量不超过 6.0gSOx/Kwh。2006年5月19日起，波罗地海区域（系指波罗地海本身以及波的尼亚湾、芬兰湾和波罗地海入口，以斯卡格拉克海峡中斯卡晏角处的北纬57度44.8分为界）列入硫氧化物排放控制区；2006年11月22日起，北海区域列入；2007年后将扩展至英吉利海峡区域。 目前，绝大部分船上没有安装使用经认可的废气滤清系统或任何其它技术方法来保证（SOx）排放量符合公约要求，而是采用更换使用含硫量低于1.5﹪m/m 低硫燃油的方法达到此目的。 目前附则VI对船上燃油管理方面的要求是排放硫氧化物（SOx）方面的限制： 1、船上所使用的任何燃油的含硫量不得超过4.5％m/m； 2、在SOx排放控制区内。 （a）船上使用燃油的含硫量不超过1.5%m/m； （b）使用主管机关认可的排烟滤清系统把船舶副机和主推进机械的硫化物排放总量减少至6.0g/kWh或以下. 所产生的废液不能排入封闭码头, 港口与河
MARPOL73/78公约附则VI浅析 全球大气污染主要表现为臭氧层破坏、酸雨腐蚀、细颗粒粉尘增多、气候变暖。船舶中柴油机排烟、制冷剂泄漏和垃圾焚烧等也是大气污染的重要来源之一,其排放的NOx占化石燃料源的15%左右, SOx占人为源的4%~9%，随着运输船舶数量日益增加,其大气污染排放也日趋严重。为了降低船舶排放对大气造成的污染，IMO制定国际防污公约MARPOL73/78附则VI-“防止船舶大气污染规则”，已于2005年5月19日正式生效。船舶排放对大气造成污染的主要物质包括SOx、NOx、ODS(Ozone Depleting Substance)消耗臭氧层物质和 VOC(Volatile Organic Compounds)挥发性有机化合物，以及船上焚烧排放至空气中的有害物质。本文从如上几种船舶污染物排放控制的相关要求和应对措施一一阐述。 1 SOx排放控制 为了降低SOx排放, 其一是安装使用经认可的废气滤清系统或任何其它技术方法来保证SOx排放量符合公约要求，其二通过使用符合公约要求的低硫油来达到SOx排放标准，绝大部分船舶都是采用第二种方法。2012年7月1日起，ISO8217：2012国际船用燃油标准中的燃油硫份含量从4.5%降低到3.5%，并且暂定2020年1月1日以后，船用燃油硫份含量上限降低至0.5%。 IMO(International Maritime Organization)的MEPC环保委员会多次召开会议，陆续增加船舶使用低硫油区域，这就是现在我们经常提及的SECA/ECA区域
(Sulfur Emission Control Area)。截至2015年7月1号，生效的SECA区域范围和硫份要求如下： 1. 波罗的海、北海、英吉利海峡，硫份含量上限为0.1%，见下图; 2. 在欧盟港口停泊超过2小时不得使用硫含量超过0.1%的燃油。该要求适用于欧盟港口停泊(系泊和锚泊)的船舶，对在港口外抛锚的船舶不适用。硫份含量上限为0.1%; 3. 北美沿岸，包括美国、加拿大沿岸200海里水域，以及邻近的太平洋海岸，大西洋海岸，以及8个主夏威夷岛屿，硫份含量上限为0.1%，见下图;
船长填写船名轮履行《MARPOL73/78》附则VI管理规定 1.船员必须熟悉《MARPOL73/78》附则VI的核心内容： 1.1.2005年5月19日开始，在全球范围内，船上各种设备（包括主机、副机、锅炉、焚 烧炉、应急发电机等）使用的燃油的含硫量必须低于4.5%m/m； 1.2.2006年5月19日开始，在硫氧化物（SO x ）排放控制区航行的船舶，船上各种设备（包括主机、副机、锅炉、焚烧炉、应急发电机等）使用的燃油的含硫量必须低于1.5%m/m ； 或使用经认可的废气滤清系统或任何其它技术方法,确保船舶硫氧化物的总排除量不 超过6.0gSO x /Kwh； 1.3.氮氧化合物（NO x ）：一定输出功率范围的柴油机，氮氧化物排放量不能超过相应的限值，船级社将严格依照《NOx技术规则》进行一系列检验，符合公约要求的船舶给予IAPP证书，以IAPP证书及其附件登记内容表明该轮柴油机符合氮氧化物的排放量控制要求。 1.4.消耗臭氧层物质：禁止消耗臭氧物质的任何故意排放；含有消耗臭氧物质的新装置禁 止再安装到船上（2020年1月1日前还允许安装含有氢化氯氟烃（HCFCs）的新装置）； 船上移下的该类设备及物质，应送到合适的接收设施中。 1.5.禁止焚烧有害物质：禁止在船上焚烧下列物质： ●公约附则I、II、和III的货物残留物和相关的被粘染的包装材料； ●多氯联苯(PCBs)； ●含有超过微量重金属的垃圾；含有卤素化合物的精炼石油产品； ●除有IMO型式认可的焚烧炉外，其他焚烧炉禁止焚烧聚氯乙烯（PVCs）。 2.船员必须熟悉《MARPOL73/78》附则VI中的有关名词的定义 2.1.低硫燃油：含硫量低于1.5﹪m/m的燃油，其它的指标（如粘度、密度、钒含量、铝+ 硅含量等）必须符合ISO8217：2005(E)的标准； 2.2.硫氧化物（SO x ）排放控制区：英文为SO x Emission Control Area，简称“SECA”， 目前指波罗的海区域（系指波罗的海本身以及波的尼亚湾、芬兰湾和波罗的海人口，以斯卡格拉克海峡中斯卡晏角处的北纬57度44.8分为界），2006年11月22日起，北海区域列入硫氧化物排放控制区，2007年后会扩展至英吉利海峡区域。在硫氧化物排放控制区的船舶必须使用含硫量低于1.5﹪m/m的低硫燃油或使用经认可的废气滤清系统或任何其它技术方法,确保船舶硫氧化物的总排除量不超过6.0gSO x /Kwh； 2.3.氮氧化合物（NO x ）：系指氮和氧相结合的各种形式的化合物,种类很多，造成大气污染的主要是一氧化氮（NO）和二氧化氮（NO2），因此环境学中的氮氧化物一般就指这二者的总称。 2.4.消耗臭氧层物质；系指《1987年蒙特利尔议定书》所定义的受控物质，在船上可能有 的消耗臭氧层物质包括但不限于如下各项： ●氯氟烃（CFCs），商品名氟利昂（Freon） ●溴氯氟烃，商品名哈龙（Halon） ●氢化氯氟烃（HCFCs）
生活污水处理要求（MARPOL73/78附则IV） 1.适用范围 2008年9月27日对2003年前建造的船舶生效，其范围为：400总吨的新船，和小于400总吨经核准载运15人以上的新船。从事国际航行的船舶。 2. 生活污水的定义。 1）.任何形势的厕所和小便池的排除物和其他废弃物。 2）.医务室（药房、病房等）的面盆、洗澡盆和这些处所排水孔的排除物。 3）.装有活畜禽货的处所的排除物。 4）.混有上述排除物的其他废水。 3. 生活污水国际排放标准。 4. 生活污水排放要求
5. 生活污水通岸标准接头
6. 生活污水装置生化法处理的原理： 船用生活污水处理装置(生化法)用于处理船上厕所下水道粪便污水，使之达到国际排放标准，排至舷外。也可用作船上灰水（指船上厨房洗涤水、浴室洗澡水、盥洗水和洗衣机排出水等）的消毒处理。 ?生化法船用生活污水处理装置(船用生活污水处理系统)采用生物接触氧化法和物化处理消毒原理处理船舶生活污水。该处理装置由五个柜室组成：曝气柜、接触氧化柜、沉淀柜、消毒柜。在曝气柜内，以好氧菌为主的活性污泥菌胶团形成象棉絮状带有粘性的絮体吸附有机物质，在充氧条件下变成无害的二氧化碳和水，同时活性污泥得到繁殖；在接触氧化柜内挂有软性填料，充作生物膜，有机物得到进一步消解；在沉淀柜内累积的活性污泥沉淀物再被返送至曝气柜作为菌种繁殖和再处理；经沉清处理过的污水最后进入消毒柜用含氯药品杀菌，然后由排放泵排至舷外。 ?7. 船员对生活污水处理装置的管理要求： ? A.船长、轮机长和相关轮机员要熟悉ISPP证书： 1）证书中标明了：NUMBER OF PERSONS WHICH THE SHIP IS CERTIFIED TO CARRY.即生活污水处理装置处理能力对人员限定（如ST-20生活污水处理装置设备：能够处理20人的能力，即船舶的配员限定在20人内）。2）.证书列明了生活污水处理装置的型号和出厂名称：该装置必须是被MEPC.2(VI)认可的，且必须要有形式认可证书。 3）船长、轮机长和相关轮机员一定要知道HOLDING TANK的容量。如果不知道容量，就不知道船舶如果在港口时间长，则排放量超过HOLDING TANK的容量也不通知岸上接受，则会被检查人员认为船舶非法排放。 ? B.有船舶厕所、医疗室排水管道图纸，且医疗室排水管道是与其他管道分开的单独的直接进入处理装置，在图纸上必须标明。 ? C.铭牌永久性表明类型、制造厂、型号等。
ANNEX 11 RESOLUTION MEPC.129(53) Adopted on 22 July 2005 GUIDELINES FOR PORT STATE CONTROL UNDER MARPOL ANNEX VI THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee conferred upon it by the international conventions for the prevention and control of marine pollution, RECALLING ALSO that, by the Protocol of 1997 to amend the International Convention for the Protection of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (the 1997 Protocol), Annex VI was added to the Convention, NOTING that MARPOL Annex VI entered into force on 19 May 2005, NOTING ALSO that articles 5 and 6 of the MARPOL Convention and regulations 10 and 11 of MARPOL Annex VI provide control procedures to be followed by a Party to the 1997 Protocol with regard to f oreign ships visiting its ports, RECOGNIZING the need to provide basic guidance on the conduct of port State control inspections for MARPOL Annex VI and ensure consistency in the conduct of these inspections, the recognition of deficiencies of a ship, its equipment, or its crew, and the application of control procedures, HAVING CONSIDERED the draft Guidelines for port State control for MARPOL Annex VI prepared by the Sub-Committee on Flag State Implementation at its thirteenth session, 1. ADOPTS the Guidelines for port State control for MARPOL Annex VI, as set out in the Annex to this resolution; 2. INVITES Governments, when exercising port State control for MARPOL Annex VI, to apply the aforementioned Guidelines and to provide the Organization with information on their application; and 3. AGREES that, at a later stage, the Guidelines be adopted as amendments to resolution A.787(19) on Procedures for port State control, as amended by resolution A.882(21).
附件： 经修正的《经1978年议定书修订的 I》附则年国际防止船舶造成污染公约><1973第1章－总则 第1条 定义 就本附则而言： 1 油类系指包括原油、燃油、油泥、油渣和炼制品在内的任何形式的石油(本公约附则II所规定的石油化学品除外)，以及在不限于上述规定原则的情况下，包括本附则附录I中所列的物质。 2 原油系指任何天然存在于地层中的液态烃混合物，不论其是否经过处理以适合运输。它包括：.1 可能业已去除某些馏份的原油；和 可能业已添加某些馏份的原油。.2 含油混合物系指含有任何油分的混合物。 3 燃油系指船舶所载有并用作其推进和辅助机器的燃料的任何油类。 4 5 油船系指建造为或改造为在其装货处所主要装运散装油类的船舶，并包括全部或部分装运散装货油的兼装船，本公约附则II中所定义的任何“NLS液货船”和经修订的74 SOLAS 第II-1/3.20条中所定义的任何气体运输船。 6 原油油船系指从事原油运输业务的油船。 成品油油船系指从事除原油以外的油类运输业务的油船。7 兼装船系指设计为装运散装货油或装运散装固体货物的船舶。8 重大改建：9 .1 系指对船舶所作的下述改建： .1 实质上改变了该船的尺度或装载容量；或 改变了该船的类型；或.2 根据主管机关的意见，.3 这种改建的目的实质上是为了要延长该船的使用年限；或 这种改建如在其他方面使该船成为一艘新船，则该船应遵守本公约中.4 不适用于现有船舶的有关规定。 尽管有本定义的规定：.2 .1 日或以前交船的载重量为月1982年61条所定义的在但对第1.28.3条的要求，就20,000吨及以上的油船进行改建以求符合本附则第18 本附则而言，不应视为构成了重大改建；和.2 61996条所定义的在年7月日或以前交船的油船进行1.28.5但对第不应视为条的要求，或改建以求符合本附则第1920就本附则而言，构成了重大改建。 1 10 最近陆地。“最近陆地”一词，系指距按照国际法划定领土所属领海的基线，但下述情况除外：就本公约而言，在澳大利亚东北海面距“最近陆地”系指距澳大利亚海岸下述各点的连线： 自南纬11?00?东经142?08?的一点起， 至南纬10?35?东经141?55?的一点，