Changes to the convention marpol 73 78. international convention. Entries in the Garbage Log
The exact name is the International Convention for the Prevention of Pollution from Ships, 1973, with a protocol of 1978.
Consists of 6 applications.
I. Appendix I of MARPOL 73/78 - Regulations for the Prevention of Oil Pollution.
P.14. What water protection equipment to prevent oil pollution should be on a ship that is not a tanker?
14.1. For all ships - the ship must be equipped with a storage tank for oily waters with a system of pipelines for discharging them on both sides with international standard flanges. Tanks must be equipped with an alarm (light, sound) when filled to 80%. The pump for the delivery of oily water must have a remote shutdown from the place of delivery on the deck on the starboard and port sides.
Plus for vessels less than 10,000 tons:
ppt.
2. An indicator of the maximum content of oil and an automatic dump valve.
Plus for vessels over 10,000 tons:
1. Separation plant for cleaning oily waters up to 15 ppt.
2. System of automatic measurement, registration and control of discharge (SAZRIUS) and automatic discharge valve.
All operations with an oil-containing mixture, with petroleum fuel are recorded in the ZHNO.
1. In which of the following journals is the registration of operations with fuel oil on ships other than tankers carried out?
Answer: Journal of Oil Operations Part 1
2. The fact of delivery of bilge waters to coastal facilities is recorded.
Answer: ZHNO part 1
3. What requirements must be met in order to discharge into the sea an oil-water mixture from a MO bilge equipped with a filtration system?
Answer: 1. The ship is outside the special area.
2. At least 12 miles from shore.
3. The ship is on the move.
4. Oil concentration up to 15 ppt(mg/l).
5. Filtering equipment is used.
6. Visual control is carried out.
II. Annex IV MARPOL 73/78 - Rules for the Prevention of Pollution by Sewage from Ships.
1. What is called wastewater? – drains from all types of toilets, toilet bowls, urinals, from medical facilities.
2. Where is the discharge of raw sewage allowed? - 12 miles from the coast, the speed of the vessel is not less than 4 knots.
3. Where is it allowed to discharge wastewater treated in installations operating in passport mode? - Everywhere, but see port regulations.
4. What wastewater equipment is required to be on board as required by MARPOL 73/78? - Wastewater treatment plant or cistern.
5. What is called household water? - Drains of washbasins, baths, showers, laundries, galley.
6. Where is the discharge of household water allowed? - Dumping is not regulated, but see port regulations.
III. Annex V MARPOL 73/78 - Rules for the Prevention of Pollution by Garbage from Ships.
1. Where can oily rags be dumped overboard? - nowhere, it is subject to burning or surrender.
2. Where is it allowed to dump separating, cladding and other materials with buoyancy? - no closer than 25 miles from the coast.
3. Where is the dumping of plastics allowed? - The dumping of all types of plastics into the sea is prohibited everywhere.
4. Discharge of food waste, potsherds, metal, glass is allowed? - outside the 12 mile zone.
5. Where is the disposal of food waste passed through the grinder allowed? - 3 miles from the coast.
6. In special areas, the disposal of crushed food waste is not less than 12 miles from the coast.
7. Presence of what documents on board the vessel is required by Appendix V of MARPOL 73/78. Answer: 1.Journal of registration of operations with garbage. 2.Guide to waste management.
14.7 Special systems. Purpose, device, maintenance.
FOR PREVENTION
POLLUTION FROM SHIPS 1973,
AMENDED BY THE PROTOCOL OF 1978 TO IT
MARPOL 73/78
BOOKI
(CONVENTION, PROTOCOLS THEREOF, ANNEXES WITH ADDITIONS)
FOREWORD
The International Conference on the Prevention of Marine Pollution, convened by IMO in 1973, adopted the Convention for the Prevention of Pollution from Ships, which was amended by the Protocol of the International Conference on Tanker Safety and Pollution Prevention in 1978 and became known as the "International Convention for the Prevention of Pollution from Ships, 1973". , as modified by the 1978 Protocol" or, for short, MARPOL 73/78. The convention was later amended by the 1997 Protocol, the provisions of which entered into force on 31 December 2002.
The MARPOL 73/78 convention provides for measures to reduce and prevent pollution of the marine environment by both oil and oil products and other substances harmful to marine life, which are transported on ships or formed during their operation.
Rules covering various sources of pollution from ships are contained in six Annexes to MARPOL 73/78:
Appendix I - Oil Pollution Prevention Regulations.
Annex II - Rules for the Prevention of Pollution by Noxious Liquid Substances Carried in Bulk.
Annex III - Rules for the Prevention of Pollution by Harmful Substances Carried by Sea in Packages, Freight Containers, Portable Tanks, Road and Rail Tanks.
Annex IV - Rules for the Prevention of Pollution by Sewage from Ships. Annex V - Rules for the Prevention of Pollution by Garbage from Ships.
Annex VI - Rules for the Prevention of Air Pollution from Ships (found in Book III).
The revision, amendments and additions to the rules of MARPOL 73/78 are entrusted to the IMO Committee for the Protection of the Marine Environment (MEPC or MEPC), founded in 1974. The Committee also develops Guidelines and instructions for the implementation of the rules, explanations and interpretations of the rules to facilitate their implementation.
This publication, Book I, reproduces the modern text of the provisions, articles, protocols and five Annexes of MARPOL 73/78.
Book II, in order to ensure uniformity of action in international maritime and legal practice, provides MEPC interpretations of the provisions of MARPOL 73/78, as well as guidance for the implementation of its annexes.
Book III contains the proceedings of the 1997 MARPOL conference.
In preparing the publication of the books, authentic tests of the relevant IMO documents were used, in which minor editorial amendments were made and errors found in the texts at the time of publication were corrected.
English is given as one of the official languages of the text, it is also the working language of the IMO, and for this reason, in case of any discrepancies in the provisions of the text, the English text should take precedence.
BOOKI
International Convention for the Prevention of Pollution from Ships, 1973 .............................................. 6
1978 Protocol to the International Convention for the Prevention of Pollution
from the ships of 1973 ............................................... ........................................................………………………… ….. twenty
Protocol I. Provisions for reporting incidents involving
discharge of harmful substances .............................................................. .................................................………………….. 24
Resolution A.648(16): General principles ship reporting systems and requirements
to ship's reports, including a guide to reporting in cases of dangerous
cargoes, hazardous substances and/or marine pollutants .............................................................. ......….... 28
Annex: General principles of ship reporting systems and requirements for ships
reporting, including guidance on reporting incidents,
resulting in the discharge of dangerous goods, hazardous substances and/or marine pollutants.................................................. 30
Protocol II. Arbitration................................................. ...............................................……… …..….... 44
AppendixIto MARPOL 73/78. Rules for the prevention of oil pollution.……... 48
20.1. Marpol 73/78. Annex I:
1.1 Rules for the Prevention of Oil Pollution from Ships.
rule 1 .Definitions;
rule 2 .Application: a) all ships; b) cargo spaces of 200 cubic meters or more for the carriage of oil in bulk by ships that are not oil tankers - partially;
rule 3 .
Rule 4 Surveys and inspections: each oil tanker of 150 gross tonnage and above and every other ship of 400 gross tonnage and above;
rule 5 . Issuance of the Certificate (IOPP Certificate);
rule 6 .Issuance of a Certificate by another government;
rule 7. Certificate form;
rule 8. Validity of the Certificate - up to 5 years;
rule 9. Restriction of oil discharge.
Any discharge into the sea of oil or oily mixture is prohibited. except when the following conditions are met: a) oil tanker if the tanker is outside the special area; located at a distance of more than 50 m.m. from the nearest shore; is on the way; instantaneous discharge rate not higher than 30 liters per nautical mile; the total amount of cargo is not higher than 1/30,000 of the total amount of cargo; the tanker has a system for automatic measurement, registration and control of oil discharge and a slop tank;
b) from a ship of 400 gross tonnage and over, which is not an oil tanker, as well as from the bilges of the MO of an oil tanker, with the exception of the bilges of the pump room, and if the effluents of the engine bilges are not mixed with the remains of the oil cargo, provided that the ship is on my way; located outside the special area; the oil content in the drain without dilution is not higher than 15 parts per 1 million; The ship has an automatic oil discharge measurement, registration and control system and oil filtration equipment.
Rule 10 Methods for prevention of oil pollution from ships when navigating in special areas: Mediterranean, Baltic, Black, Red Seas, Gulf of Aden, bay area (between Ras al-Hadd and Ras al-Fast), Antarctic region (south of 60° S .);
Exceptions: Rules 9 and 10 do not apply to discharge for ship safety or rescue human life at sea, or as a result of damage to a ship, if all reasonable precautions are taken after the occurrence of the damage or the discovery of a release to prevent or minimize the release;
Rule 11 reception facilities;
Rule 12 Segregated ballast tanks, clean ballast tanks and crude oil washing;
Rule 13 Separation of oil and ballast water and transportation of oil in forepeak tanks;
Rule 14.Conservation of oil on board;
Rule 15 System for automatic measurement, registration and control of oil discharge and equipment for oil filtration (SAZRIUS);
Rule 16 Tanks for oil residues;
Rule 17 Pumps, pipelines and discharge device on oil tankers;
Rule 18 Standard drain connection;
Rule 19. Journal of Oil Operations:
a) operations in the MoD for all ships:
Reception of ballast in fuel tanks or their cleaning;
Discharge of dirty ballast or tank wash water;
Removal of oil residues;
Dumping overboard of bilge waters;
b) ballast and cargo operations for tankers:
Loading and unloading of oil cargo;
Transfer of oil cargo within the vessel during the voyage;
Reception of ballast in cargo tanks and dedicated for clean ballast tanks;
Cleaning of cargo tanks;
Discharge of ballast, except for the discharge of isolated ballast from tanks;
Discharge from slop tanks;
Closing valves after reset;
Removal of residues;
Rule 20 Special requirements for drilling rigs and other platforms.
Rules 21-25 relate to the design features of tankers.
1.2. Requirements for minimizing pollution from tankers in case of side and bottom damage.
1.3. Prevention of pollution as a result of the incident.
Regulation 26 Ship Oil Pollution Emergency Plan (SOPEP).
Note: in Russian-language texts, you can find the abbreviation OSR Plan (oil spill response).
Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above must carry a Shipboard Oil Pollution Emergency Plan (SOPEP) approved by the Maritime Administration of the State flag. The plan is drawn up in accordance with the guidelines developed by the Organization (IMO).
Sample SOPEP Plan (m/v KARAT REEFER (Estonia):
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SHIPBOARD OIL POLLUTION EMERGENCY PLAN 1. Preamble. 2. Requirement for messages. 2.1. Cases when it is necessary to give messages. 2.2. Form and content of the message. 2.3. With whom to establish and maintain contact. 2.4 Additional messages. 2.5 Assistance to other vessels. 2.6 Language of message passing. 3.Measures to control the discharge of oil. 3.1 Operational oil spills. 3.2 Spills as a result of accidents. 3.3. Guidance on priority actions in case of emergency oil spill. 3.4 Plans of the vessel and drawings. 4. Coordinating the activities of the vessel with national and local authorities. 5.Additional information that is not binding. 6. Information about periodic revisions of the plan. 7. Information about familiarization with the plan. Attachment 1. Summary diagram of the sequence of actions. Appendix 2 List of services and persons in regularly visited ports responsible for oil pollution control issues. Appendix 3. List of details of organizations representing the interests of the ship. Appendix 4. List of details of companies involved in oil spill response. Appendix 5 Drawing of the general arrangement of the vessel. Appendix 6. The layout of the tanks. |
Literature
rule 1 .Definitions;
Rule 2 Application: a) all ships of 200 gross tonnage and above; b) ships with a gross tonnage of less than 200 tons for the carriage of more than 10 people;
rule 3.
rule 4. Issuance of the Certificate;
rule 5.
rule 6. Certificate form;
rule 7.
rule 8. Discharge of sewage. Prohibited except:
Using a disinfection plant, the ship discharges treated wastewater at a distance of more than 4 nautical miles, and untreated over 12 nautical miles from the coast. The vessel releases water gradually, moving at a speed of at least 4 knots.
Rule 9 Exceptions : the rule does not apply to discharge in order to ensure the safety of the ship or save life at sea, or as a result of damage to the ship;
rule 10. reception facilities;
rule 11. Standard drain connection.
Rule 1 Definitions;
rule 2. Application: all ships;
rule 3. Garbage disposal outside special areas:
a) it is prohibited to dump into the sea all types of plastics, synthetic ropes, fishing nets, garbage bags;
Note: the risk of ropes and gear being thrown overboard should be emphasized. They not only do not decompose in water, but also tend to be wound on the propeller shaft. In case of incorrect actions of the ship's crew (an attempt to wind the cable from the shaft by the reverse method), there is a danger of either deformation of the propeller shaft or its extrusion from the body, with damage to the stern tube seal and / or stern tube bearing.
b) the following garbage is thrown into the sea as far as possible from the coast, and not closer than 25 nautical miles for buoyant separating, lining and packaging materials; no closer than 12 nautical miles for food waste and other garbage incl. paper, glass, metal, bottles, shards and similar waste.
c) if such garbage is crushed to less than 25 mm, it can be thrown out no closer than 3 nautical miles from the coast;
rule 4. Special requirements for garbage disposal (for MODU and platforms);
Rule 5 Disposal of debris in special areas: Mediterranean, Baltic, Black, Red Seas, Bay Area (between Ras al Hadd and Ras el Fast), Antarctica, North Sea, Caribbean Sea and Gulf of Mexico;
rule 6 .Exceptions: the rule does not apply to discharge in order to ensure the safety of the ship or save life at sea, or as a result of damage to the ship; or to the accidental loss of synthetic networks, subject to the adoption of all reasonable measures to prevent;
rule 7. Reception facilities;
Resolution MEPC (Marine Committee for Environmental Protection) 71 (38) dated 10/07/1996 introduces “Guidelines for the development of a garbage management plan” pursuant to regulation 9(2) of Annex V to MARPOL 73/78. The plan must contain procedures for the collection, accumulation, storage, destruction and processing of waste, and a special person responsible for the implementation of the plan must be appointed.
Note: only at the beginning of the 80s. XX century only in the northern part Pacific Ocean floated about 5 million pairs of old rubber shoes, 35 million empty plastic and about 70 million glass bottles.
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Exemplary sample of the Garbage Management Plan (m/v KARATREEFER (Estonia): 1. Preamble. 2. The company's policy on the fight against garbage. 3. Working language. 4. Responsible person for the prevention of pollution by garbage and his duties. 5.Journal of garbage operations and record keeping. 6. Collection and sorting of garbage. 7. Garbage storage. 8. Waste processing on the ship. 9.Debris removal. 10. Placement of posters. 11. Training and training program. 12. Information for ship personnel. Appendix 2 Rules for the disposal of garbage at sea. Appendix 3 Garbage collection containers. Appendix 4 List and location of waste handling equipment. Appendix 5 Garbage bin layout. Appendix 6. Information about the persons responsible for garbage collection. Appendix 7 Information about familiarization with the Plan of the crew responsible for waste management. Appendix 8 Information about periodic revisions of the plan. Appendix 9 Marks on the verification of the plan by responsible persons. Annex 10. Calculation of the minimum required number of containers for collecting garbage. |
Literature
In 1997, guided by the principles of the UN Rio Declaration, the Conference of the Parties to the MARPOL 73/78 Convention adopted a Protocol to amend the said Convention, adding an Annex entitled "Rules for the Prevention of Atmospheric Pollution from Ships", opening it for signature by all parties to the Convention. The Annex Rules do not apply to:
(a) any release necessary to ensure the safety of the ship or its equipment;
b) any release resulting from damage to the ship or its equipment, provided that:
i) all reasonable precautions are taken after damage occurs or a release is detected to prevent or minimize a release; And
(ii) unless the shipowner or master acted either with the intent to cause damage, or acted irresponsibly and in the knowledge that damage might be caused;
The flag administration may authorize the use on board of a ship of devices, materials, appliances or appliances other than those required by this Annex if they are no less effective. In this case, it is obliged to notify the IMO.
According to the Appendix, the Flag Administration organizes the survey of ships with a gross tonnage of more than 400: initial, periodic (at least once every 5 years) and intermediate (at least 1 time between periodic). The Administration may entrust the examination to organizations recognized by it. It is carried out in accordance with the NOx Technical Code for Engines and Equipment. After the examination, an International Air Pollution Prevention Certificate is issued. For ships of less than 400 tonnage, the Administration shall take special measures to comply with the Annex
The parties shall cooperate in detecting violations using all available means of environmental monitoring, reporting and evidence collection. When providing evidence, the Administration investigates the case and may initiate prosecution against the violator.
Rule 1 Application: all ships unless otherwise provided in Regulations 3,5,6,13,15,18 and 19;
rule 2. Definitions;
rule 3. General exceptions: the rule does not apply to a release for the safety of the ship or to save life at sea, or as a result of damage to the ship or its equipment, provided that all reasonable steps have been taken to prevent or minimize the release and unless the shipowner or the master has acted either with the intent to cause damage, or irresponsibly and in the knowledge that damage may be caused
rule 4 . Equivalents: on the use of equivalent devices;
rule 5. Surveys and checks;
rule 6. Issuance of the International Atmospheric Pollution Prevention Certificate (IAPP Certificate);
rule 7. Issuance of the Certificate by another government;
rule 8. Certificate form;
rule 9. Validity of the Certificate - up to 5 years;
Rule 10 Port state control over the implementation of operational requirements;
Rule 11 Detection of violations and enforcement.
Rule 12– a ban on intentional emissions of ozone-depleting substances.
Rule 13– Ban on the operation of marine diesel engines with a power of more than 130 kW if the limits for the content of nitrogen oxides (NO x) in the exhaust are exceeded. The need for diesel engines to comply with the Technical Code for NO x.
Rule 14. - Sulfur content in liquid fuels, control of emissions of sulfur oxides (SOx) (Baltic Sea and other areas, including ports, which are designated by the IMO; the need for an exhaust gas cleaning system in the Control Area when using fuel with a high sulfur content (above 1, five%);
Rule 15– monitoring of volatile organic compound vapors in designated ports;
Rule 16. – incineration on board. Ban on the burning of polyvinyl chlorides (PVC) polychlorinated biphenyls; garbage containing heavy metals; petroleum products containing halogen compounds.
Rule 17– provision of reception facilities on shore for removal of ozone-depleting substances and exhaust gas residues from the vessel;
Rule 18- Quality of liquid fuel; samples of bunker fuel for each consignment note during bunkering should be sealed and stored for at least 12 months; requirements for fuel suppliers;
Rule 19– requirements for platforms and PBU
AdditionIII: Criteria for the proposal to designate a Sulfur Emission Controlled Area (SECA); assessment procedures and decision-making on Areas of Control, operation of Areas of Control.
AdditionV: information to be included in the consignment note for the supply of liquid fuel.
Conference Resolutions (See Figure 20.1)
1. Review of the 1997 Protocol;
2. Technical code for the control of NO x emissions. from marine diesel engines with Additions and Additions;
3.Revision of emissions of nitrogen oxides;
4.Monitoring of world sulfur content in residual liquid fuel supplied for use on ships;
5. Consideration of measures concerning sulfur deposition in North-West Europe;
6. Introduction of a harmonized system of surveys and issuance of certificates in Annex VI;
7. Limitation of the use of perfluorocarbons on ships (freons in ship fire extinguishing systems - author's note);
8. CO 2 emissions from ships.
As an example, Appendix III provides instructions for switching from fuel with an increased sulfur content to a fuel with a reduced content for the Troya tanker.
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PROCEDURE FOR CONVERSION FROM HIGH SULFUR TO LOW SULFUR FUEL
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Which International Conventions, agreements, Rules, etc. are in force? on the prevention of pollution of the marine environment are the crews of ships obliged to follow when sailing in internal, territorial and international waters?
The MARPOL-73/78 Convention provides for measures to reduce and prevent pollution of the marine environment by both oil and oil products, and other substances harmful to marine life, which are transported on ships or formed during their operation.
What are the conditions for dumping oil residues and waste?
(MARPOL 73/78, Annex I, Rule 9)
Any discharge into the sea of oil or oily mixture from ships is prohibited, unless all of the following conditions are met simultaneously:
a) from an oil tanker if:
(i) the tanker is outside the Special Area;
(ii) the tanker is more than 50 nautical miles from the nearest land;
(iii) the tanker is in transit;
(iv) the instantaneous rate of discharge of oil does not exceed 30 liters per nautical mile;
(v) the total quantity of oil discharged from existing tankers into the sea does not exceed 1/15,000 of the total quantity of the given type of cargo, of which the surplus is a part, and from new tankers, 1/30,000 of the total quantity of this type of cargo, of which the surplus is a part;
(vi) the tanker has in operation an automatic oil discharge measurement, recording and control system and a slop tank required by Regulation 15 of this Annex;
b) from a ship of 400 gross tonnage; tons and more, not being an oil tanker, as well as from the bilges of the engine rooms of an oil tanker, with the exception of the bilges of the cargo pump room, unless the effluents of the engine bilges are mixed with the remains of the oil cargo:
(i) the ship is outside the Special Area;
(ii) the ship is en route;
(iv) the ship has in operation the equipment required by regulation 16 of this Annex."
Discharge oil content control devices, automatic locking device - purpose, principle of operation.
(Manual on prevention of pollution from ships (RD 31.04.23-94))
Journal of Petroleum Operations. (F.N.O.)
(MARPOL 73/78, Annex I, Regulation 20)
Each oil tanker of 150 gross tonnage and above and each ship of 400 gross tonnage per. t. and above, which is not an oil tanker, is supplied with the Oil Record Book, Part I (Operations in Engine Rooms). Every oil tanker of 150 gross tonnage and above is supplied with an Oil Record Book, Part II (Ballast and Cargo Operations). Oil logbooks shall be in the form set out in Appendix III to this Annex and may be either part of the official ship's logbook or a separate logbook.
An oil record book is completed for each tank, if applicable, whenever any of the following operations are performed on board:
a) operations in machinery spaces (for all ships):
(i) taking ballast into fuel oil tanks or cleaning them;
(ii) the discharge of dirty ballast or wash water from the tanks referred to in (i) of this subparagraph;
(iii) removal of oil residues (oily sediments);
(iv) dumping overboard or otherwise disposing of bilge water accumulated in machinery spaces;
b) Ballast and cargo operations (for oil tankers):
(i) loading of oil cargo;
(ii) transfer of oil cargo within the ship during the voyage;
(iii) unloading of oil cargo;
(iv) taking ballast into cargo tanks and dedicated clean ballast tanks;
(v) cleaning of cargo tanks, including crude oil washing;
(vi) ballast discharge, excluding discharge from tanks of segregated ballast;
(vii) discharge of water from slop tanks;
(viii) closing all appropriate valves or similar devices after discharge from slop tanks;
(ix) closing valves separating clean ballast tanks from cargo and stripping pipelines after discharge from slop tanks;
(x) removing residues.
Each operation described is recorded in detail and without delay in the Oil Record Book so that all entries in the journal relating to this operation are complete. Each completed operation is signed by the person or persons in command responsible for these operations, and each completed page of the log is signed by the master of the vessel. Entries in the Oil Record Book shall be made in the official language of the State whose flag the ship is entitled to fly, and on ships holding an International Oil Pollution Prevention Certificate, also in English or French. In case of dispute or discrepancy, preference shall be given to the records on the official national language The state whose flag the ship is entitled to fly.
The oil record book shall be kept on board the vessel, except for towed vessels without crew, in a place that is easily accessible and allows the log to be checked at any reasonable time. The journal is kept for three years after the last entry is made in it.
23. Oil Pollution Contingency Plan (Shipboard Oil Pollution Emergency Plan,SOPEP). Main sections.
(MARPOL 73/78, Annex I, Regulation 26)
1. Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. For ships built before 4 April 1993, this requirement shall apply 24 months after that date.
2. Such a plan must be drawn up in accordance with the guidelines developed by the Organization* in writing in the working language of the master and officers. The plan must include at least:
(a) the procedure to be followed by the master or other persons serving on ships when reporting in the event of an oil pollution incident, as required by Article 8 of this Convention and Protocol I thereto, based on guidelines developed by the Organization**;
b) a list of organizations or persons to be contacted in the event of an oil pollution incident;
c) detailed description actions to be taken immediately by persons on board the ship to limit or control the release of oil as a result of the incident; And
d) shipboard procedures and points of contact for coordinating shipboard activities with national and local pollution control authorities,
24. List the special areas of the World Ocean related to Appendix ΙΙ.
(MARPOL 73/78, Appendix II, Regulation 1)
“Special areas are:
a) the Baltic Sea area;
b) Black Sea area;
c) the Antarctic region.”
List which effluents are treated as wastewater and domestic water.
(MARPOL 73/78, Annex IV, Regulation 1)
"Waste water" means:
a) drains and other wastes from all types of toilets, urinals and toilet bowls;
b) drains from medical premises (outpatient clinics, infirmaries, etc.) through sinks, bathtubs and scuppers located in such premises;
c) effluents from premises where live animals are kept;
d) other wastewater, if mixed with the wastewater listed above.”
What document should be on the ship in order to guarantee compensation for damage to the marine environment?
SOLAS-74 requirements for the main steering gear.
(SOLAS-74, Rule 29)
1 Unless otherwise specifically stated, each ship shall be provided with a main and auxiliary steering gear to the satisfaction of the Administration. The main and auxiliary steering gears must be arranged in such a way that the failure of one of them does not lead to the failure of the other.
2.1 All components of the steering gear and the rudder stock should be of sound and durable construction to the satisfaction of the Administration. Special attention the suitability of each responsible non-redundant element should be considered. Such critical components must use anti-friction bearings, such as ball, roller or plain bearings, in appropriate places, which must either be permanently lubricated or provided with lubrication devices.
2.2. The design pressure for sizing piping and other steering gear components subjected to internal hydraulic pressure should be at least 1.25 times the maximum operating pressure expected under the operating conditions specified in paragraph 3.2., taking into account the pressure that may occur in part low pressure systems. At the discretion of the Administration, a fatigue criterion shall be applied in the design of piping and other steering gear components to take into account pressure pulsations resulting from dynamic loads.
2.3 Any part of the hydraulic system that can be isolated and that is pressurized by an energy source or by external forces must be fitted with relief valves. The setting pressure of the safety valves must not exceed the design pressure. Valves must be sized and constructed to avoid excessive pressure build-up beyond design.
3 The main steering gear and rudder stock must:
1 have adequate strength and be able to steer the ship at the maximum operating speed ahead, which must be proven in practice;
2 to ensure that the rudder is shifted from 35° on one side to 35° on the other side at the maximum operational draft and forward speed of the ship and under the same conditions from 35° on one side to 30° on the other side in no more than 28 s;
3 be powered by a power source if necessary to comply with the requirements of paragraph 3.2, and in any case where, at the request of the Administration, the rudder stock in the tiller area has a diameter greater than 120 mm, excluding ice reinforcement; And
4 be designed so that they are not damaged at maximum reverse speed; however, it is not necessary to verify this design requirement by testing at maximum reverse speed and maximum rudder angle.
5 The power units of the main and auxiliary steering gears must:
1 start automatically when power is restored after a power failure; And
2 to be put into action from a post on the navigation bridge. In the event of a loss of power to any of the power units of the steering gear on the navigation bridge, audible and visual alarms should be given.
6.1 If the main steering gear includes two or more identical power units, an auxiliary steering gear is not required, provided that:
1 in a passenger ship, the main steering gear provides rudder shift in accordance with the requirements of paragraph 3.2 when any one of the power units is not in operation;
2 in a cargo ship, the main steering gear shall ensure that the rudder is shifted in accordance with the requirements of paragraph 3.2 with all power units in operation;
3 the main steering drive is designed so that in the event of a single failure in its pipeline system or in one of the power units, this damage can be isolated in order to maintain or quickly restore the ship's controllability.
6.2 Until 1 September 1986, the Administration may permit the installation of steering gears which do not meet the hydraulic system requirements of paragraph 6.1.3, but which have proved to be reliable in operation.
6.3 Steering gears, other than hydraulic, shall comply with requirements which, in the opinion of the Administration, are equivalent to those of this paragraph.
7 Steering gear control must be provided:
1 main steering gear - both from the navigation bridge and from the tiller compartment;
2 if the main steering gear is arranged in accordance with paragraph 6, two independent control systems, each of which is operated from the navigation bridge. This does not require duplication of the helm or control handle. If the control system includes a hydraulic telemotor, the installation of a second independent system is not required, except for tankers, chemical tankers or gas carriers of 10,000 gross tonnage. t and more;
3 auxiliary steering gear - from the tiller compartment and, if it operates a 6t power source, as well as from the navigation bridge, and this control should not depend on the control system of the main steering gear.
8 Any control system from the navigation bridge to the main or auxiliary steering gear shall comply with the following provisions:
1 if the system is electrical, it must be powered by its own separate circuit connected to the steering gear power circuit in the tiller compartment or directly to the busbars of the switchboard supplying that power circuit at a point adjacent to the steering gear power circuit connection point;
2 means shall be provided in the tiller compartment to disconnect any navigation bridge control system from the steering gear it serves;
3 the system must be operated from a station on the navigation bridge;
4 in the event of a loss of power supply to the control system, audible and visual emergency warning signals should be given on the navigation bridge; And
5 Steering control power supply circuits must be protected against short circuits only.
9 Power circuits and steering gear control systems with related components, cables and piping required by this regulation and regulation 11-1/30 must be laid throughout their length as far apart as possible.
10 Means of communication between the navigation bridge and the tiller compartment shall be provided.
11 Steering angle
1 If the main steering gear is powered by a power source, the rudder angle shall be indicated on the navigation bridge. The rudder position indicator must operate independently of the steering gear control system.
2 In the tiller compartment, it shall be possible to determine the angular position of the rudder.
12 For power-operated hydraulic steering, the following shall be provided:
1 means for maintaining the cleanliness of the working fluid, taking into account the type and design of the hydraulic system;
2 low fluid level alarm for each tank, indicating fluid leakage as soon as possible after it occurs. Acoustic and visual emergency warning signals should be given on the navigation bridge and in the machinery space in places where they can be easily seen; And
3 a fixed tank having a volume sufficient to recharge at least one propulsion system, including the tank, if the main steering gear is required to be powered by a power source. This tank shall be permanently connected by a pipeline to hydraulic systems in such a way that they can be easily recharged from a position in the tiller compartment. The tank must be equipped with a working fluid level indicator.
13 The tiller compartment must be:
1 is easily accessible and, as far as practicable, separated from the machinery spaces, and
2 is equipped with appropriate means providing working access to the steering gear mechanisms and its controls. These facilities should include handrails and gratings or other non-slip decks to ensure proper working conditions in the event of a fluid leak.
14 If it is required that the rudder stock in the tiller area have a diameter of more than 230 mm, without taking into account the reinforcement for navigation in ice, then provision shall be made for automatic activation within 45 s of another source of power, which may be either an emergency source of electricity or an independent source. located in the tiller compartment, of sufficient power at least to operate the steering gear power unit meeting the requirements of paragraph 4.2., and the associated control system and rudder position indicator. This independent source of energy must be used for this purpose only. Each ship with a gross tonnage of 10,000 reg. t and more, this other source of power must provide continuous operation for at least 30 minutes, and on any other ship for at least 10 minutes.
15 On every tanker, chemical tanker or gas carrier of 10,000 gross tonnage tons or more and on every other ship of 70,000 gross tonnage. t and more, the main steering gear must include two or more identical power units that comply with the provisions of paragraph 6.
16 Each tanker, chemical tanker or gas carrier of 10,000 gross tonnage m and more must, subject to paragraph 17, comply with the following provisions:
1 The main steering gear must be so arranged that in the event of loss of control due to a single failure in any part of one of the power systems, the main steering gear, excluding the tiller, sector or other elements serving the same purpose, and also excluding cases jamming of the rudder shift actuator, controllability was restored within no more than 45 s after the failure of one of the power systems;
2 main steering gear must include-
2.1 or two independent and separate power systems, each of which is able to meet the requirements of paragraph 3 2;
2.2. or at least two identical power systems which, in normal operation at the same time, are capable of fulfilling the requirements of paragraph 3.2. Where necessary to meet this requirement, interconnection of hydraulic power systems shall be provided. It must be possible to detect the leakage of working fluid from one power system, as well as automatically isolate a damaged system in order to keep the other power system or systems in full working order;
3 non-hydraulic type steering gears shall meet equivalent requirements.
17 For tankers, chemical tankers or gas carriers of 10,000 gross tonnage t and above but less than 100,000 dwt, solutions other than those set out in paragraph 16, which do not require the application of the single failure criterion to the rudder actuator or actuators, may be allowed, provided that an equivalent level of safety is achieved and provided that:
1 after loss of controllability as a result of a single failure in any part of the pipeline system or in one of the power units, controllability is restored within 45 s; And
2 where the steering gear includes only one rudder actuator, particular attention shall be paid to structural stress analysis, including, where applicable, fatigue stress analysis and failure mechanics analysis. Particular attention must also be paid to the materials used, the installation of seals, the conduct of tests and inspections, and the provision of reliable maintenance.
In view of the foregoing, the Administration should adopt regulations incorporating the provisions of the Organization's Guidelines for the approval of non-redundant rudder actuators for tankers of 10,000 gross tonnage. tons and more, but with a deadweight of less than 100,000 tons.
18 For a tanker, chemical tanker or gas carrier of 10,000 gross tonnage t and more; but of less than 70,000 DWT, the Administration may, until 1 September 1986, accept steering gears which do not meet the single failure criterion required in paragraph-16 for the hydraulic system but which have proved to be reliable in operation.
19 Each tanker, chemical tanker or gas carrier of 10,000 gross tonnage tons and more, built before September 1, 1984, must meet the following requirements no later than September 1, 1986:
1 the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2;
2 two independent steering gear control systems shall be provided, each of which can be actuated from the navigation bridge. This does not require duplication of the helm or control handle;
3 in the event of failure of the operating steering gear control system, it shall be possible to immediately activate the second system from the navigation bridge; And
4 each steering gear control system, if electrical, shall be supplied by its own separate circuit connected to the steering gear power circuit or directly to the busbars of the switchboard supplying that power circuit at a point adjacent to the steering gear power circuit connection point.
20 In addition to the requirements of paragraph 19, each tanker, chemical tanker or gas carrier of 40,000 gross tonnage t and more, built before September 1, 1984, the steering gear, no later than September 1, 1988, must be arranged in such a way that in the event of a single damage to its pipelines or one of the power units, controllability is maintained or the position of the steering wheel is ensured in order to quickly restore manageability. This should be achieved with:
1 independent steering wheel stoppers; or
2 quick-acting valves that can be operated manually to isolate the rudder actuator or actuators from external hydraulic piping, as well as a means of directly replenishing the rudder actuator by means of a stationary independent power source pump and piping system; or
3 such measures which, in the case of interconnected hydraulic power systems, shall ensure that the loss of working fluid from a damaged power system is detected and isolated automatically or from the navigation bridge in order to keep the other system fully operational.
SOLAS-74 requirements for auxiliary steering gear.
(SOLAS-74, Rule 29)
4 The auxiliary steering gear must:
1 be of adequate strength, be able to steer the ship at a speed which ensures its controllability and be quickly brought into action in case of emergency;
2 to ensure that the rudder is changed from 15° on one side to 15° on the other side in no more than 60 s at the ship's maximum service draft and a speed equal to half the ship's maximum service forward speed or 7 knots, whichever is greater; And
3 to be powered by a power source if necessary to comply with the requirements of paragraph 4.2, and in any case where the Administration requires the rudder stock in the tiller area to have a diameter greater than 230 mm, excluding ice reinforcement.
SOLAS-74 requirements for the main source of electricity.
(SOLAS-74, Rule 41)
1.1 There must be a main source of electrical power sufficient to power all devices and systems referred to in regulation II-1/40.1.1. This main source of electricity must consist of at least two generating sets.
1.2 The power of these generating sets should be such that when one of them stops, it will supply the devices and systems necessary to ensure normal operating conditions for the movement and safety of the ship. A minimum of comfortable living conditions must also be provided, including at least adequate devices and systems for cooking and heating, providing household refrigerators and artificial ventilation, as well as supplying sanitary water and fresh water.
1.3 The arrangement of the ship's main source of electrical power should be such that the operation of the devices and systems referred to in regulation II-1/40.1.1 can be maintained regardless of the frequency and direction of rotation of the main machinery or shafting.
1.4 In addition, the generating sets should be such that, in the event of failure of any one generator or its primary source of power, the remaining generating sets can operate the electrical devices and systems necessary to start the main machinery when the ship is not in service. An emergency source of electrical power may be used for the purpose of starting when the ship is not in service, if its power, alone or in combination with the power of any other source of electrical power, is sufficient to ensure the simultaneous operation of devices and systems, the power of which is required by regulations II-1/42.2.1-42.2. 3 or 43.2.1-43.2.4.
1.5 Where transformers are an important part of the power supply system required by this paragraph, that system shall be so arranged as to provide the same continuity of supply as specified in this paragraph.
3 The main switchboard should be located in relation to one main electrical station in such a way that, as far as practicable, the continuity of the normal electrical supply can only be interrupted in the event of a fire or other failure in one room. An enclosure separating the main switchboard within the premises, such as that provided for a machinery control room located within the main boundaries of the premises, shall not be considered as separating the switchboards from the generators.
4 If the total power of the main generating sets exceeds 3 MW, the main busbars should be subdivided into at least two sections, which should normally be connected by removable jumpers or other approved means; the connection of generating sets and any other redundant equipment should, as far as practicable, be equally divided between these sections. Other equivalent solutions may be accepted to the satisfaction of the Administration.
SOLAS-74 requirements for the lighting system.
(SOLAS-74, Rule 41)
2.1 The main electrical lighting system providing lighting for all those parts of the ship normally accessible to and used by passengers or crew should be supplied from the main source of electrical power.
2.2 The design of the main electrical lighting system must be such that a fire or other accident in the premises containing the main source of electricity and related transformer equipment, if any, as well as the main switchboard and the main lighting switchboard, does not cause failure emergency electric lighting system required by regulations II-1/42.2.1 and 42.2.2 or 43.2.1, 43.2.2 and 43.2.3.
2.3 The arrangement of the emergency electric lighting system must be such that a fire or other accident in the premises containing the emergency source of electricity and related transformer equipment, if any, as well as the emergency switchboard and emergency lighting switchboard, does not cause failure the main electrical lighting system required by this regulation.
SOLAS-74 requirements for an emergency source of electricity.
(SOLAS-74, Rules 42, 43)
1.1 An autonomous emergency source of electricity should be provided.
1.2 The emergency power source and associated transformer equipment, if any, as well as the transitional emergency power source, emergency switchboard and emergency lighting box, should be located above the uppermost continuous Deck and be easily accessible from the open deck. They shall not be placed forward of the collision bulkhead.
1.3 The location of the emergency source of electricity and associated transformer equipment, if any, as well as the transitional emergency source of energy, emergency switchboard and emergency electric lighting panels in relation to the main source of electricity and associated transformer equipment, if any, as well as switchboard must be such that the Administration is satisfied that a fire or other accident in the spaces containing the main source of electrical power, the associated transformer equipment, if any, and the main switchboard, or in any category A machinery space, is not interfere with the supply, regulation and distribution of emergency electricity. The space containing the emergency source of electrical power, the associated transformer equipment, if any, and the transitional emergency source of electrical power and the emergency switchboard, shall, as far as practicable, not be adjacent to category A machinery spaces or spaces containing the main source of electricity, associated transformer equipment, if any, or the main switchboard.
1.4 In exceptional cases, an emergency generator may be used for short periods of time to supply non-emergency circuits, provided that appropriate measures are taken to guarantee independent emergency operation under all circumstances.
2 The power of the emergency source of electrical power must be sufficient to power all devices and systems necessary to ensure safety in emergency conditions, taking into account the possibility of simultaneous operation of some of these devices and systems. Taking into account the strength of the inrush current and the transient nature of some types of load, the emergency source of electricity must provide simultaneous power during the periods of time indicated below, at least the following devices and systems, if their operation depends on the source of electricity:
2.1 within 36 hours - emergency lighting:
1 of each muster and boarding point overboard as required by the regulations! 11/11.4i15.8;
2 corridors, stairways and exits providing access to muster and embarkation areas as required by regulation 111/11.5;
3 all corridors, ladders and exits from service and residential premises, as well as passenger elevator cabins;
4 engine rooms and main power stations, including their control stations;
5 all control posts, central control posts for mechanisms, as well as each main and emergency switchboard;
6 places for storing firefighters equipment;
7 steering gear; And
8 fire pump, sprinkler pump and emergency bilge pump referred to in paragraph 2.4, as well as the places from which their engines are started;
2.2 within 36 hours:
1 signal lights and other lights required by the current International Regulations for Avoiding Collisions at Sea; And
2 in ships constructed on or after 1 February 1995, a VHF radio installation required by regulation IV/7.1.1 and 7.1.2; and where applicable:
2.1 MF radio installation required by regulations IV/9.1.1, 9.1.2, 10.1.2 and 10.1.3;
2.2 ship earth station required by regulation IV/10.1.1; And
2.3 MF/HF radio installation required by regulations IV/10.2.1, 10.2.2 and 11.1;
2.3 within 36 hours:
1 all necessary on-board communication equipment in emergency conditions;
2 shipborne navigational equipment required by regulation V/12; where the application of this provision is impractical or impracticable, the Administration may exempt ships of less than 5,000 tons gross tonnage from this requirement;
3 fire detection alarm system, as well as holding devices and fire door release mechanisms; And
4 daylight signaling lamp, ship's whistle, manual call points and all on-board signals required in emergency conditions, when they are intermittent;
if these devices and systems are not provided with independent power for 36 hours from a battery conveniently located for its use in emergency conditions;
2.4 within 36 hours:
1 one of the fire pumps required by regulation 11-2/4.3.1 and 4.3.3;
2 automatic sprinkler pump, if any; And
3 emergency bilge pump and all equipment necessary to operate the valves of the bilge system with electrical remote control;
2.5. for the period of time required by regulation 11-1/29.14, the steering gear, if that regulation provides for its supply from an emergency source of electrical power;
2.6 within half an hour-
1 any watertight doors required by regulation 11-1/15 to be powered by a power source, together with their signs and warnings;
2 emergency devices designed to install elevator cabins flush with the deck in order to evacuate people. In emergency conditions, the installation of passenger elevator cabins at the level with the deck can be carried out in a sequential order;
2.7 on a ship engaged on scheduled voyages of short duration, the Administration, if satisfied that a sufficient level of safety has been achieved, may accept a period of less than 36 hours as in paragraphs 2.1 to 2.5, but not less than 12 hours.
3 The emergency source of electricity may be a generator or a storage battery that meets the following provisions:
3.1 if the emergency source of electricity is a generator, it must:
1 to be operated from a suitable prime mover with independent fuel supply, having a flash point (when tested in a closed cup) not lower than 43 ° C;
2 start automatically upon loss of power from the main power source and automatically connect to the emergency switchboard; however, the devices and systems referred to in paragraph 4 shall be automatically switched to power from the emergency generating set. The automatic starting system and the characteristics of the prime mover shall be such that the emergency generator can take on the full rated load as quickly as is safe and practicable, but not more than 45 s, and unless a second independent facility to start the emergency generating set, the only source of stored energy must be protected in order to exclude the possibility of its complete depletion by the automatic start system; And
3 be provided with a transitional emergency source of electrical power as specified in paragraph 4;
3.2 if the emergency source of electricity is a storage battery, it must:
1 carry an emergency load without recharging, maintaining during the discharge period the voltage within ± 12% of the rated value;
2 automatically connect to the emergency switchboard in case of failure of the main source of electricity; and.3 provide immediate power to at least those devices and systems specified in paragraph 4.
5.1 The emergency switchboard should be installed as close as possible to the emergency power source.
5.2 If the emergency source of electrical power is a generator, the emergency switchboard should be located in the same room, unless the operation of the emergency switchboard is hindered by this.
International Convention for the Prevention of Pollution from Ships (MARPOL 73/78).
The document is a combination of two agreements adopted respectively in 1973 and 1978.
The first international instrument on the transformation of marine pollution by oil was a convention adopted in London in 1954 and entered into force on July 26, 1958. However, this document was not effective enough to combat pollution, and after the accident of the Tory Canyon tanker, a decision was made to revise it. In 1973, the International Convention for the Prevention of Pollution from Ships (MARPOL-73) was adopted. Until 1978, only three states had ratified it.
The increasing number of tanker accidents required new safety measures. In February 1978, the International Conference on Tanker Safety and the Prevention of Marine Pollution was held in London. The conference resulted in two protocols: the Protocol of 1978 to SOLAS-74 and the Protocol of 1978 to MARPOL-73. The MARPOL-78 protocol is an independent document and includes all provisions of MARPOL-73.
The 1973 Convention, as modified by the 1978 Protocol, is known as the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the 1978 Protocol - MARPOL-73/78.
The MARPOL-73/78 convention provides for measures to reduce and prevent pollution of the marine environment by both oil and oil products and other harmful substances that are transported on ships or formed during their operation.
The convention contains two protocols:
Protocol I - Provisions concerning reports of incidents involving the discharge of hazardous substances (Resolution A.648(16));
Protocol II - Arbitration.
The basic rules of the MARPOL 73/78 convention were contained in five annexes.
Annex I- Rules for the prevention of oil pollution;
Tough binding rules include:
presence of settling ballast tanks on ships;
washing cargo tanks with oil instead of water;
presence in ports of receiving devices for oil residues and oil-water mixture.
Appendix II- Rules for the Prevention of Pollution by Noxious Liquid Substances Carried in Bulk;
Appendix III- Rules for the Prevention of Pollution by Harmful Substances Carried by Sea in Packages, Freight Containers, Demountable Tanks, Road and Rail Tanks;
Appendix IV- Rules for the prevention of pollution by sewage from ships;
Appendix V- Rules for the prevention of pollution by garbage from ships.
Annexes I, II, III, IV and V are now in force.
to Annex I - regulation 8a "Port State Control over compliance with operational requirements";
to Annex P - regulation 15 "Port State control over the implementation of operational requirements";
13. Purpose and structure of the International Convention on Oil Pollution Prevention Preparedness, Liability and Cooperation, 1990?
International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), 1990.
The accidents of the Tory Canyon (1967), Amoco Cadiz (1978), Exxon Valdez (1989) tankers were catastrophic for coastal states and necessitated the creation of a document to ensure international cooperation in the fight against major oil pollution.
The purpose of the conference convened by IMO in Paris in July 1989, was to take further measures to prevent pollution from ships, providing a global framework for international cooperation in the protection of the marine environment. It was agreed that the states party to the convention should take action to prevent pollution by cooperating with other states.
The Convention requires the creation of a national system capable of quickly and effectively responding to oil pollution incidents. Every ship should have an operational oil spill response plan on board. Onshore terminal operators should also have marine oil pollution prevention plans in place, which should be coordinated with national requirements.
Ships are required to report all incidents of pollution to coastal authorities in accordance with IMO Resolution A.648(16) General Principles for Ship Reporting. Participants are encouraged to establish pollution control and oil spill response centers (OSCs) with appropriate equipment, conduct oil spill response exercises with other states, coordinate, participate in and assist in OCPs
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