Q. Discuss MARPOL Annex VI with respect to emission controls in force.

Ans:
Regulation: 12 Ozone Depleting Substances (ODS)
Date of Construction HCFC Other ODS
(on or after)
19 May 2005 Permitted Prohibited
1 Jan 2020 Prohibited Prohibited

Examples of ODS: CFCs: These include Trichlorofluoromethane (CFC11), Dichlorodifluoromethane (CFC12) and
Chloropentafluoroethane (CFC15)

Halon (Organic Compound): These include two sub-categories where the first category compounds have been banned
from being used in ships with a construction date of 19th May 1995 and the second category compounds have been
banned from being used in ships with a construction date of 1st January 2020

The first type compounds are R11 to R13, R111 to R115 and R211 to R217 while some of the second type compounds
include R21, R22, R31 and R271.
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Regulation 13: Nitrogen Oxides (NOX)
Nitrogen Oxides or NOx Pollution

Applies to: Marine Diesel Engines with a power output of more than 130 kW.
Exemptions: Marine diesel engines used solely for emergencies.

From 1 July 2010 there will be three emission limits for engines Tier I, II, III
Engines with power output more than 130 kW will have to be equipped with respective EIAPP certificate and approved
NOx technical file.

Limits for NOx Emission For merchant vessel:

rpm (n) < 130 130 ≤ rpm (n) < 2000 rpm (n) ≥ 2000
Tier I 17.0 g/kWh 45 x n(-0.2) g/kWh 9.8 g/kWh
(Const. bet. 1/1/00 to 1/1/11)
Tier II 14.4 g/kWh 44 x n(-0.23) g/kWh 7.7 g/kWh
(Const. after 1/1/11)
Tier III 3.4 g/kWh 9 x n(-0.2) g/kWh 2.0 g/kWh
(Const. after 1/1/16)

From 01-07-2010, Tier I will also be applicable to engines with a power output of more than 5,000 kW and a per cylinder
displacement of more than 90 litres, installed on ships constructed on or after 01-01-1990 and before 01-01-2000,
provided that an approved method (NOx reduction method) for that engine has been certified by a Party to Annex VI,
was notified to IMO, and is commercially available. In this case, carriage of an “approved method file” instead of an
EIAPP certificate and technical file is obligatory.

Note: Marine fuel in an I.C engine is burnt inside the combustion chamber by the correct mixture of fuel and air in the
presence of heat or ignition source. The ignition source in the marine engine is the compression stroke of the piston,
after which, the combustion begins.
As the air mixture is 21 % Oxygen and 78% Nitrogen, nitrogen reacts with oxygen under certain engine operating
conditions to form Nitrogen oxides or NOx.

What Causes NOx in Marine Engines?

 High Cylinder Temperature and Pressure during combustion process

 Heavy Load on the engine or engine unit.
 Improper air and fuel ratio for combustion.
 High Temperature of intake or scavenge air inside the cylinder.
 Overheated cylinder jacket due to poor heat transfer by jacket cooler.
 Jacket water temperature is on the higher side.
 Bad quality of fuel used for engine.

ECA for NOx :

i. North American Area
ii. The United States Caribbean Sea area
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Regulation 14: SOx and particulate matter

Sulphur content shall not exceed:
-4.5% prior to 1/1/2012
-3.5% on or after 1/1/2012
-0.5% on or after 1/1/2020

In ECAs the sulphur content should not exceed:

-1.5% prior to 1/7/2010
-1.0% on or after 1/7/2010
-0.1% on or after 1/1/2015

Mandatory written fuel oil change over procedures from high to low Sulphur fuel and vice-versa should be
available on board after 1 July 2010.

Regulation 15: Volatile Organic Compounds (VOC)

Tankers carrying crude oil should have an approved VOC management plan. The plan has to be ship specific and must
have written procedures for minimizing VOC emissions.

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Regulation 16: Ship board Incinerator

Shipboard incineration of the following substances shall be prohibited.

 Residues of cargoes subject to Annex I, II or III

 Polychlorinated biphenyls (PCBs)
 Garbage, as defined by Annex V, containing more than traces of heavy metals
 Refined petroleum products containing halogen compounds
 Sewage sludge and Sludge oil that is not generated on board
 Exhaust gas cleaning system residues
Q. What is MARPOL Annex I discharge criteria?

Ans: For discharge of oil from cargo spaces:

1. The tanker should not be within a

special area
2. The tanker should be more than 50
NM from the nearest land
3. The tanker should be proceeding en
route.
4. The instantaneous rate of discharge
should not be more than 30 ltr./NM
5. The total quantity of oil discharged
into the sea should not exceed
1/30000 of the total quantity of which
the particular cargo forms a part.
6. The tanker should have an ODME and
Slop Tank Arrangement.

For discharge of oil from machinery spaces:

1. Ship should be proceeding en route.

2. Discharge should be through an
approved Oil Filtering Equipment and
should not exceed 15 ppm.
3. In a special area, the Oil Filtering
Equipment should be fitted with an
alarm and automatic cut-off system.
4. The oil should not originate from
cargo or slop spaces.