Marine Pollution (MARPOL)

Latar Belakang

1. KECELAKAAN KAPAL TORREY CANYON LEPAS PANTAI (1968) : KONFERENSI TENTANG MARINE POLLUTION DIADAKAN PADA TANGGAL 8 OKTOBER S/D 2 NOPEMBER 1973 OLEH ORGANISASI MARITIM INTERNASIONAL MEMBAHAS TENTANG PELAPORAN KECEELAKAAN YANG MENYANGKUT ZAT BERBAHAYA MENGHASILKAN PROTOKOL I DAN PROTOKOL II
2. KECELAKAAN KAPAL AMOCO CADIZ LEPAS PANTAU UK (1977) : PADA TGL 6 S/D 17 PEBRUARI 1978 IMO MENGADAKAN KONFERENSI TENTANG TANKER SAFETY AND POLLUTION PREVENTION (TSPP) MENYEMPURNAKAN HASIL KONFERENSI SEBELUMNYA SEHINGGA MULAI SAAT ITU KONVENSI MARPOL 73/78

Isi Marpol

ANNEX I : PERATURAN PENCEGAHAN PENCEMARAN MINYAK DARI KAPAL
ANNEX II : PERATURAN UNTUK KONTROL PENCEMARAN BAHAN BERBAHAYA BERACUN DALAM BENTUK CURAH
ANNEX III : PERATURAN PENCEGAHAN PENCEMARAN BAHAN BERBAHAYA BERACUN YANG DIANGKUT DALAM KEMASAN
ANNEX IV : PERATURAN UNTUK PENCEGAHAN PENCEMARAN TINJA DARI KAPAL
ANNEX V : PERATURAN UNTUK PENCEGAHAN PENCEMARAN SAMPAH DARI KAPAL
ANNEX VI : PERATURAN UNTUK PENCEGAHAN UDARA DARI KAPAL

STATUS MARPOL 73/78

ANNEX I 2 OCTOBER 1983
ANNEX II 2 OCTOBER 1983
ANNEX III 1 JULY 1992
ANNEX IV 27 SEPTEMBER 2003
ANNEX V 31 DECEMBER 1998
ANNEX VI 19 MAY 2005

Annex I: Regulations for the Prevention of Pollution by Oil
Covers prevention of pollution by oil from operational measures as well as from accidental discharges.

IMPACT OF ANNEX I ON DESIGN

• sludge tanks of adequate capacity with regard to the type of machinery and length of voyage
• oil fuel tanks protection against collision/grounding (i.e. double hull) for ships with an aggregate oil fuel capacity of 600 m³, delivered on or after 1 August 2010. A max. capacity limit of m³ per oil fuel tank is 2,500³.
•  All ships ≥400 GT must be fitted with oil filtering equipment . (Oily Water Separator) producing an effluent with oil content <15ppm. Ships ≥ 10000 GT shall be fitted with oil filtering equipment(15ppm) with alarm and automatic stopping device.
•  Oily Water Separators (OWS) and Oil Content Meters (OCM)(bilge alarms) shall be approved as per IMO resolutions: A.393(X), MEPC.60 (33) or since 01.01.2005 MEPC.107(49) which states that:
• OWS to be tested also with a stable emulsion
• OCM to include a recording function for date, time, alarm and operating status. All records to be stored for 18 months

Every crude oil tanker ≥ 20,000 dwt and every product carrier ≥ 30,000 dwt delivered after 1 June 1982, are required to be equipped with the segregated ballast tanks providing a measure of protection against oil outflow in the event of grounding or collision. Every oil tanker ≥ 5,000 dwt delivered on or after 6 July 1996 shall be fitted with double hulls. Oil tankers ≥ 150 GT shall be equipped with Oil Discharge Monitoring Equipment (ODME).

CERTIFICATES & DOCUMENTS

Oil Pollution Prevention Certificate (including the Record of Construction and Equipment (Form A or B)
• Statement of compliance for Condition Assessment Scheme (Tankers only) Type of Approval Certificates:
• Oily Water Separator
• 15 PPM Alarm
• Oil Discharge Monitoring and Control System (Tankers Only)
• Oil/Water Interface Detector (Tanker Only)

Documents
All ships:
• Oil Record Book (Part 1)
• SOPEP *
Tanker specific (Marpol Annex I):
• Oil Discharge Monitoring and Control System– ODME Manual (recordings from ODME equipment to be kept onboard for at least 3 years)
• Crude oil Washing Manual*, if applicable
• Oil Record Book (part 2)
• Access to shore based damage stability and residual strength Calculations
• Dedicated Clean Ballast Tank Operation Manual
• Damage Stability Approval
• Vapour Emission Control System Procedure (Manual)

CRIME & PENALTY FOCUS

U.S. Regulation summary:

• •Over $200 million dollars in criminal fines since 1998 as well as : restitution, community service and probation with court supervised environmental compliance programs.
• Personal punishment : 17 years of imprisonment since 1998 for senior shipboard officers and engineers.

CRIMES
• Crimes committed for financial motive.
• Deliberate crimes omitting pollution prevention equipment
• Cost saving, easiest & quickest method of performing task
• Discharges made at night, hiding of bypass equipment, use of dispersants, tricking of OCM, falsification of Oil Record Book and Tank Sounding Log, etc.
• Faking of vessel records to mislead port authorities.
• Most cases involve circumventing of justice (destruction of evidence, alteration of documents, providing false witness, committing perjury).

ANNEX II:NOXIOUS LIQUID SUBSTANCES IN BULK

CATEGORIZATION OF NOXIOUS LIQUID SUBSTANCES AND OTHER SUBSTANCES

• Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or de-ballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment;
• Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or de-ballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment
• Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or de-ballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment; and
•  Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank cleaning of deballasting operations.

SHIP TYPES AS PER THE IMO

The International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk IBC Code (Ch- 17&18) provides detailed standards for the construction and equipment of three types of chemical tankers (Types 1, 2 and 3)

• IMO Ship Type 1 is a chemical tanker intended for the transportation of products considered to present the greatest overall hazard. The quantity of cargo required to be carried in a Type 1 ship should not exceed 1,250 m3 in any one tank.
• IMO Ship Type 2 is intended to transport products with appreciably severe environmental and safety hazards which require significant preventive measures to preclude escape of such cargo. The quantity of cargo required to be carried in Type 2 ship should not exceed 3000 m3 in any one tank.
• IMO Ship Type 3 is a chemical tanker intended to transport products with sufficiently severe environmental and safety hazards. These products require a moderate degree of containment to increase survival capability in a damaged condition. There is no filling restriction for chemicals assigned to Ship Type 3.

CARGO TANK LOCATION

Cargo tanks shall be located at the following distances inboard:

1.  Type 1 ships: from the side shell plating, not less than the transverse extent of damage specified in 2.5.1.1.2, (B/5 or 11.5m whichever is less), and from the molded line of the bottom shell plating at centerline, not less than the vertical extent of damage specified in 2.5.1.2.3, (B/15 or 6 m whichever is less), and nowhere less than 760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising from tank washing.
2.  Type 2 ships: from the molded line of the bottom shell plating at centerline, not less than the vertical extent of damage specified in 2.5.1.2.3, (B/15 or 6 m which ever is less), and nowhere less than 760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising from tank washing.
3.  Type 3 ships: no requirement”

OPERATIONAL REQUIREMENTS

• Ships constructed before 1 July 1986 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in Category X or Y does not retain a quantity of residue in excess of 300 litres in the tank and its associated piping and that each tank certified for the carriage of substances in Category Z does not retain a quantity of residue in excess of 900 litres in the tank and its associated piping. A performance test shall be required to be carried out. Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in Category X or Y does not retain a quantity of residue in excess of 100 litres in the tank and its associated piping and that each tank certified for the carriage of substances in Category Z does not retain a quantity of residue in excess of 300 litres in the tank and its associated piping.
•  Every ship constructed on or after 1 January 2007 shall be provided with a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in Category X, Y or Z does not retain a quantity of residue in excess of 75 litres in the tank and its associated piping. After 1 January 2007, the stripping performance requirements will apply to all tankers holding a Certificate of Fitness (CoF).

Annex III: Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form [1]

Contains general requirements for the issuing of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications.
For the purpose of this Annexure, “harmful substances” are those substances which are identified as marine pollutants in the as per IMDG code or which meet the other specified criteria.

• • Rule does not apply to ship stores and equipment.[3]
• • Packaging containing small quantities of harmful substances may be exempted from marking.
• • Certain harmful substances have constraints with regard to quantity carried onboard.
• • Harmful substances shall be properly stowed and secured so as to minimize the danger to the environment also while ensuring safety of life onboard the vessel. The safety of life is taken care of by the SOLAS and the MLC.
• • Packaging of these harmful substances should provide correct technical names and leave no ambiguity in the mind of the user. Marine pollutants should be indicated very specifically. [3]
• • Proper analysis of effects of harmful substances are to be taken into account (chemical, physical or biological) while regulating the washing of leakages overboard, especially considering the effects on crew.
• • Harmful substances can only be jettisoned when it is necessary for the safety of life onboard.

Annex IV: Prevention of Pollution by Sewage from Ships [1]

• • Governments are responsible for providing adequate reception facilities
  at ports, but the ship should be capable of stowing the sewage waste (sewage
  holding tank) until the time comes for proper disposal.[3]
• • Also proper sewage treatment facilities onboard are mandatory if sewage has to be jettisoned.
• • Discharge pipelines to have proper discharge connections and valves.
• • Holding tanks are to be built to the satisfaction of the Government and the Classification Society concerned and should be designed based on endurance, crew capacity, mode of operation etc.[3]
• • Same as packaged harmful substances, discharge of sewage is allowed anywhere subject to the condition that safety of life is at stake in the event of some disaster.

Annex V: Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)

Garbage means all kinds of victual, domestic and operational waste excluding
fresh fish and parts thereof, generated during the normal operation of the ship and liable to be disposed of continuously or periodically except those substances which are defined or listed in other Annexes to the present Convention”

PROCESSING OF GARBAGE
• Ships may be provided with onboard incinerators, compactors, comminuters or other equipment for garbage processing
• Advantages of such facilities:
• disposal of certain garbage possible at sea
• onboard storage space reduction
• helpful in unloading garbage at a port
• -allowing absorption of some types of garbage

• All disposal of garbage must be consistent with MARPOL 73/78
Regulations.
• All processed and unprocessed garbage shall be:
– stored in tight, good condition, securely covered containers so that no garbage is released into the environment. (also required by Port Health  and Agriculture Authorities in many countries from a health and disease control point of view)
– landed to reception facilities ashore and the Master shall ensure  that all local regulations are adhered to
– processed according to the vessel’s local agent requirements such as segregation, cleanliness of garbage and disposal  containers / transportation bag

Annex V: Regulations for the Prevention of Air Pollution from Ships

Emission Gases from Ships
Oxides of Nitrogen (NOx) – create Ozone and smog
Sulphur Oxides (SOx) – create acidification
Carbon Dioxide (CO2) – is a GHG
Carbon Monoxide (CO)- is s very toxic gas
Hydrocarbons (HC) – gas, soot and some particulates
The concentration of the differing exhaust gases is variable according to the
• engine type,
• engine settings and
• fuel type.

 

There are 19 Regulations but the following Regulations will impact Vessel operation for  ALL VESSELS ABOVE 400 grt
•-Regulation 12 – Ozone Depleting Substances

• “Deliberate” Emissions of Ozone Depleting Substances (HFCs) are prohibited
• New installations can only use HCFCs (hydrochlorofluorocarbons) until 1st Jan 2020.
• These substances, when removed from ships, must be delivered to reception facilities
• -Regulation 13 – NOx emissions

• Regulation applies to engines > 130 kW and not to engines used solely for
•  the purpose of emergencies, related to the emissions from the engines. The
•  manufacturer would provide a technical manual for the engines specifying the
• settings in order to comply with the regulations.
•  NOx emissions are controlled by Tier I, II & III

Regulation 14 – Sulphur Oxide emissions

• Regulation applies to engines > 130 kW and not to engines used solely for
● the purpose of emergencies, related to the emissions from the engines. The
● manufacturer would provide a technical manual for the engines specifying the
● settings in order to comply with the regulations.
● NOx emissions are controlled by Tier I, II & III
• -Regulation 15 – VOC emissions

● A tanker carrying crude shall have and implement
● onboard a VOC management plan. The plan should provide
● Written procedures for minimising VOC emissions during loading, sea passage and discharging
● Consideration given to additional VOC generated during COW
● Identify person responsible for implementing the plan
● Be written in the working language of foreign going ships
• -Regulation 16 – Shipboard Incinerators

● Incineration of the following items are not allowed-
● Residues of cargo subject to annex I, II & III
● Polychlorinated biphenyls (PCB)
● Garbage having traces of heavy metals
● Refined petroleum products containing halogen compounds
● Sewage sludge and sludge oil not generated onboard
● Exhaust gas cleaning systems
• -Regulation 18 – Fuel Oil Quality control

• -“Fuel oil shall be blends of hydrocarbons derived from petroleum refining”
• -“Fuel oil shall be free from inorganic acid”
• -“Fuel oil shall not include any added substance or chemical waste which either:
• – Jeopardises the safety of ships or adversely affects the performance of the machinery, or
• -Is harmful to personnel, or  “Contributes overall to additional air pollution”

Refference

1. International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) PRACTICAL GUIDE (2015)
2. ‘PREVENTION OF MARINE LITTER POLLUUNDER IMO CONVENTI’-1st NOWPAP Workshop on Marine Litter Incheon, Republic of Korea (2006)
3. http://www.marpoltraining.com/ – Annexures I-VI; their application, considerations in design and management.
4. Presentasi dari BKI