1、 - STD.ABS 91-ENGL 1999 Ob51102 0025096 792 O% 1 S S 1 O N The mission of ABS is to serve the public interest as well as the needs of our clients by promoting the security of life, property and the natural environment primarily through the development and verification of standards for the design, co
2、nstruction and opera ti on al ma in ten an ce of marine-related facilities. It is the policy of ABS to provide quality services in support of our mission and to be responsive to the individual and collective needs of our clients as well as those of the public at large. All of our client commitments,
3、 supporting actions, and services delivered must be recognized as expressions of qual i ty. We pledge to monitor our performance as an on-going activity and to strive for continuous improvement. ABS?,?, SafeHull and SafeNeF are registered trademarks of the American Bureau of Shipping. STD-ABS 91-ENG
4、L 1779 W Ob51102 0025097 b29 W GUIDANCE NOTES ON 1 PREVENTION OF AIR POLLUTION FROM SHIPS A MARCH 1999 American Bureau of Shipping Incorporated by Act of the Legislature of The State of New York 1862 Copyright O 1999 American Bureau of Shipping Two World Trade Center, 106fh Floor New York, NY 10048
5、U.S.A. A These Guidance Notes are intended to address sources of air pollution from ships and other marine structures, and options for prevention and/or reduction of such emissions. ABS assumes no responsibility for the use of or failure to use these Guidance Notes. The Guidance Notes provide inform
6、ation for consideration in the design and operation of ships both before and after entry into force of Annex VI of MARPOL 73/78 on Regulations for the Prevention of Air Pollution from Ships. Nothing in these Guidance Notes shall be deemed to relieve any naval architect, designer, builder, owner or o
7、ther entity or person of the need to exercise professional judgement, nor of any warranty, expressed or implied. Nothing in these Guidance Notes replaces or alters any IMO Guidelines or the statutes and regulations of the flag Administrations. STD-ABS 91-ENGL 1999 H Oh51102 0025099 4TL FOREWORD In S
8、eptember 1997 a Diplomatic Conference was held at the International Maritime Organization (IMO) in London which resulted in the adoption of a sixth Annex to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/
9、78). Annex VI is concerned with the prevention of air pollution from ships but, unlike the other Annexes to MARPOL, may not always be bound by the traditional requirements for entry into force, namely I 12 months after the date on which not less than 15 States, the combined merchant fleets of which
10、constitute not less than 50 per cent of the gross tonnage of the worlds merchant shipping, have become parties to the 1997 Protocol”. The new Annex has been under development at the IMO for a period in excess of 8 years but the subject of ship generated air pollution has been a topic of discussion f
11、or much longer. Environmentalists have long argued that shipping should be held accountable for its share of global pollution but it is only recently, as a direct result of the imposition of increasingly more stringent land-based air pollution reduction strategies in many parts of the world, that sh
12、ippings overall contribution to global air pollution has become more significant. Annex VI differs from the other Annexes to MARPOL in so much as the effects of air pollution are not necessarily evident at their point of discharge, as is the contamination of the sea by oil, chemicals, garbage or raw
13、 sewage. Indeed, the effects of air pollution may be felt many hundreds of miles from its source and even land-locked countries are not immune to it, as they are to other forms of marine pollution. Because of this transboundary effect of air pollution, and the compelling need for many countries to t
14、ackle the growing problems of its effects on human health and terrestrial/aquatic ecosystems, the IMO has agreed to recommend the early implementation of controls to reduce both emissions of nitrogen oxides (NO,) from new marine diesel engines, and harmful discharges from shipboard incinerators. It
15、has also been agreed that, in order to avoid unacceptably long delays in the entry into force of Annex VI (as is the case with Annex IV of MARPOL on the Prevention of Pollution by Sewage which has still not entered into force some 25 years after its adoption), the Marine Environment Protection Commi
16、ttee of the IMO will review the standard entry into force requirements and the contents of the Annex if it has not entered into force by 3 1 December 2002. The aim of these Guidance Notes is to identify those regulations in the new Annex which require to be addressed immediately as against those whi
17、ch should be considered in the medium to long term. Types of pollution which have been omitted from the Annex, but which are being actively discussed at the IMO are also identified as are those pollutants which are already controlled but where more stringent controls are likely to be introduced in t
18、he medium to long term. This guide will be of interest to owners and operators of ships, offshore platforms, drilling units and other marine structures as well as surveyors, builders, designers and manufacturers of marine equipment. It should be read in conjunction with the IMO publication “Annex VI
19、 of MARPOL 73/78, Regulations for the Prevention of Air Pollution from Ships and NO, Technical Code” available from the IMO Publications Department, Sales No. IMO-664E. Finally, ABS would like to express its gratitude to the Institute of Marine Engineers for granting permission to include extracts o
20、f a previous paper by Colin S. Brookman, the Author, entitled “Exhaust Gas Monitoring” which was presented at the Tenth International Maritime and Shipping Conference (IMAS 96) on “SHIPPING AND THE ENVIRONMENT - Is Compromise Inevitable”. Copies of the Conference Proceedings are available from the I
21、nstitute of Marine Engineers reference ISBN 0-907206-77-8. ABS GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS. MARCH 1999 i GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS CONTENTS Section 1 Introduction 1 1 Background 3 3 Contents of the new Annex 4 5 Effects on Shipping 5 7 Why
22、Shipping 5 compliance from O1 January 2000) 1 General 9 3 5 Incinerators 11 SECTION 3 Control of Other Pollutants (Before in the past this has largely been ignored because, compared to land-based sources, shippings contribution was considered negligible. It is only in the last ten years or so, as a
23、direct result of increasingly stringent abatement technology being applied ashore, that ships emissions, particularly exhaust gases, are no longer considered insignificant. 1.3 Recent studies have indicated that ships exhaust emissions may now be responsible for up to 14% of the worldwide nitrogen o
24、xides (NO,) emissions and approximately 8% of sulfur oxides (SO,) emissions although these figures have been disputed by the international shipping community based on the annual consumption of bunker oil fuel which, at some 140 million tonnes, only accounts for approximately 4% of the worlds total o
25、il fuel consumption. However, earlier publicity given to somewhat lower estimates of NO, 1.5.2 Resolution No. 3 on Review of Nitrogen Oxides Emission Limitations; 1.5.3 Resolution No. 7 on the Restriction on the Use of Perfluorocarbons (PFCs) on board Ships; and, 1.5.4 Resolution No. 8 on Carbon Dio
26、xide (CO, ) emissions from Ships. Contents of the new Annex 3.1 Annex VI is split into three sections or chapters; Chapter I covers general requirements, Chapter II deals with survey, certification and means of control whilst Chapter III provides requirements for control of emissions from ships. Cha
27、pters I the certificates continuing validity will require annual, intermediate and renewal surveys to be satisfactorily carried out and, being a statutory certificate, it will come under the scrutiny of port State control inspectors wherever the ship plies her trade. Whilst the majority of Annex VI
28、will only apply to new and existing ships after entry into force of the 1997 Protocol there are two regulations which will be applied retrospectively from O1 January 2000, namely Regulation 13 on NO, and Regulation 16 on shipboard incinerators, where a new ship will be defined as one constructed on
29、or after that date. For further details refer to section 2 of these Guidance Notes. Why Shipping Why the sudden interest in shipping which, after all, is considered by many to be the most environmentally friendly method of transporting cargoes around the world; as has been stated earlier, this is in
30、 no small way due to the pressures that have been placed upon industry ashore to demonstrate compliance with increasingly more stringent emission standards. Many countries have legislation in place to control or prevent air pollution, some of which is internally driven but most being as a direct res
31、ult of international Conventions and their associated Protocols: for the protection of the ozone layer there is the Vienna Convention and its related Montreal Protocol; the Framework Convention on Climatic Change (FCCC) is primarily concerned with greenhouse gas emissions whilst some 40 States in an
32、d around the European landmass, together with the USA and Canada, are signatory to the Convention on Long Range Transboundary Air Pollution (LRTAP). This latter Convention has five related Protocols which have also been ratified ABS GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS, MARCH 199
33、9 5 Section I Introduction by various parties to that Convention and have now entered into force, namely: the 1984 Protocol on the Co-operative Programme for Monitoring and Evaluation of the Long Range Transmission of Air Pollutants in Europe (EMEP); the 1985 Sulfur Protocol; the 1988 NO, Protocol;
34、the 1991 VOC Protocol; and, the 1994 Sulfur Protocol. A further two Protocols to the Convention have been approved and are presently open for signature by contracting Parties, these are the 1998 Heavy Metals Protocol and the 1998 Persistent Organic Pollutants Protocol. 7.5 It is interesting to note
35、that the LRTAP Convention and existing Protocols do not address shipping although this may change with the development of the second step to the NO, Protocol where a multi- pollutant approach will be applied, addressing photochemical pollution, acidification and eutrophication a draft Protocol could
36、 be tabled by the end of 1999 and it is envisaged that it will contain technical annexes on emissions from mobile sources, including shipping. In the mean time the United Nations Convention on Law of the Sea (UNCLOS), which acts as an “umbrella” treaty for international shipping, remains the sole gu
37、ardian of the atmosphere but only up to 200 miles from a coastal States coastline. 6 ABS GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS, MARCH 1999 STD.ABS 91-ENGL 31999 065LL02 0025LLO i92 m GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS SECTION 2 Retrospective Regulatory Compli
38、ance (Early compliance from O1 January 2000) CONTENTS 1 General 9 3 New diesel engines and the NO, Technical Code 10 5 Incinerators I1 ABS? GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS, MARCH 1999 7 GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS SECTION 2 Retrospective Regulato
39、ry Compliance (Early compliance from O1 January 2000) I General 1 .I Whilst Annex VI is not enforceable, internationally, until such time as it enters into force there are two regulations which will be retrospectively applied in many areas of the world on the date of entry into force of the Annex. T
40、hese regulations concern NO, emissions from “new” and “substantially modified” diesel engines (Regulation 13) and “new” Shipboard Incinerators (Regulation 16), both of which refer to a compliance date of O1 January 2000 regardless of the date of entry into force of Annex VI. Actual compliance with t
41、he pertinent parts of these regulations after O1 January 2000, whilst not mandatory, is recommended for the following reasons: 1.1.1 It is far easier, and more cost effective, to order equipment to be supplied in accordance with new specifications, than attempt to upgrade existing equipment to meet
42、standards for which it was not originally designed; 1 .I .2 The time scale between the Annex meeting the entry into force requirements and its actual date of entry into force is only 12 months, which may well be insufficient to arrange compliance with those regulations andor standards; 1 .I .3 A fla
43、g States introduction of domestic legislation, prior to entry into force, to enable it to become a Party to the Protocol of 1997 by “signature without reservation, acceptance or approval” may mean its own vessels being required to fully comply before entry into force of the Annex; and, ABS GUIDANCE
44、NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS, MARCH 1999 9 STDmABS 71-ENGL 1997 Ob51102 0025L12 765 9 Section 2 Retrospective Regulatory Compliance 1.1.4 Non-compliance after entry into force of Annex VI may well result in a port State detention, and/or prohibition from trading to and from that p
45、ort or coastal State until such time as compliance can be demonstrated. Irrespective of the above, it is ultimately the Owners responsibility to ensure that his vessel complies with the national regulations of the State, the flag of which his ship is entitled to fly; this may well include early comp
46、liance with Regulations 13 this means that for Regulation 13, although an engine may have been certified as being NO, compliant at the time of its manufacture, evidence of continuing compliance may not be required until such time as the initial survey for issuance of the International Air Pollution
47、Prevention Certificate (IAPPC) is carried out. The issuance of such a certificate to ships constructed before the date of entry into force of the Annex, as per MARPOL VI/6(2), may be delayed by up to 3 years. 10 ABS“ GUIDANCE NOTES ON PREVENTION OF AIR POLLUTION FROM SHIPS, MARCH 1999 Section 2 Retr
48、ospective Regulatory Compliance ACTION In order to avoid the retrospective regulatory compliance problems associated with NO, emissions, prudent Owners should ensure that diesel engines installed on ships constructed on or after O1 January 2000, and diesel engines which undergo a major conversion on
49、 or after that date, are: certified“ in accordance with the NO, Technical Code; supplied with an “approved Technical File“; and, maintained in continuing compliance with the relevant NO, emission limits including “documentary evidence“ of same. Note 1: The term “certified“, as used in the above context, is taken to mean that an engine has been pre-certified and/or certified by an authorized Authoriy such as the vessels flag Administration or a Recognised Organization acting on its behalf in accordance with the requirement
