International Convention for the Prevention of Pollution from Ships (MARPOL 73/78).

The document is a combination of two agreements adopted in 1973 and 1978 respectively.

The first international document to address marine pollution by oil was the London Convention adopted in 1954 and which came 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 ratified it.

The increasing frequency 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 1978 Protocol to SOLAS-74 and the 1978 Protocol to MARPOL-73. The MARPOL-78 protocol is an independent document and includes all the provisions of MARPOL-73.

The 1973 Convention, as amended by the 1978 Protocol, is known as the International Convention for the Prevention of Pollution from Ships, 1973, as amended 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 petroleum products, and other harmful substances carried on ships or generated during their operation.

The Convention contains two protocols:

Protocol I - Provisions regarding reporting 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.

Appendix I- Rules for the prevention of oil pollution;

Strict mandatory rules include:

presence of settling ballast tanks on ships;

washing cargo tanks with oil rather than water;

the presence of receiving devices in the ports for residual oil and oil-water mixture.

Appendix II- Rules for the prevention of pollution by harmful liquid substances transported in bulk;

Appendix III- Rules for the prevention of pollution by harmful substances transported by sea in packaging, cargo containers, portable tanks, road and rail tanks;

Appendix IV- Rules for the prevention of pollution by wastewater from ships;

Appendix V- Rules for the prevention of pollution by garbage from ships.

At present, Annexes I, II, III, IV and V have entered into force.

to Appendix I - rule 8a “Control of the port state over the implementation of operational requirements”;

to Appendix P - rule 15 “Control of the port state over the implementation of operational requirements”;

13. Purpose and structure of the International Convention on Oil Pollution Prevention Preparedness, Responsibility and Cooperation, 1990?

International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC), 1990.

The accidents of the tankers Tory Canyon (1967), Amoco Cadiz (1978), and Exxon Valdez (1989) 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 the IMO in Paris in July 1989, was to take further measures to prevent pollution from ships, providing a global framework for international cooperation in protecting the marine environment. It was agreed that states parties to the convention should take action to prevent pollution by cooperating with other states.

The Convention requires the establishment of a national system capable of responding quickly and effectively to oil pollution incidents. Every ship must have an operational oil spill response plan on board. Operators at onshore terminals should also have plans to prevent marine oil pollution, which should be coordinated with national requirements.

Ships are required to report all pollution incidents to coastal authorities in accordance with IMO Resolution A.648(16) General Principles for Ship Reports. Participants are encouraged to establish pollution control and oil spill response (OPSR) centers with appropriate equipment, conduct oil spill response exercises with other states, coordinate, participate in, and provide assistance in oil spill response (OPSR) activities.

International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). Adopted on November 2, 1973, entered into force on October 2, 1983.

The document is a combination of two agreements adopted in 1973 and 1978 respectively.

The first international document to address marine pollution by oil was the London Convention adopted in 1954 and which came 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 ratified it.

The increasing frequency 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 1978 Protocol to SOLAS-74 and the 1978 Protocol to MARPOL-73. The MARPOL-78 protocol is an independent document and includes all the provisions of MARPOL-73.

The 1973 Convention, as amended by the 1978 Protocol, is known as the International Convention for the Prevention of Pollution from Ships, 1973, as amended 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 petroleum products and other harmful substances carried on ships or generated during their operation.

The Convention contains two protocols: Protocol I – Provisions concerning the reporting of incidents involving the discharge of hazardous substances (Resolution A.648(16)); Protocol II – Arbitration.

The basic rules of MARPOL 73/78 were contained in five annexes:

Appendix I - Rules for the Prevention of Oil Pollution;

Strict mandatory rules include:

presence of settling ballast tanks on ships;

washing cargo tanks with oil rather than water;

the presence of receiving devices in the ports for residual oil and oil-water mixture.

Appendix II - Rules for the prevention of pollution by harmful liquid substances transported in bulk;

Appendix III - Rules for the prevention of pollution by harmful substances transported by sea in packaging, cargo containers, portable tanks, road and rail tanks;

Appendix IV - Rules for the prevention of pollution by wastewater from ships;

Appendix V - Rules for the prevention of pollution by garbage from ships.

Annexes I, II, III and V are now in force; Annex IV has not yet entered into force.

On September 3, 1995, amendments (new rules) were adopted: to Appendix I - rule 8a “Port State control over the implementation of operational requirements”; to Appendix II – rule 15 “Port State control over the implementation of operational requirements”; to Appendix III – rule 8 “Port State control over the implementation of operational requirements”; to Annex V – rule 8 “Port State control over the implementation of operational requirements”. These amendments entered into force on March 3, 1996.

On September 14, 1995, amendments to Annex V were approved - new rule 9, paragraph 1 “Posters, waste management plans and waste records.” The Rule provides for the display of posters regarding the requirements of Rule 3, Removal of Garbage Outside Special Areas, and Rule 5, Disposal of Garbage in Special Areas, of this Schedule. Regulation 9 also requires every ship of over 400 tonnes capacity or certified to carry 15 or more passengers to have and implement a "Garbage Management Plan" (procedures for the collection, storage, treatment and disposal of garbage). The plan must identify the person responsible for waste management operations. Paragraph 3 of Rule 9 requires the presence and maintenance of a “Garbage Operations Log” on board the ship. These amendments entered into force on July 1, 1997.

The attached form of the “Journal of Garbage Operations” indicates the need to obtain a receipt for the delivery of garbage (clause 4.2) and determine the amount of garbage (clause 4.3).

In 2000 The MARPOL Convention was supplemented by Annex VI.

The IMO Conference approved Annex VI to MARPOL 73/78. The appendix contains “Rules for the prevention of air pollution from ships”. The rules limit the content of sulfur oxides and nitrogen oxides in the exhaust gases of ship engines, and the sulfur content in fuel oil (fuel for ship engines) is also limited. The deliberate release of ozone-depleting substances is also prohibited.

What current International Conventions, agreements, Rules, etc. Are the crews of ships required to follow guidelines for the prevention of pollution of the marine environment 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 petroleum products and other substances harmful to marine life that are transported on ships or generated during their operation.

What are the conditions for the discharge of oil residues and waste?

(MARPOL 73/78, Annex I, Rule 9)

Any discharge into the sea of ​​oil or oil-containing mixtures from ships is prohibited, except in cases where all of the following conditions are simultaneously met:

a) from an oil tanker if:

(i) the tanker is located outside the special area;

(ii) the tanker is more than 50 nautical miles from the nearest shore;

(iii) the tanker is en route;

(iv) the instantaneous rate of oil discharge 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 a given type of cargo of which the remainder is a part, and from new tankers - 1/30,000 of the total quantity of a given type of cargo of which the remainder is a part;

(vi) the tanker is equipped with an automatic oil discharge metering, recording and control system and a slop tank required by Regulation 15 of this Annex;

b) from a ship of 400 gross tonnage. t. and more, not being an oil tanker, as well as from the bilges of the machinery spaces of an oil tanker, with the exception of the bilges of the cargo pump compartment, unless the effluents of the machinery bilges are mixed with the remains of the oil cargo:

(i) the ship is located 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.”

Devices for monitoring oil content at the discharge, automatic shut-off device - purpose, principle of operation.

(Manual on the prevention of pollution from ships (RD 31.04.23-94))

Petroleum Operations Journal. (J.N.O.)

(MARPOL 73/78, Annex I, Rule 20)

Every oil tanker of 150 gross tonnage or more and every ship of 400 gross tonnage. t. and more, which is not an oil tanker, is supplied with the Petroleum Operations Record Book, Part I (Machinery Space Operations). Each oil tanker with a gross tonnage of 150 per litre1 or more is supplied with an Oil Operations Log, Part II (Ballast and Cargo Operations). Oil logs shall be in the form specified in Appendix III to this Annex and may be either part of the ship's official log or a separate log.

An oil log book shall be completed for each tank, if applicable, whenever any of the following operations are carried out on the ship:

a) operations in machinery spaces (for all ships):

(i) receiving ballast into fuel oil tanks or cleaning them;

(ii) discharge of dirty ballast or wash water from tanks referred to in (i) of this subparagraph;

(iii) removal of oil residues (oil-containing sediments);

(iv) discharge overboard or otherwise dispose of bilge water accumulated in machinery spaces;

b) ballast cargo operations (for oil tankers):

(i) loading of oil cargo;

(ii) transfer of oil cargo within the vessel during the voyage;

(iii) unloading of oil cargo;

(iv) reception of ballast into cargo tanks and designated clean ballast tanks;

(v) cleaning of cargo tanks, including crude oil washing;

(vi) discharge of ballast, except for the discharge of segregated ballast from tanks;

(vii) discharge of water from settling tanks;

(viii) closing all appropriate valves or similar devices after discharge from slop tanks;

(ix) closing the valves separating the clean ballast tanks from the cargo and stripping pipelines after discharge from the slop tanks;

(x) removal of residues.

Each described operation is recorded in detail and without delay in the Petroleum Operations Log so that all journal entries relating to this operation are completed. Each completed operation is signed by the person or persons of command responsible for these operations, and each completed page of the log is signed by the captain of the ship. Entries in the Oil Record Book are made in the official language of the State under whose flag the ship is entitled to sail, 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 records in the official national language of the State under whose flag the vessel is entitled to sail.

The oil record book shall be kept on board the ship, other than towed bareboats, in a place that is readily accessible and permits inspection of the log book at any reasonable time. The journal is retained for three years after the last entry is made.

23. Oil Pollution Emergency Plan (Shipboard Oil Pollution Emergency Plan,SOPEP). Main sections.

(MARPOL 73/78, Annex I, Rule 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 have on board a shipboard oil pollution emergency plan approved by the Administration. For ships built before 4 April 1993, this requirement applies 24 months after that date.

2. Such plan must be drawn up in accordance with the guidelines developed by the Organization*, in writing in the working language of the captain and officers. The plan must include at least:

(a) the procedure to be followed by the master or other persons serving on board ships when reporting an oil pollution incident as required by Article 8 of this Convention and Protocol I thereto, on the basis of guidelines developed by the Organization**;

b) a list of organizations or persons who should be contacted in the event of an oil pollution incident;

c) a detailed description of the actions that must be immediately taken by persons on board the ship to limit or control the discharge of oil as a result of the incident; And

d) procedures and points of contact on the ship for coordinating activities on board the ship with national and local pollution control authorities,

24. List the special areas of the World Ocean related to Appendix ΙΙ.

(MARPOL 73/78, Annex II, Rule 1)

“Special areas are:

a) the Baltic Sea area;

b) the Black Sea region;

c) Antarctic region.”

List which effluents are classified as wastewater and domestic water.

(MARPOL 73/78, Annex IV, Rule 1)

““Wastewater” means:

a) drains and other waste from all types of toilets, urinals and toilets;

b) drainage from medical premises (outpatient clinics, infirmaries, etc.) through sinks, bathtubs and scuppers located in such premises;

c) wastewater from premises where live animals are kept;

d) other wastewater, if mixed with the wastewater listed above.”

What document must be on the ship 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 main and auxiliary steering gears to the satisfaction of the Administration. The main and auxiliary steering drives must be designed in such a way that the failure of one of them does not lead to failure of the other.

2.1 All elements of the steering gear and rudder stock must have a strong and reliable design that meets the requirements of the Administration. Particular attention must be paid to the suitability of each critical non-duplicate element. In such critical components, anti-friction bearings, such as ball, roller or plain bearings, must be used at appropriate locations and either be permanently lubricated or have lubrication devices.

2.2 The design pressure for sizing piping and other steering gear components subject to internal hydraulic pressure shall 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 the part low pressure systems. At the discretion of the Administration, a fatigue criterion that takes into account pressure pulsations resulting from dynamic loads shall be applied when designing piping and other steering gear components.

2.3 Relief valves must be installed in any part of the hydraulic system that can be isolated and in which pressure is generated by a power source or external forces. The setting pressure of safety valves should not exceed the design pressure. Valves must be sized and designed to prevent excessive pressure build-up beyond design pressure.

3 The main steering gear and rudder stock must:

1 have adequate strength and be capable of steering the vessel at maximum forward operating speed, which must be demonstrated by practical experience;

2 ensure that the rudder is shifted from 35° of one side to 35° of the other side at maximum operational draft and forward speed of the vessel and under the same conditions from 35° of one side to 30° of the other side in no more than 28 s;

3 operate from a power source, if necessary to fulfill the requirements of paragraph 3.2, as well as in any case when, at the request of the Administration, the rudder stock in the tiller area has a diameter of more than 120 mm, excluding reinforcement for navigation in ice; 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 Power units of the main and auxiliary steering drives must:

1 start automatically when power is restored after loss; And

2 is activated from a position on the navigation bridge. In the event of loss of power supply to any of the steering drive power units, audible and visual emergency warning signals must be given on the navigation bridge.

6.1 If the main steering gear comprises two or more identical power units, an auxiliary steering gear is not required provided that:

1 on a passenger ship, the main steering gear ensures that the rudder is shifted in accordance with the requirements of paragraph 3.2 when any one of the power units is not operating;

2 on a cargo ship, the main steering drive ensures that the rudder is shifted in accordance with the requirements of paragraph 3.2 when all power units are operating;

3, the main steering gear is designed so that in the event of a single damage in its pipeline system or in one of the power units, this damage can be isolated in order to maintain or quickly restore the controllability of the vessel.

6.2 Until September 1, 1986, the Administration may allow the installation of steering gears that do not meet the requirements of paragraph 6.1.3 with respect to the hydraulic system, but have proven themselves to be reliable in operation.

6.3 Steering gears that are not hydraulic must comply with requirements that, in the opinion of the Administration, are equivalent to the requirements of this paragraph.

7 Steering drive control must be ensured:

1 main steering drive - 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 activated from the navigation bridge. This does not require duplicating the steering wheel or control handle. If the control system includes a hydraulic telemotor, installation of a second independent system is not required, with the exception of tankers, chemical tankers or gas carriers of 10,000 gross tonnage. t or more;

3 auxiliary steering drive - 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 main steering drive control system.

8 Any bridge control system for main or auxiliary steering gear must comply with the following provisions:

1 if the system is electrical, it must be powered by its own separate circuit connected to the steering power circuit in the tiller compartment or directly to the distribution panel busbars supplying this power circuit at a point adjacent to the point of connection of the steering power circuit;

2 means must be provided in the tiller compartment to disconnect any control system from the navigation bridge from the steering gear it serves;

3 the system must be activated from a position on the navigation bridge;

4 in the event of loss of electrical power to the control system, audible and visual emergency warning signals must be given on the navigation bridge; And

5 power supply circuits of the steering drive control system must be protected against short circuits only.

9 Power circuits and steering control systems with their associated components, cables and piping required by this rule and rule 11-1/30 shall be routed as far apart as possible throughout their entire length.

10 Means of communication must be provided between the navigation bridge and the tiller compartment.

11 Angular position of the steering wheel

1 If the main steering gear is powered, the angular position of the rudder must be indicated on the navigation bridge. The steering position indicator must operate independently of the steering control system.

2 The tiller compartment must be capable of determining the angular position of the steering wheel.

12 For hydraulic steering gear operated by a power source, the following shall be provided:

1 means for maintaining the purity of the working fluid, taking into account the type and design of the hydraulic system;

2 Low fluid level alarm for each tank, indicating a fluid leak as soon as possible after it occurs. Sound and visual emergency warning signals should be provided on the navigation bridge and in the machinery space in places where they can be easily seen; And

3 a stationary tank having a volume sufficient to recharge at least one power system, including a reservoir, if the main steering gear is required to operate from a power source. This tank must be permanently connected via piping to the hydraulic systems so that they can be easily recharged from a location in the tiller compartment. The tank must be equipped with a working fluid level indicator.

13 The tiller compartment should be:

1 is readily accessible and, as far as practicable, separated from the machinery spaces, and

2 is equipped with appropriate means providing working access to the steering drive mechanisms and its controls. These provisions should include handrails and gratings or other non-slip flooring 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 reinforcement for navigation in ice, then automatic switching on within 45 s of another power source must be provided, which can be either an emergency power source or an independent source energy, located in the tiller compartment, with a power sufficient at least to ensure the operation of the steering power unit meeting the requirements of paragraph 4.2, as well as the associated control system and rudder position indicator. This independent energy source must be used for this purpose only. On each vessel of 10,000 gross tonnage. t or more, this other source of power must provide continuous operation for at least 30 minutes, and on any other vessel - for at least 10 minutes.

15 On each 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 or more, the main steering gear must include two or more identical power units that meet the provisions of paragraph 6.

16 Each tanker, chemical tanker or gas carrier of 10,000 gross tonnage. t or more must, taking into account paragraph 17, meet the following provisions:

1 The main steering gear must be so constructed 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 steering wheel actuator, controllability was restored within no more than 45 s after the failure of one of the power systems;

2 the main steering gear must include -

2.1 or two independent and separate power systems, each of which is capable of meeting the requirements of paragraph 3 2;

2.2 or at least two identical power systems, which, with simultaneous normal operation, are able to ensure compliance with 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 leakage of working fluid from one power system, as well as automatically isolate the damaged system in order to keep the other power system or systems fully operational;

3 non-hydraulic steering actuators must meet equivalent requirements.

17 For tankers, chemical tankers or gas carriers of 10,000 gross tonnage. t or more, but with a deadweight of less than 100,000 t, solutions other than those set out in paragraph 16 may be permitted, which do not require the application of a single failure criterion to the actuator or rudder actuators, provided that an equivalent level of safety is achieved and provided that:

1 after loss of controllability as a result of a single damage in any part of the pipeline system or in one of the power units, controllability is restored within 45 s; And

2 If the steering gear includes only one rudder actuator, special attention is paid to stress analysis of the structure, including, where applicable, fatigue stress analysis and fracture mechanics analysis. Particular attention must also be paid to the materials used, seal installation, testing and inspection, and reliable maintenance.

Taking into account the above, the Administration should adopt rules incorporating the provisions of the Guidelines adopted by the Organization for the approval of non-duplicated rudder actuators for tankers of 10,000 gross tonnage. tons or 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 or more; but with a deadweight of less than 70,000 tons, the Administration may, until September 1, 1986, accept steering gears that do not meet the single failure criterion required in paragraph 16 for the hydraulic system, but have proven reliable operation.

19 Each tanker, chemical tanker or gas carrier of 10,000 gross tonnage. tons or 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 drive control systems must 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 a working steering drive control system, it must be possible to immediately activate the second system from the navigation bridge; And

4 Each steering control system, if electrical, must be powered by its own separate circuit connected to the steering power circuit or directly to the distribution panel busbars supplying that power circuit at a point adjacent to the point of connection of the steering power circuit.

20 In addition to the requirements of paragraph 19, on each tanker, chemical tanker or gas carrier of 40,000 gross tonnage. tons or more, built before September 1, 1984, the steering gear no later than September 1, 1988 must be designed 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 steering wheel position is secured for the purpose of quick restoration controllability. This should be achieved using:

1 independent steering stops; 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 using a stationary, independent powered pump and piping system; or

3 such measures which, in the case of interconnected hydraulic power systems, shall ensure that the loss of hydraulic fluid from the damaged power system is detected and isolated automatically or from the navigation bridge so as 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 have adequate strength, be able to steer the vessel at a speed that ensures controllability, and can be quickly brought into action in an emergency;

2 ensure that the rudder is shifted from 15° of one side to 15° of the other side in no more than 60 s at the maximum seagoing draft of the ship and a speed equal to half the maximum forward service speed of the ship, or 7 knots, whichever is greater; And

3 operate from a power source if this is necessary to fulfill the requirements of paragraph 4.2, as well as in any case when, at the request of the Administration, the rudder stock in the tiller area has a diameter of more than 230 mm, excluding reinforcement for navigation in ice.

SOLAS-74 requirements for the main source of electricity.

(SOLAS-74, Rule 41)

1.1 A main source of electrical power must be provided having a 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 generator sets.

1.2 The power of these generating sets must be such that when one of them is stopped, it will provide power to 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 appropriate devices and systems for cooking and heating, ensuring the operation of household refrigerators and artificial ventilation, as well as supplying water for sanitary purposes and fresh water.

1.3 The design of the ship's main source of electrical power shall 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 speed and direction of rotation of the main machinery or shafting.

1.4 In addition, the generating sets must be such that, in the event of failure of any one generator or its primary source of power, the remaining generating sets will be able to operate the electrical devices and systems necessary to start the main machinery while the ship is not in service. For the purpose of starting when the ship is not in operation, an emergency source of electricity may be used if its power, individually or together with the power of any other source of electricity, is sufficient to ensure the simultaneous operation of devices and systems, the power of which is required by rules II-1/42.2.1-42.2. 3 or 43.2.1-43.2.4.

1.5 Where transformers form an essential part of the power supply system required by this clause, that system shall be so constructed as to provide the same continuity of power supply as specified in this clause.

3 The main distribution board should be located in relation to one main electrical station in such a way that, as far as practicable, the continuity of the normal power supply can only be interrupted in the event of a fire or other emergency in one premises. An enclosure separating the main switchboard within a room, such as the enclosure provided for a central machinery control room located within the main boundaries of the room, should not be considered to separate the switchboards from the generators.

4 Where the total power of the main generating sets exceeds 3 MW, the main busbars shall be divided into at least two sections, which shall 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 that meet the requirements of the Administration may be permitted.

SOLAS-74 requirements for the lighting system.

(SOLAS-74, Rule 41)

2.1 The main electrical lighting system, which provides illumination to all those parts of the ship which are normally accessible to and used by passengers or crew, shall 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 distribution board and the main lighting board, will not cause failure emergency electrical 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 design of the emergency electric lighting system must be such that a fire or other accident in the premises in which the emergency source of electricity and related transformer equipment, if any, as well as the emergency distribution board and emergency lighting board are located, does not cause failure the principal electric lighting system required by this rule.

SOLAS-74 requirements for an emergency source of electricity.

(SOLAS-74, Rules 42, 43)

1.1 An autonomous emergency source of electricity must be provided.

1.2 The emergency source of power and associated transformer equipment, if any, as well as the transient emergency source of power, the emergency distribution panel and the emergency lighting panel shall be located above the uppermost continuous Deck and be easily accessible from the open deck. They should not be located forward of the collision bulkhead.

1.3 Location of the emergency power source and associated transformer equipment, if any, as well as the transitional emergency power source, emergency distribution panel and emergency electrical lighting panels in relation to the main source of electrical power and associated transformer equipment, if any, and the main switchboard shall be such that the Administration is satisfied that a fire or other accident in the spaces containing the main source of electrical power, associated transformer equipment, if any, and the main switchboard, or in any machinery space of category A, is not will 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, the transient emergency source of electrical power and the emergency distribution panel shall, as far as practicable, not be adjacent to machinery spaces of category A or the spaces containing the main source of electrical power, the associated transformer equipment, if any, or the main distribution board.

1.4 In exceptional cases, the emergency generator may be used for short periods of time to supply non-emergency circuits, provided that appropriate measures are taken to ensure independent emergency operation in all circumstances.

2 The power of the emergency power source 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. Considering the magnitude of the inrush current and the transient nature of some loads, the emergency power source must provide simultaneous power for the periods of time specified below to at least the following devices and systems if their operation is dependent on the power source:

2.1 within 36 hours - emergency lighting:

1 of each gathering and landing place overboard according to the requirements of the rules! 11/11.4 and 15.8;

2 corridors, stairways and exits providing access to assembly and landing areas, in accordance with the requirements of regulation 111/11.5;

3 all corridors, stairways and exits from service and residential premises, as well as passenger elevator cabins;

4 machine 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 storage areas for firefighter equipment;

7 steering gear; And

8 fire pump, sprinkler system 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 distinctive and other lights required by the International Regulations for Preventing Collisions at Sea in force; And

2 on 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 onboard communication equipment necessary in emergency conditions;

2 ship navigation equipment required by regulation V/12; in cases where the application of this provision is impractical or practically impossible, the Administration may exempt ships with a gross tonnage of less than 5000 gross tonnage from fulfilling this requirement;

3 fire detection alarm system, as well as retaining devices and fire door release mechanisms; And

4 daylight warning lamp, ship's whistle, manual call points and all on-board signals required in emergency conditions when operating intermittently;

unless these devices and systems are independently powered for 36 hours from a battery conveniently located for 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 system pump, if equipped; And

3 emergency drainage pump and all equipment necessary to operate the drainage system valves with electrical remote control;

2.5 during the period of time required by regulation 11-1/29.14, - the steering gear, if this regulation provides for its power supply from an emergency source of electrical power;

2.6 for half an hour -

1 any watertight doors required by regulation 11-1/15 to be operated by a power source, together with their indicators and warning alarms;

2 emergency devices designed to install elevator cabins level with the deck for the purpose of evacuating people. In emergency conditions, installation of passenger elevator cabins level with the deck can be done in a sequential order;

2.7 on a ship engaged in regular voyages of short duration, the Administration, if satisfied that an adequate 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 An emergency source of electricity can be a generator or a battery that meets the following provisions:

3.1 if the emergency source of electricity is a generator, it must:

1 operate from an appropriate prime mover with an independent supply of fuel having a flash point (when tested in a closed crucible) of not lower than 43 o C;

2 start automatically when power is lost from the main power source and automatically connect to the emergency distribution panel; in this case, the devices and systems mentioned in paragraph 4 must be automatically switched to power from the emergency generating set. The automatic starting system and the characteristics of the prime mover must be such that the emergency generator can take on its full rated load as quickly as is safe and practicable, but in no more than 45 seconds, and unless a second independent means of starting the emergency generator is provided. unit, the only source of accumulated 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 electricity specified in paragraph 4;

3.2 if the emergency source of electricity is a battery, it must:

1 carry an emergency load without recharging, maintaining the voltage within ±12% of the nominal value during the discharge period;

2 automatically connect to the emergency distribution board in the event 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 distribution board should be installed as close as possible to the emergency source of electricity.

5.2 If the emergency source of electricity is a generator, the emergency distribution board should be located in the same room, unless this would impede the operation of the emergency distribution board.

International Convention for the Prevention of Pollution from Ships (MARPOL - 73/78)

4.1 General provisions

The Convention was adopted in 1973 and supplemented in 1978 by the Tanker Safety Protocol.

The rules covering various sources of pollution from ships are contained in 7 Annexes:

Appendix I Oil Pollution Prevention Rules

Appendix II. Rules for the prevention of pollution by harmful liquid substances transported in bulk

Appendix III. Rules for the prevention of pollution by harmful substances transported by sea in packaging

Appendix IV. Rules for the prevention of pollution by wastewater from ships

Appendix V Rules for the Prevention of Pollution by Garbage from Ships

Appendix VI. Rules for the prevention of air pollution from ships

Appendix VII. Regulations for the Prevention of Pollution by Undesirable Marine Organisms in Ballast Water (currently being developed by the IMO Marine Environment Protection Committee)

4.2 Rules for preventing oil pollution

Provides that each vessel with a capacity of 400 reg. tn. or more and an oil tanker with a gross tonnage of 150 rubles. etc. and more, must have on board:

Filtering equipment that ensures the purification of oily water until the residual oil content when discharged overboard is less than 15 ppm.

A device for monitoring oil content during discharge overboard (ACC - automatic alarm system or SAZRIUS - system for automatic measurement, registration and control of discharge, with a recorder), providing a signal when 15 ppm is exceeded and a command for an automatic shut-off device and stop of the pump.

An automatic shut-off device (usually a three-way electro-pneumatic valve) that stops the discharge into the sea of ​​water with an oil content of more than 15 ppm (based on a signal from a control device).

A tank for collecting all oily waters MKO with an autonomous system for discharging ashore on both sides, with international flanges and a remote control for stopping pumps in the area of ​​these flanges. The use of other oily water systems on shore is prohibited.

A tank for collecting oil residues and waste (sludge, residues from filter washing, motorcycle cleaners, etc.) with a heating system and a pipeline for discharging oil residues to shore.

The pipeline for dispensing oil residues must be autonomous, not have a direct connection to the onboard opening, and must not have a connection to the drainage or any other system; it must be equipped with a screw pump to pump high-viscosity sludge.

If there is an incinerator on the ship, there must be a sludge supply pipeline to it and a sludge preparation unit for combustion: a tank for mixing sludge with fuel, with heating and mixing, a homogenizer.

Overflow pipeline and overflow tank on the bunker system, stationary or portable trays or barriers with a capacity of 100 - 300 liters under the air pipes of fuel and oil tanks.

Mechanical sealing of deck scuppers.

The waters of the World Ocean washing the coasts of regions with the highest population density according to the MARPOL 73/78 Convention are designated as special areas.

Special areas: Mediterranean, Baltic, Black, Red Seas, Caribbean Sea with the Gulf of Mexico, North Sea with the Irish, Celtic Seas and the English Channel, Gulf region (Persian and Oman Gulfs), Gulf of Aden and Antarctic region.

The coordinates delimiting special areas are given in the text of MARPOL 73/78.

In special areas, the discharge of oil-containing mixtures into the sea is prohibited, except in cases where the following conditions are simultaneously met:

1. For tankers: Discharging oily ballast is prohibited.

2. For ships with a capacity of 400 reg. t. and more, as well as from the reflux of MKO tankers: The vessel is beyond the 12 mile zone, in motion, the oil content in the discharge is less than 15 ppm, the vessel has filtering equipment in operation, a control device (ACC) and an automatic shut-off device that ensures that the discharge stops when exceeding 15 ppm.

Any discharge of oil-containing mixtures is prohibited in the Antarctic region.

Outside special areas, the discharge of oil-containing mixtures into the sea is prohibited, except in cases where the following conditions are simultaneously met:

1. For tankers:

The tanker is at a distance of at least 50 miles from the coast, in transit, the instantaneous rate of discharge does not exceed 30 liters of oil per mile of travel, the total amount discharged does not exceed 1/30,000 of the total amount of cargo, the vessel is equipped with SAZRIUS and a slop tank.

2. For ships with a capacity of 400 reg. tons, as well as from the reflux of MKO tankers: The vessel is beyond the 12 mile zone, on its way, the oil content in the discharge is less than 15 ppm, the ACC (automatic alarm system) is in operation on the vessel.

Exception:

Vessels making regular voyages between ports of a special region may only have tanks for collecting and storing oily water on board with a capacity sufficient to collect this water for the entire period of passage, provided that the ports of call have shore receiving facilities.

All operations involving ballast, bilge water, bunkers, and lubricating oils in the MCO of tankers and non-tanker vessels are recorded in the Petroleum Operations Log, Part I.

All operations with cargo and ballast on oil tankers are recorded in the "Oil Operations Log", Part II.

Considering that the discharge of oil residues and waste (sludge) into the sea is strictly prohibited anywhere in the World Ocean, each ship must have a tank for storing oil residues and waste (sludge) on board and subsequently delivering it ashore.

Control authorities at ports assume that the amount of sludge depends on the amount of fuel burned and is:

· for light fuel - 0.5% (not less)

· for heavy fuel - 1.5% (not less).

In accordance with the requirements of Annex I to the MARPOL 73/78 Convention, each ship must have on board the following documents:

1. "Certificate of type testing of filtering equipment." Issued by the manufacturer in a photocopy of the original test report of the main sample by the classification society.

2. "Certificate of type testing of the control device." Issued by the manufacturer in a photocopy of the original test report of the main sample by the classification society.

3. "International Oil Pollution Prevention Certificate". Issued by the classification society for 5 years with annual re-examination. Appendix "A" to this certificate indicates the characteristics of all equipment for treating oily waters, the numbers and capacity of holding tanks, and the sludge accumulation and disposal system.

4. "Oil Pollution Emergency Plan" (SOPEP). It is developed for each vessel depending on its equipment, the purpose of the vessel, and the crew. The plan is written in the working language of the team and in English and must be approved by the classification society.

5. Petroleum Operations Log, Part I, "Machinery Space Operations" for all ships (including tankers) and "Oil Operations Log, Part II, "Ballast and Cargo Operations" for tankers of 150 gross tons and above.

The magazine must have the seal of the flag state administration. The log is signed page by page by the captain, stored on the ship in a place accessible for inspection, presented to the port authorities upon their request, copies of the entries are certified by the captain. The log is kept on the ship for 3 years after the last entry was made.

4.3 Rules for the prevention of pollution by hazardous liquid substances transported in bulk

Transportation of hazardous liquid substances in bulk is carried out on chemical tankers (including oil tankers) built in accordance with the requirements of the “International Code for the Construction and Equipment of Ships Carrying Hazardous Chemicals in Bulk” (Chemical Bulk Code), adopted by the MEPC IMO resolutions MEPC. 19 (22) and 20 (22).

For the purposes of Appendix II, harmful liquid substances are divided into categories - “X”, “Y”, “Z” according to the degree of their toxicity and other substances (DS).

Discharge into the sea of ​​liquid substances of categories "X", "Y", "Z" is prohibited.

Annex II of MARPOL 73/78 provides guidance on the classification of hazardous liquid substances. The list of hazardous substances transported in bulk is given in Chapters 17 and 18 of the International Bulk Chemical Code, indicating their category.

Dumping is prohibited outside special areas harmful liquid substances of category "X", ballast water, wash waters, residues or mixtures containing such substances.

Cargo residues and wash waters generated during tank washing must be delivered to onshore reception facilities until the concentration of the substance in these waters is equal to 0.1% by weight.

Any water subsequently added to the tank may be discharged into the sea subject to the following conditions being simultaneously met:

It is prohibited to discharge harmful liquid substances "Y" and "Z", ballast water and wash water, unless the following conditions are simultaneously met:

The vessel is in transit, at a speed of at least 7 knots, the methods and devices for discharge are approved by the classification society and ensure the concentration of the substance in the wake of the vessel is not more than 1 part per million for category "Y" or 10 parts per million for category "Z"; the maximum amount of discharged substance does not exceed 1 m3 or 1/3000, the capacity of tanks of category "Y" and 3 mі, or 1/1000, the capacity of tanks for category "Z"; discharge is made below the waterline, at a distance of at least 12 miles from the coast, at a depth of 25 meters.

The discharge of substances of the category "other substances" ("OS"), ballast water and wash water is prohibited unless the following conditions are simultaneously met:

The vessel is en route, at a speed of at least 7 knots, the concentration of the mixture does not exceed 1 part of the substance in 10 parts of water, the discharge is made at a distance of at least 12 miles from the coast.

Special Areas for Annex II: Baltic, Black Seas and Antarctic region.

In special areas, the discharge of substances of category "X" is prohibited, water ballast, washing water. Cargo residues and wash waters generated during tank washing must be delivered to onshore reception facilities until the concentration of substances in these waters is equal to 0.05% by weight. Any water subsequently added to the tank may be discharged if the following conditions are simultaneously met:

The vessel is underway, at a speed of at least 7 knots, the discharge is made below the waterline, at a distance of at least 12 miles from the shore and at a depth of at least 25 meters.

Discharge of harmful liquid substances is prohibited categories "Y" and "Z", ballast water and wash water, unless the following conditions are met:

The vessel is in transit, at a speed of at least 7 knots, methods and devices are approved by the classification society and ensure the concentration of the substance in the wake of the vessel is not more than 1 part per million for category “Y” or for category “Z”; the maximum amount of substance discharged does not exceed 1 m3, or 1/3000, of the capacity of the tanks; discharge is made below the waterline, at a distance of at least 12 miles from the shore and at a depth of at least 25 meters.

In the Antarctic region, any discharge into the sea of ​​harmful liquid substances or mixtures thereof is prohibited.

Monitoring compliance with the requirements of Annex II when washing tanks, delivering ballast and washing water to onshore reception facilities, and discharging subsequent water into the sea is carried out in the port by inspectors authorized by the Government of the port country.

In accordance with the requirements of the MARPOL 73/78 Convention, each chemical tank ship must have on board:

1. “Cargo operations log” in the form established by Annex II of the MARPOL 73/78 Convention.

The log is signed page by page by the captain of the ship, stored on the ship in a place accessible for inspection, presented to the port authorities upon request, copies of the entries are certified by the captain, the log is stored on the ship for 3 years after the last entry was made.

2. "International Certificate for the Prevention of Pollution for the Transport of Noxious Liquid Substances in Bulk." Issued by the classification society for 5 years with annual re-examination.

3. “Certificate of compliance of the vessel with the requirements of the International Code for the Construction and Equipment of Ships Carrying Hazardous Chemicals in Bulk (Chemical Bulk Code).

4.4 Rules for the prevention of pollution by harmful substances transported by sea in packaging

It does not establish special requirements for the design and equipment of ships. Harmful substances in packaging can be transported on ordinary ships in compliance with the transportation rules in accordance with Appendix III.

Discharging hazardous substances and empty containers of hazardous substances into the sea is strictly prohibited. Remaining cargo and empty packages are subject to delivery to onshore receiving facilities.

In addition to the requirements of the Application III to MARPOL 73/78, detailed requirements for packaging, marking, labels, documentation, stowage, quantity limits and exceptions to prevent pollution of the marine environment by harmful substances are set out in the International Maritime Dangerous Goods (IMDG) Code.

In accordance with Annex III of MARPOL 73/78, it is required that all shipping documents relating to hazardous substances use the technical names of such substances (only commercial names cannot be used) and designate the substance as “Marine Pollutant”. Each ship transporting hazardous substances must have a special register or manifest listing the hazardous substances on board and indicating their placement on the vessel.

They are located and secured in such a way as to minimize the danger to the marine environment and ensure the safety of the vessel and people.

4.5 Rules for the prevention of pollution by sewage from ships

Provides that every ship of 400 gross tonnage. t. or more and every vessel with more than 15 people on board must have on board the following equipment: holding tanks for waste water with a discharge system on both sides with international flanges and a remote control for stopping the pumping pumps. Since the rate of water consumption on a ship is 250 liters per person per day, ships with a large number of people on board, at the request of the shipowner, can be equipped with:

1. A wastewater treatment plant and a holding tank with a shore discharge system and a remote control for stopping the pumping pumps.

2. A system for grinding and disinfecting wastewater.

Wastewater treatment plants are divided into:

installations of the physical and chemical principle of action;

installation of the biological principle of action.

In installations of the physico-chemical operating principle in the first stage aeration occurs, in the second stage a coagulant (aluminum-containing oxides) is supplied, which binds and deposits solid particles from the wastewater to the bottom. The sludge formed at the bottom of the second stage must be periodically pumped into a holding tank. In the third stage, the clarified wastewater is disinfected and discharged overboard.

These installations are relatively cheap and easy to maintain, but operating them in port waters is prohibited due to chemical contamination of wastewater.

In settings of the biological principle of action In the first stage, organic matter in wastewater is burned by aerating it with oxygen. In the second stage, activated sludge microorganisms partially consume and partially precipitate solid particles. Clarified wastewater is supplied to the third stage, where it is disinfected with chlorine-containing preparations or ozone, after which it is discharged overboard.

Installations of this type are continuous installations; they can operate in port waters. Their disadvantage is sensitivity to chemical contamination of wastewater. Chemical contamination (for example, washing powders) kills activated sludge in the second stage and takes the installation out of standard operating mode.

The standard for wastewater treatment in installations of any operating principle is as follows:

Collie - index< 2500;

Suspended solids< 100 мг/л;

BOD 5< 50 мг/л;

(biological oxygen demand, five-day)

Residual chlorine< 5 мг/л.

The wastewater discharge standards are as follows:

On the open sea beyond the 3-mile zone, while the vessel is moving at a speed of at least 4 knots, gradual discharge of crushed and disinfected wastewater is permitted; beyond the 12-mile zone, while the vessel is moving at a speed of at least 4 knots, gradual discharge of treated and untreated wastewater is permitted, as well as operation of an open drain system.

For the purposes of Annex IV, no special areas of the World Ocean have been established.

In port waters Discharge of wastewater treated in biological installations is permitted. It is prohibited to discharge untreated wastewater and wastewater treated in installations based on the physical and chemical principle of action, as well as laundry water.

The national regulations of the port of call state may establish other restrictions on the discharge of wastewater in internal waters and the territorial sea.

The MARPOL Convention does not provide for a special journal for recording operations with wastewater. Operations for the discharge of wastewater and its delivery to the shore, indicating the coordinates of the discharge, the port of delivery and the quantity, are recorded in the ship's logbook.

In accordance with the requirements of Annex IV to the MARPOL 73/78 Convention, each ship must have on board the following documents:

1. “Type test certificate for waste water treatment plant” (if the ship has one). Issued by the manufacturer in a photocopy of the original test report of the main sample by the classification society.

2. "International Certificate for the Prevention of Pollution by Sewage". Issued by the classification society for 5 years with annual re-examination.

4.6 Rules for the prevention of pollution from ships

"Garbage" means all types of food, household and operational waste (excluding fresh fish and its remains) that are generated during the normal operation of the ship and are subject to permanent or periodic disposal, with the exception of substances defined or listed in other Annexes of the MARPOL 73/78 Convention.

For the purposes of Annex V, each ship shall have on board the following equipment:

1. It is mandatory to have at least 3 containers for collecting and storing waste labeled “Plastic”, “Food waste”, “Household waste”. These containers must be secured to the deck and have tight-fitting lids. They should be painted in different colors. Some ports require a separate container for electrical waste (batteries, accumulators, lamps, etc.).

Ships with a large number of people on board may be equipped with waste treatment devices:

1. Shredders capable of shredding to sizes less than 25 mm, or

2. Presses for reducing the volume and imparting negative buoyancy to piles of garbage, or

3. Incinerators - high-temperature furnaces for burning all types of waste and oil waste (sludge). Incinerators used on ships must comply with the IMO Standard Technical Requirements, the main ones of which are:

temperature of exhaust gases within 850 - 1200°C;

maximum CO content in flue gas - 200 mg/mJ;

the temperature in the combustion chamber must reach 600°C within 5 minutes after start-up.

In addition to the mandatory containers for all ships for collecting and storing garbage, the ship can be equipped with other equipment at the request of the shipowner.

The dumping of all types of plastics and synthetic products anywhere in the World Ocean is strictly prohibited. They must be collected strictly separately from other garbage and delivered ashore at ports of call.

If the ship has an incinerator that complies with the IMO Standard Specifications, plastic can be burned provided the following conditions are met:

Beyond the 12 mile zone, while the vessel is underway, separated from other debris, in a favorable wind direction to prevent toxic waste gases from entering the vessel's habitable area.

Ash from burning plastic is prohibited from being dumped anywhere in the world's oceans. It has a specific appearance and is subject to collection, storage and delivery at the port of call. Ash from burning plastic is stored in a special container labeled " Plastic Ash".

Outside special areas, discharge into the sea is permitted:

At a distance more than 25 miles from shore- buoyant separation, lining and packaging materials.

At a distance more than 12 miles from shore- food waste and household waste (paper, cardboard, rags, glass, bottles, shards, etc.).

At a distance more than 3 miles from shore- food waste and household waste crushed to a size of no more than 25 mm.

For the purposes of Annex V special areas are: Mediterranean, Baltic, Black, Red Seas, North Sea with the Irish and Celtic Seas and the English Channel, Caribbean Sea with the Gulf of Mexico, Gulf Region (Persian, Oman), Antarctic Region. The coordinates delimiting special areas are given in the text of MARPOL 73/78.

In special areas, discharge into the sea is permitted:

More than 12 miles from shore - food waste.

More than 3 miles offshore in the Caribbean Sea - food waste, crushed to a size not exceeding 25 mm.

All operations with garbage, indicating the coordinates of the discharge, the port of delivery and the amount of garbage, are recorded in the log of operations with garbage.

Garbage is divided into 6 categories:

1 cat. - plastics;

2 cat. - buoyant separation, cladding and packaging materials;

3 cat. - shredded paper products, rags, glass, bottles, shards, metal;

4 cat. - unshredded paper products, rags, glass, bottles, shards, metal;

5 cat. - food waste;

6 cat. - ash from incinerators, with the exception of ash formed during the combustion of plastic products, which may contain toxic residues of heavy metals.

In accordance with the requirements of Annex V to the MARPOL 73/78 Convention, each ship must have on board:

1. "Certificate of type approval of ship incinerator." Issued by the manufacturer in a photocopy of the original test report of the main sample by the classification society.

2. “Certificate of Prevention of Garbage Pollution” from the Register of Shipping (for ships operating under the supervision of the Register). This Certificate is not conventional; it was created by the Register.

3. "Garbage Management Plan" (GMP). Developed for each vessel, depending on its equipment, purpose of the vessel, crew, in the working language of the crew and English, must be approved by the shipowner. Does not require approval by a classification society.

4. "Journal of transactions with garbage." Each completed waste dumping or burning operation is recorded in the Garbage Operations Log and signed on the day of burning or dumping by the responsible officer of the command staff. Each completed page of the Garbage Log is signed by the captain of the vessel. Entries in the Garbage Log are made in English, Spanish or French.

The record of each burn or discharge must include the date and time, the location of the vessel, a description of the debris, and the estimated amount of debris discharged or burned.

The garbage record book must be kept on board the ship in such a place as to be accessible for inspection as soon as possible.

The waste log should be kept for 2 years after the last entry.

In the event of discharge, disposal or accidental loss of substances specified in the rules of this Annex, an entry should be made in the Waste Operations Log indicating the conditions and reasons for the loss.

4.7 Rules for preventing air pollution from ships

Basic requirements:

1. Replacement of ozone-depleting substances with neutral ones. These include, but are not limited to: gallons 1211, 1301, 2402, CFC freons - 113, 114, 115; CFC-22 remains on ships until 2020.

2. A restriction is introduced on the sulfur content in fuels burned in ship engines:

For heavy fuels - up to 4.5% S until 01/01/2012

up to 3.5% S after 01/01/2012

up to 0.5% S after 01/01/2020

The European Parliament adopted a directive to limit the presence of sulfur in ship bunkers used in territorial waters and in ports of European Parliament countries: - the presence of sulfur should be no more than 1.5% for heavy fuel and no more than 0.1% for light fuel after 2010.

The US government has established a California zone with similar requirements.

3. When bunkering, each vessel must receive a consignment note from the fuel supplier, which must reflect the information about the bunker established by Appendix VI to this Appendix. The fuel supply invoice and the accompanying fuel sample, sealed and signed by the supplier and the ship's representative, must be kept on the ship: the invoice - 3 years, fuel sample - 1 year.

Diesel engines must be equipped with a system to reduce NO x and SO x emissions or an exhaust gas purification system in accordance with the NO x technical code. Control is established over the content of nitrogen oxides NO x in the exhaust gases of engines. The maximum content of nitrogen oxides NO x is allowed no more than:

1) 17 g/kWh - at n< 130 об/мин;

45*n No. 2) g/kWh - at n > 130 rpm, but< 2000 об/мин;

9.8 g/kWh - at n = 2000 rpm or more.

Applicable to diesel engines installed on ships built after January 2000.

A restriction is being introduced on the use of main engines in port waters. Upon arrival, the main engines must be switched off in the outer roadstead, the vessel is towed to the port berth and also taken out to the outer roadstead by tugs, the main engines are started only in the outer roadstead. Ports are actively equipping shore power for ships.

Governments of Annex VI countries may designate ports and terminals at which emissions of volatile organic compounds from tankers (petroleum vapors) are regulated in accordance with the requirements of Annex VI Regulation 15.

All tankers must be equipped with an oil vapor collection system and use it when loading such cargo.

Combustion on a ship is allowed only in the ship's incinerator, and the operation of incinerators while moored in ports is prohibited.

Incinerators used on board the ship must comply with the IMO Standard Technical Requirements, the main ones of which are:

· temperature of gases leaving the combustion chamber is in the range of 850 - 1200°C;

· maximum CO content in flue gas - 200 mg/mJ;

· the temperature in the combustion chamber must reach 600°C within 5 minutes after start-up.

Sewage sludge and oily residues may be incinerated in the main or auxiliary plant or boilers outside port waters.

It is prohibited to burn on board: cargo residues, in accordance with Appendices I, II, III. and related packaging materials, polychlorinated biphenyls, waste containing halogen compounds.

Appendix VI contains the form of the International Air Pollution Prevention Certificate issued by the Classification Society for a period of 5 years, subject to annual re-examination.

There is information that many ships (including passenger ships, container ships and ferries) are equipped with scrubbing systems (a gas cleaning unit that reduces the content of sulfur oxides in exhaust gases; mounted directly on the ship; does not require special operator supervision; constantly provides information on the composition of exhaust gases; provides safe operation of the marine engine; analyzes the efficiency of its operation; does not interfere with the stability of the vessel). Such systems allow the use of the heaviest fuel oils, without going beyond not only the requirements of Annex 6 of MARPOL 73/78, but the much more stringent EU requirement, limiting the sulfur content at 0.1% in its territorial waters.

4.8 Technical means of combating biological pollution of ballast water of sea transport ships

During operation, sea vessels are periodically in a partially loaded state. To maintain the seaworthiness and strength characteristics of the vessel, sea water is taken on board as ballast.

Along with ballast water, marine organisms, their eggs, larvae, as well as plants and pathogens of dangerous diseases enter ship tanks. When ballast is dumped in other geographic areas, marine organisms and plants begin to actively reproduce. It is almost impossible to get rid of them. They have a negative impact on the environment. The consequences of this process in many parts of the world are devastating. Alien marine species released into the marine environment lead to disruption of the natural ecological balance, destruction of hydraulic structures, direct significant losses to marine industries and, ultimately, can cause an environmental disaster.

Currently, various methods of replacing ballast water and methods of their treatment on board are used (mechanical, physical, chemical and mixed). The most economical systems are electrochemical and ultraviolet treatment of ballast water.

Annex VII "Regulations for the Prevention of Pollution by Undesirable Marine Organisms in Ballast Water" is currently being developed by the IMO Marine Environment Protection Committee.

Note: Before proceeding with this section, it is necessary to study the design of a modern oil anchor, including a tanker carrying multiple cargo segregations.

Rule 1.Definitions;

Rule 2.Application: a) all vessels; b) cargo spaces of 200 cubic meters or more for the transportation of oil in bulk by ships that are not oil tankers - partially;

Rule3. Equivalents: on the use of equivalent devices;

Rule 4. Surveys and inspections: every oil tanker of 150 gross tonnage or more and every other ship of 400 gross tonnage or more;

Every oil tanker of 150 gross tonnage and above, every ship of 150 gross tonnage and above which has been issued a certificate for the carriage of noxious liquid substances in bulk, and every ship other than an oil tanker of 400 gross tonnage and above shall have on board the ship's Plan/Manual. on systems for handling oily bilge waters and oily residues (oily sediments), approved by the Classification Society.

A tanker carrying crude oil must have and implement a Volatile Organic Compound (VOC) Emission Management Plan approved by the Register.

Such a plan is prepared taking into account the guidance developed by IMO.

The plan is specific to each vessel and, at a minimum, must:

.2 consider additional VOCs generated by crude oil washing;

.4 for ships on international voyages, be drawn up in the working language of the captain and officers and include a translation into English.

Rule 5. Issuance of a Certificate (IOPP Certificate);

Rule 6.Issuance of a Certificate by another government;

Rule 7. Certificate form;

Rule 8. The validity period of the Certificate is up to 5 years;

Rule 9. Limitation of oil discharge.

Any discharge of oil or oil-containing mixture into the sea is prohibited. except cases when the following conditions are met – a) c oil tanker if the tanker is located outside the special area; is located at a distance of more than 50 nm. from the nearest shore; is on the way; instantaneous discharge rate does not exceed 30 liters per nautical mile; the total quantity of cargo is not higher than 1/30,000 of the total quantity of cargo; the tanker has an automatic measurement, registration and control system for oil discharge and a slop tank;

b) from a ship with a gross tonnage of 400 gross tonnage or more, which is not an oil tanker, as well as from the bilges of an oil tanker, with the exception of pump room bilges and if the engine bilges are not mixed with the remains of the oil cargo, provided that the ship is located on the way; is located outside the special area; the oil content in the effluent without dilution is not higher than 15 parts per 1 million; The vessel has an automatic measurement, recording and control system for oil discharge and equipment for oil filtration.

Rule 10. Methods for preventing oil pollution from ships when sailing in special areas: Mediterranean, Baltic, Black, Red Seas, Gulf of Aden, Gulf region (between Ras al-Hadd and Ras al-Fast), Antarctic region (south of 60° S) .);

Exceptions: Regulations 9 and 10 do not apply to a discharge for the purpose of ensuring the safety of the ship or the rescue of life at sea, or as a result of damage to the ship, if all reasonable precautions are taken after the damage occurs or the release is detected 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.Preservation 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 devices on oil tankers;

Rule 18. Standard drain connection;

Rule 19. Oil Operations Log:

a) operations in the MoD for all vessels:

Receiving ballast into fuel tanks or cleaning them;

Discharge of dirty ballast or wash water from tanks;

Removal of oil residues;

Discharge of bilge water overboard;

b) ballast and cargo operations for tankers:

Loading and unloading of oil cargo;

Pumping of oil cargo within the vessel during the voyage;

Reception of ballast into cargo and dedicated clean ballast tanks;

Cleaning of cargo tanks;

Ballast discharge, except for the discharge of isolated ballast from tanks;

Discharge from settling 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 the event of damage to the side and bottom.

1.3. Preventing pollution from an incident.

Rule 26. Ship Oil Pollution Emergency Plan (SOPEP – Ship Oil Pollution Emergency Plan).

Note: in Russian-language texts you can find the abbreviation OSR Plan (oil spill response).

Every oil tanker of 150 gross tonnage or more and every ship other than an oil tanker of 400 gross tonnage or more shall have on board a shipboard Oil Pollution Emergency Plan (SOPEP) approved by the State Maritime Administration. flag. The plan is drawn up in accordance with the guidelines developed by the Organization (IMO).

Example of a SOPEP Plan (m/v “KARAT REEFER” (Estonia):

SHIPMENT EMERGENCY PLAN TO COMBAT OIL POLLUTION 1.Preamble. 2. Requirements for messages. 2.1. Cases when it is necessary to give messages. 2.2.Form and content of the message. 2.3. Who to establish and maintain contact with. 2.4.Additional messages. 2.5. Assistance to other vessels. 2.6.Messaging language. 3.Measures to control oil discharge. 3.1.Operational oil spills. 3.2. Spills as a result of accidents. 3.3. Guidelines for priority actions in case of an emergency oil spill. 3.4. Vessel plans and drawings. 4. Coordination of the vessel’s actions with national and local authorities. 5.Additional non-binding information. 6. Information about periodic revisions of the plan. 7. Information about familiarization with the plan. Appendix 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 vessel. Appendix 4. List of details of companies involved in eliminating the consequences of oil spills. Appendix 5. Drawing of the general arrangement of the vessel. Appendix 6. Layout of tanks.