Ingangsdatum: 25-09-1997
Geldig tot en met: 04-10-2000
RESOLUTION MEPC.76(40)Table of Contents
1.
Scope
2. Definitions
3. Materials
and manufacture
4. Operating requirements
5. Operating controls
6. Other requirements
7. Tests
8. Certification
9. Marking
10. Quality assurance
ANNEXA1 - Emission Standard for Shipboard Incinerators
A2 - Fire Protection Requirements for Incinerators for
Incinerators and Waste Stowage Spaces
A3 - Incinerators
integrated with heat recovery units
A4 - Flue gas temperature
STANDARD SPECIFICATION FOR SHIPBOARD
INCINERATORS1 Scope
1.1 This
specification covers the design, manufacture, performance, operation and testing of
incinerators intended to incinerate garbage and other shipboard wastes generated
during the ship's normal service.
1.2 This specification
applies to those incinerator plants with capacities up to 1,500 ㎾ per unit.
1.3 This specification does not apply to systems on special
incinerator ships, e.g., for burning industrial wastes such as chemicals,
manufacturing residues, etc.
1.4 This specification does not
address the electrical supply to the unit, nor the foundation connections and stack
connections.
1.5 This specification provides emission
requirements in annex A1, and fire protection requirements in annex A2. Provisions for
incinerators integrated with heat recovery units and provisions for flue gas
temperature are given in annex A3 and annex A4, respectively.
1.6 This specification may involve hazardous materials, operations, and
equipment. This standard does not purport to address all of the safety problems
associated with its use. It is the responsibility of the user of this standard to
establish appropriate safety and health practices and determine the applicability of
regulatory limitations prior to use, including possible port State limitations.
2 Definitions
2.1
Ship means a vessel of any type whatsoever operating in the marine environment and
includes hydrofoil boats, air-cushioned vehicles, submersibles, floating craft and
fixed or floating platforms.
2.2 Incinerator means shipboard
facilities for incinerating solid wastes approximating in composition to household
waste and liquid wastes arising from the operation of the ship, e.g., domestic waste,
cargo-associated waste, maintenance waste, operational waste, cargo residues, and
fishing gear, etc. These facilities may be designed to use or not to use the heat
energy produced.
2.3 Garbage means all kinds of victual,
domestic and operational waste excluding fresh fish and parts thereof, generated
during normal operation of the ship as defined in Annex V to MARPOL 73/78.
2.4 Waste means useless, unneeded or superfluous matter which
is to be discarded.
2.5 Food wastes are any spoiled or
unspoiled victual substances, such as fruits, vegetables, dairy products, poultry,
meat products, food scraps, food particles, and all other materials contaminated by
such wastes, generated aboard ship, principally in the galley and dining areas.
2.6 Plastic means a solid material which contains as an
essential ingredient one or more synthetic organic high polymers and which is formed
(shaped) during either manufacture of the polymer or the fabrication into a finished
product by heat and/or pressure. plastics have Intertidal properties ranging from hard
and brittle to soft and elastic. Plastics are used for a variety of marine purposes
including, but not limited to, packaging (vapour-proof barriers, bottles, containers,
liners), ship construction (fiberglass and laminated structures, siding, piping,
insulation, flooring, carpets, fabrics, paints and finishes, adhesives, electrical and
electronic components), disposable eating utensils and cups, bags, sheeting, floats,
fishing nets, strapping bands, rope and line.
2.7 Domestic
waste means all types of food wastes, sewage and wastes generated in the living spaces
on board the ship for the purpose of this specification.
2.8
Cargo-associated waste means all materials which have become wastes as a result of use
on board a ship for cargo stowage and handling. Cargo- associated waste includes but
is not limited to dunnage, shoring pallets, lining and packing materials, plywood,
paper, cardboard, wire, and steel strapping.
2.9 Maintenance
waste means materials collected by the engine department and the deck department while
maintaining and operating the vessel, such as soot, machinery deposits, scraped paint,
deck sweeping, wiping wastes, oily rags, etc.
2.10
Operational wastes means all cargo-associated wastes and maintenance waste (including
ash and clinkers), and cargo residues defined as garbage in 2.13.
2.11 Sludge oil means sludge from fuel and lubricating oil separators,
waste lubricating oil from main and auxiliary machinery, waste oil from bilge water
separators, drip trays, etc.
2.12 Oily rags are rags which
have been saturated with oil as controlled in Annex I to the Convention. Contaminated
rags are rags which have been saturated with a substance defined as a harmful
substance in the other Annexes to MARPOL 73/78.
2.13 Cargo
residues for the purposes of this standard are defined as the remnants of any cargo
material on board that cannot be placed in proper cargo holds (loading excess and
spillage) or which remains in cargo holds and elsewhere after unloading procedures are
completed (unloading residual and spillage). However, cargo residues are expected to
be in small quantities..
2.14 Fishing gear is defined as any
physical device or part thereof or combination of items that may be placed on or in
the water with the intended purpose of capturing, or controlling for subsequent
capture, living marine or freshwater organisms.
3 Materials and manufacture:
3.1 The materials
used in the individual parts of the incinerator are to be suitable for the intended
application with respect to heat resistance, mechanical properties, oxidation,
corrosion, etc., as in other auxiliary marine equipment.
3.2
Piping for fuel and sludge oil should be seamless steel of adequate strength and to
the satisfaction of the Administration. Short lengths of steel, or annealed copper
nickel, nickel copper, or copper pipe and tubing may be used at the burners. The use
of nonmetallic material for fuel lines is prohibited. Valves and fittings may be
threaded in sizes up to and including 60 ㎜ O.D. (outside diameter), but threaded
unions are not to be used on pressure lines in sizes 33 ㎜ O.D. (outside diameter) and
over.
3.3 All rotating or moving mechanical and exposed
electrical parts should be protected against accidental contact.
3.4 Incinerator walls are to be protected with insulated fire
bricks/refractory and a cooling system. Outside surface temperature of the incinerator
casing being touched during normal operations should not exceed 20 ºC above ambient
temperature,
3.5 Refractory should be resistant to thermal
shocks and resistant to normal ship's vibration. The refractory design temperature
should be equal to the combustion chamber design temperature plus 20%. (See 4.1)
3.6 Incinerating systems should be designed such that corrosion
will be minimized on the inside of the systems.
3.7 In
systems equipped for incinerating liquid wastes, safe ignition and maintenance of
combustion must be ensured, e.g., by a supplementary burner using gas oil/diesel oil
or equivalent.
3.8 The combustion chamber(s) should be
designed for easy maintenance of all internal parts including the refractory and
insulation.
3.9 The combustion process should take place
under negative pressure which means that the pressure in the furnace under all
circumstances should be lower than the ambient pressure in the room where the
incinerator is installed. A flue gas fan may be fitted to secure negative pressure,
3.10 The incinerating furnace may be charged with solid
waste either by hand or automatically. In every case, fire dangers should be avoided
and charging should be possible without danger to the operating personnel. For
instance, where charging is carried out by hand, a charging lock may be provided which
ensures that the charging space is isolated from the fire box as long as the filling
hatch is open. There charging is not effected through a charging lock, an interlock
should be installed to prevent the charging door from opening while the incinerator is
in operation with burning of garbage in progress or while the furnace temperature is
above 220 ºC.
3.11 Incinerators equipped with a feeding
sluice or system should ensure that the material charged will move to the combustion
chamber. Such system should be designed such that both operator and environment are
protected from hazardous exposure,
3.12 Interlocks should be
installed to prevent ash removal doors from opening while burning is in progress or
while the furnace temperature is above 220 ºC.
3.13 The
incinerator should be provided with a safe observation port of the combustion chamber
its order to provide visual control of the burning process and waste accumulation in
the combustion chamber. Neither heat, flame, nor particles should be able to pass
through the observation port. An example of a safe observation port is
high-temperature glass with a metal closure.
3.14 Electrical
requirements*
* International Electrotechnical
Commission (IEC) Standards, particularly IEC Publication 92-Electrical Installations
in Ships and Mobile and Fixed Offshore Units, are applicable for this equipment. 3.14.1 Electrical installation requirements
should apply to all electrical equipment, including controls, safety devices, cables,
and burners and incinerators.
3.14.1.1 A disconnecting means
capable of being locked in the open position should be installed at an accessible
location at the incinerator so that the incinerator can be disconnected from all
sources of potential. This disconnecting means should be an integral part of the
incinerator or adjacent to it (See 5.1)
3.14.1.2 All
uninsulated live metal parts should be guarded to avoid accidental contact.
3.14.1.3 The electrical equipment should be so arranged so that
failure of this equipment will cause the fuel supply to be shut off.
3.14.1.4 All electrical contacts of every safety device installed in the
control circuit should be electrically connected in series. However, special
consideration should be given to arrangements when certain devices are wired in
parallel,
3.14.1.5 All electrical components and devices
should have a voltage rating commensurate with the supply voltage of the control
system.
3.14.1.6 All electrical devices and electric
equipment exposed to the weather should meet the requirements of international
standards acceptable to the Organizations.*
*
Refer to IEC Publication 92-201, Table V(1980 edition). 3.14.1.7 All electrical and mechanical
control devices should be of a type tested and accepted by a nationally recognized
testing agency, according to international standards.
3.14.1.8 The design of the control circuits should be such that limit and
primary safety controls should directly open a circuit that functions to interrupt the
supply of fuel to combustion units.
3.14.2 Overcurrent
protection
3.14.2.1 Conductors for interconnecting wiring
that is smaller than the supply conductors should be provided with overcurrent
protection based on the size of the smallest interconnecting conductors external to
any control box, in accordance with the requirements of international standards
acceptable to the Organization**.
** Refer to
IEC Publication 92-202 (1980 edition with amendment). 3.14.2.2 Overcurrent protection for interconnecting wiring
should be located at the point where the smaller conductors connect to the larger
conductors. However, overall overcurrent protection is acceptable if it is sized on
the basis of the smallest conductors of the interconnecting wiring, or in accordance
with the requirements of international standards acceptable to the Organization.**
** Refer to IEC Publication 92-202 (1980 edition
with amendment). 3.14.2.3 Overcurrent protection devices
should be accessible and their function should be identified
3.14.3 Motors
3.14.3.1 All electric motors should
have enclosures corresponding to the environment where they are located, at least IP
44, in accordance with the requirements of international standards acceptable to the
Organization***.
*** Refer to IEC Publication
529 (1976 edition with amendment). 3.14.3.2 Motors should be provided with a
corrosion-resistant nameplate specifying information in accordance with the
requirements of international standards acceptable to the Organization****.
**** Refer to IEC Publication 91-301 (1980
edition). 3.14.3.3 Motors should be provided with
running protection by means of integral thermal protection, by overcurrent devices, or
a combination of both in accordance with manufacturer's instruction that should be in
accordance with manufacturer's instruction that should meet the requirements of
international standards acceptable to the Organization*.
* Refer to IEC Publication 92-202 (1980 edition with
amendment). 3.14.3.4 Motors should be rated for
continuous duty and should be designed for an ambient temperature of 45 ºC or higher
3.14.3.5 All motors should be provided with terminal leads
or terminal screws in terminal boxes integral with, or Secured to, the motor frames.
3.14.4 Ignition system
3.14.4.1
When automatic electric ignition is provided, it should be accomplished by means of
either a high-voltage electric spark, a high-energy electric spark, or a glow coil.
3.14.4.2 Ignition transformers should have an enclosure
corresponding to the environment where they are located, at least IP 44 in accordance
with the requirements of international standards acceptable to the Organizations**.
* Refer to IEC Publication 529 (1976 edition
with amendment). 3.14.4.3 Ignition cable should meet the
standards acceptable to the Organization***.
***Refer to IEC Publication 92-503 (1975 edition). 3.14.5 Wiring
3.14.5.1 All wiring
for incinerators should be rated and selected in accordance with the requirements of
international standards acceptable to the Organization****.
**** Refer to IEC Publication 92-352 (1979 edition with
amendments). 3.14.6 Bending and grounding
3.14.6.1 Means should be provided for grounding the major
metallic frame or assembly of the incinerators.
3.14.6.2
Noncurrent carrying enclosures, frames and similar parts of all electrical components
and devices should be bonded to the main frame or assembly of the incinerator
Electrical components that are bonded by their installation do not require a separate
bonding conductor.
3.14.6.3 When an insulated conductor is
used to bond electrical components and devices, it should show a continuous green
colour, with or without a yellow stripe.
4
Operating requirements
4.1 The incinerator system should be
designed and constructed for operation with the following conditions:
- Maximum combustion chamber flue gas outlet temperature 1,200
ºC
- Minimum combustion chamber flue gas outlet temperature 850 ºC
- Preheat temperature of combustion chamber 650 ºC
For Batch Loaded Incinerators, there are no
preheating requirements. However, the incinerator should be designed that the
temperature in the actual combustion space should reach 600 ºC within 5 minutes after
start.
Prepurge, before ignition: at least 4 air
changes in the chamber(s) and stack, but not less than 15 seconds.
Time between restarts: at least 4 air changes in the chamber(s) and stack, but not
less than 15 seconds.
Postpurge, after shut-off not less than 15
seconds after fuel oil: the closing of the fuel oil valves
Incinerator discharge gases
: | Minimum 6% O 2, |
| (measured in dry flue gas). |
4.2 Outside surface of combustion chamber(s)
should be shielded from contact such that people in normal work situations will not be
exposed to extreme heat (20 ºC above ambient temperature) or direct contact of surface
temperatures exceeding 60 ºC. Examples for alternatives to accomplish this are a
double jacket with an air flow in between or an expanded metal jacket.
4.3 Incinerating systems are to be operated with underpressure
(negative pressure) in the combustion chamber such that no gases or smoke can leak out
to the surrounding areas.
4.4 The incinerator should have
warning plates attached in a prominent location on the unit, warning against
unauthorized opening of doors to combustion chamber(s) during operation and against
overloading the incinerator with garbage.
4.5 The incinerator
should have instruction plate(s) attached in a prominent location on the unit that
clearly addresses the following:
4.5.1 Cleaning ashes and
slag from the combustion chamber(s) and cleaning of combustion air openings before
starting the incinerator (where applicable).
4.5.2 Operating
procedures and instructions. These should include proper start-up procedures, normal
shut-down procedures, emergency shut-down procedures, and procedures for loading
garbage (where applicable).
4.6 To avoid building up of
dioxins, the flue gas should be shock-cooled to a maximum 350 º within 2.5 metres from
the combustion chamber flue gas outlet.
5
Operating controls
5.1 The entire unit should be capable of
being disconnected from all sources of electricity by means of one disconnect switch
located near the incinerator. (See 3.14. 1.1)
5.2 There
should be an emergency stop switch located outside the compartment which stops all
power to the equipment. The emergency stop switch should also be able to stop all
power to the fuel pumps. If the incinerator is equipped with a flue gas fan, the fan
should be capable of being restarted independently of the other equipment on the
incinerator.
5.3 The control equipment should be so designed
that any failure of the following equipment will prevent continued operations and
cause the fuel supply to be cut off.
5.3.1 Safety
thermostat/draft failure
5.3.1.1 A flue gas temperature
controller, with a sensor placed in the flue gas duct, should be provided that will
shut down the burner if the flue gas temperature exceeds the temperature set by the
manufacturer for the specific design.
5.3.1.2 A combustion
temperature controller, with a sensor placed in the combustion chamber, should be
provided that will shut down the burner if the combustion chamber temperature exceeds
the maximum temperature.
5.3.1.3 A negative pressure switch
should be provided to monitor the draft and the negative pressure in the combustion
chamber. The purpose of this negative pressure switch is to ensure that there is
sufficient draft/negative pressure in the incinerator during operations. The circuit
to the program relay for the burner will be opened and an alarm activated before the
negative pressure: rises to atmospheric pressure.
5.3.2 Flame
failure/fuel oil pressure
5.3.2.1 The incinerator should have
a flame safeguard control consisting of a flame sensing element and associated
equipment for shut down of the unit in the event of ignition failure and flame failure
during the firing cycle. The flame safeguard control should be so designed that the
failure of any component will cause a safety shut down,
5.3.2.2 The flame safeguard control should be capable of closing the fuel
valves in not more than 4 seconds after a flame failure.
5.3.2.3 The flame safeguard control should provide a trial-for-ignition
period of not more that 10 seconds during which fuel may be supplied to establish
flame. If flame is not established within 10 Seconds, the fuel supply to the burners
should be immediately shut off automatically.
5.3.2.4
Whenever the flame safeguard control has operated because of failure of ignition,
flame failure, or failure of any component, only one automatic restart may be
provided. If this is not successful then manual reset of the flame safeguard control
should be required for restart.
5.3.2.5 Flame safeguard
controls of the thermostatic type, such as stack switches and pyrostats operated by
means of an open bimetallic helix, are prohibited.
5.3.2.6 If
fuel oil pressure drops below that set by the manufacturer, a failure and lock out of
the program relay should result. This also applies to a sludge oil burner. (Applies
where pressure is important for the combustion process or a pump is not an integral
part of the burner.)
5.3.3 Loss of power If there is a loss
of power to the incinerator control/alarm panel (not remote alarm panel), the system
should shut down.
5.4 Fuel supply
Two fuel
control solenoid valves should be provided in series in the fuel supply line to each
burner. On multiple burner units, a valve on the main fuel supply line and a valve at
each burner will satisfy this requirement. The valves should be connected electrically
in parallel so that both operate simultaneously.
5.5 Alarms
5.5.1 An outlet for an audible alarm should be provided for
connection to a local alarm system or a central a1arm system. When a failure occurs, a
visible indicator should show what caused the failure. (The indicated may cover more
than one fault condition.)
5.5.2 The visible indicators
should be designed so that, where failure is a safety related shutdown, manual reset
is required.
5.6 After shutdown of the oil burner, provision
should be made for the fire box to cool sufficiently. (As an example, of how this may
be accomplished, the exhaust fan or ejector could be designed to continue to operate.
This would not apply in the case of an emergency manual trip.)
6 Other requirements
6.1 Documentation
A complete instruction and maintenance manual with drawings,
electric diagrams, spare parts list, etc., should be furnished with each incinerator.
6.2 Installation
All devices and
components should, as fitted in the ship, be designed to operate when the ship is
upright and when inclined at any angle of list up to and including 15 º either way
under static conditions and 22.5 º under dynamic conditions (rolling) either way and
simultaneously inclined dynamically (pitching) 7.5 º by bow or stern.
6.3 Incinerator
6.3.1 Incinerators are to be
fitted with an energy source with sufficient energy to ensure a safe ignition and
complete combustion. The combustion is to take place at sufficient negative pressure
in the combustion chamber(s) to ensure no gases or smoke leaking out to the
surrounding areas. (See 5.3.1.3)
6.3.2 A driptray is to be
fitted under each burner and under any pumps, strainers, etc., that require occasional
examination
7 Tests
7.1 Prototype tests
An operating test for the prototype
of each design should be conducted, with a test report completed indicating results of
all tests. The tests should be conducted to ensure that all of the control components
have been properly installed and that all parts of the incinerator, including controls
and safety devices, are in satisfactory operating condition. Tests should include
those described in section 7.3 below.
7.2 Factory tests
For each unit, if preassembled, an operating test should be conducted
to ensure that all of the control components have been properly installed and that all
parts of the incinerator, including controls and safety devices, are in satisfactory
operating condition. Tests should include those described in 7.3 below.
7.3 Installation tests
An operating test
after installation should be conducted to ensure that all of the control components
have been properly installed and that all parts of the incinerator, including controls
and safety devices, are in satisfactory operating condition. The requirements for
prepurge and time between restarts referred to in 4.1 should be verified at the time
of the installation test.
7.3.1 Flame safeguard. The
operation of the flame safeguard system should be verified by causing flame and
ignition failures. Operation of the audible alarm (where applicable) and visible
indicator should be verified. The shutdown times should be verified.
7.3.2 Limit controls. Shutdown due to the operation of the limit controls
should be verified.
7.3.2.1 Oil pressure limit control. The
lowering of the fuel oil pressure below the value required for safe combustion should
initiate a safety shutdown.
7.3.2.2 Other interlocks. Other
interlocks provided should be tested for proper operation as specified by the unit
manufacturer.
7.3.3 Combustion controls. The combustion
controls should be stable and operate smoothly.
7.3.4
Programming controls. Programming controls should be verified as controlling and
cycling the unit in the intended manner. Proper prepurge, ignition, postpurge, and
modulation should be verified. A stopwatch should be used for verifying intervals of
time.
7.3.5 Fuel supply controls. The satisfactory operation
of the two fuel control solenoid valves for all conditions of operation and shutdown
should be verified.
7.3.6 Low voltage test. A low voltage
test should be conducted on the incinerator unit to satisfactorily demonstrate that
the fuel supply to the burners will be automatically shut off before an incinerator
malfunction results from the reduced voltage.
7.3.7 Switches.
All switches should be tested to verify proper operation
8 Certification
8.1 Manufacturer's
certification that an incinerator has been constructed in accordance with this
standard should be provided (by letter, certificate, or in the instruction manual).
9 Marking
9.1
Each incinerator should be permanently marked indicating:
9.1.1 Manufacturer's name or trademark.
9.1.2
Style, type, model or other manufacturer's designation for the incinerator.
9.1.3 Capacity-to be indicated by net designed heat release of
the incinerator in heat units per timed period; for example, British Thermal Units per
hour, megajoules per hour, kilocalories per hour.
10 Quality assurance Incinerators should be designed, manufactured and
tested in a manner that ensures they meet the requirements of this standard.
A 1 - EMISSION STANDARD FOR SHIPBOARD
INCINERATORS WITH CAPACITIES OF UP TO 1,500 ㎾Minimum information to be provided
A1.1 An IMO TYPE APPROVAL CERTIFICATE should
be required for each shipboard incinerator. In order to obtain such certificate, the
incinerator should be designed and built to an IMO approved standard. Each model
should go through a specified type approval test operation at the factory or an
approved test facility, and under the responsibility of the Administration.
A1.2 TYPE APPROVAL TEST SHOULD INCLUDE
MEASURING OF THE FOLLOWING PARAMETERS:
Max capacity : | ㎾ or kcal/h ㎏/h of specified
waste ㎏/h per
burner |
Pilot fuel consumption ㎏/h per burner
O2 Average
in combustion
chamber/zone : %CO Average in flue gas
: ㎎/MJSoot number
average :Bacharach or ringelman
ScaleCombustion chamber flue gas outlet temperature average :°CAmount of unburned
components in ashes:% by
weightA1.3 DURATION OF TEST OPERATION
For sludge oil
burning: 6-8 hours
For solid waste burning: 6-8 hours
A1.4 FUEL/WASTE SPECIFICATION FOR TYPE
APPROVAL TEST (% BY WEIGHT)
Sludge oil consisting of: | 75% sludge oil from heavy fuel
oil |
| 5%
waste lubricating oil |
20% emulsified
water |
50% Food Waste |
Solid
waste (class 2) consisting of: | 50% rubbish
Containing |
| Approx. 30% paper, |
" 40%
Cardboard, |
" 10%
Rags, |
" 20%
Plastic |
The mixture will have
up to 50% moisture and 7% incombustible solids |
Classes of waste
Reference: Waste Classification from Incinerator Institute of America (Information
for type approval tests only)
Class2 Refuse, consisting of
approximately even mixture of rubbish and garbage by weight. This type waste is common
to passenger ships occupancy, consisting of up to 50-moisture, 7% incombustible solids
and has a heating value of about 10,000 kJ/kg as fired,
Calorific Values | kJ/Kg | kcal/kg |
Vegetable and putrescibles
| 5,700 | 1,360 |
Paper | 14,300 | 3,415 |
Rag | 15,500 | 3,415 |
Plastics | 36,000 | 8,600 |
Oil sludge
| 36,000 | 8,600 |
Sewage sludge
| 3,000 | 716 |
| | |
| | |
Densities | kJ/m ³ | |
Paper(loose)
| 50 | |
Refuse(75% wet) | 720 | |
Dry rubbish | 110 | |
Scrap
wood | 190 | |
Wood sawdust | 220 | |
Density of loose general waste generated on board
ship will be about 130 kg/m³
A1.5 REQUIRED EMISSION
STANDARDS TO BE VERIFIED BY TYPE APPROVAL TEST
O2,
in combustion chamber 6-12%
CO in flue gas maximum average 200 ㎎/MJ
Soot number maximum average BACHARACH3or RINGELMAN1
(A higher soot number is acceptable only during very short periods
such as starting up)
Unburned components in ash residues Max 10% by
weight
Combustion chamber flue gas outlet temperature range 850-1200
ºC
Flue gas outlet temperature and 02 content
should be measured during the combustion period, and not during the preheating or
cooling periods. For a batch loaded incinerator, it is acceptable to carry out the
type approval test by means of a single batch. A high temperature in the actual
combustion chamber/zone is an absolute requirement in order to obtain a complete and
smoke free incineration, including that of plastic and other synthetic materials while
minimizing DIOXINE, VOC (Volatile Organic Compounds), and emissions.
A1.6 FUEL RELATED EMISSION
A1.6.1 Even with good incineration technology the emission from an
incinerator will depend on the type of material being incinerated. If for instance a
vessel has bunkered a fuel with high sulphur content, then sludge oil from separators
which is burned in the incinerator will lead to emission of SOx. But again, the SOx
emission from the incinerator would only amount to less than one per cent of the SOx
discharged with the exhaust from main and auxiliary engines.
A1.6.2 Principal organic constituents (POC) cannot be measured on a
continuous basis. Specifically, there are no instruments with provision for continuous
time telemetry that measures POC, HCI, or waste destruction efficiency, to date. These
measurements can only be made using grab sample approaches where the sample is
returned to a laboratory for analysis. In the case of organic constituents
(undestroyed wastes), the laboratory work requires considerable time to complete.
Thus, continuous emission control can only be assured by secondary measurements.
A1.6.3 ON-BOARD OPERATION/EMISSION CONTROL
For a shipboard incinerator with IMO TYPE APPROVAL, emission control/ monitoring
should be limited to the following:
.1 Control-monitor O2,
content in combustion chamber (spot checks only; an O2, content analyse-is not
required to be kept on board).
.2 Control-monitor temperature
in combustion chamber flue gas outlet. By continuous (auto) control of the
incineration process, ensure that the above mentioned two parameters are kept within
the prescribed limits. This mode of operation will ensure that particulates and ash
residue contain only traces of organic constituents.
A1.7
PASSENGER/CRUISE SHIPS WITH INCINERATOR INSTALLATIONS HAVING A TOTAL CAPACITY OF MORE
THAN 1,500 ㎾
A1.7.1 On board this type of vessel, the
following conditions will probably exist£º
.1 Generation of
huge amounts of burnable waste with a high content of plastic and synthetic materials.
.2 Incinerating plant with a high capacity operating
continuously over long periods.
.3 This type of vessel will
often be operating in very sensitive coastal areas.
A1.7.2 In
view of the fuel related emission from a plant with such a high capacity, installation
of a flue gas sea water scrubber should be considered. This installation can perform
an efficient after-cleaning of the flue gases, thus minimizing the content of£º
HCI
SOx
PARTICULATE MATTER
A1.7.3 Any restriction on NITROGEN OXIDE (NOx) should only be
considered in connection with possible future regulations on prevention from the
vessel's total pollution, i.e., main and auxiliary machinery, boilers, etc.
A2 -FIRE PROTECTION REQUIREMENTS FOR
INCINERATORS AND WASTE STOWAGE SPACES
For the purpose of
construction, arrangement and insulation, incinerator spaces and waste stowage spaces
should be treated as category A machinery spaces (SOLAS II-2/3.19) and service spaces,
(SOLAS II-2/3.12), respectively To minimize the fire hazards these spaces represent,
the following SOLAS requirements in chapter II-2 should be applied:
A2.1 For passenger vessels carrying more than 36 passengers'
.1 regulation 26.2.2(12) should apply to incinerator and
combined incinerator/waste storage spaces, and the flue uptakes from such spaces; and
.2 regulation 26.2.2(13) should apply to waste storage
spaces and garbage chutes connected thereto.
A2.2 For all
other vessels including passenger vessels carrying not more than 36 passengers:
.1 regulation 44.2.2(6) should apply to incinerator and
combined incinerator/waste spaces, and the flue uptakes from such spaces; and
.2 regulation 44.2.2(9) should apply to waste storage spaces
and garbage chutes connected thereto.
A2.3 Incinerators and
waste stowage spaces located on weather decks (regulation II-2/3.(17)) need not meet
the above requirements but should be located:
.1 as far aft
on the vessel as possible;
.2 not less than 3 m from
entrances, air inlets and openings to accommodations, service spaces and control
stations;
.3 not less than 5 m measured horizontally from the
nearest hazardous area, or vent outlet from a hazardous area; and
.4 not less than 2 m should separate the incinerator and the waste material
storage area, unless physically separated by a structural fire barrier.
A2.4 A fixed fire detection and fire-extinguishing system
should be installed in enclosed spaces containing incinerators, in combined
incinerator/waste storage spaces, and in any waste storage space in accordance with
the following table:
| Automatic sprinkler system | Fixed fire-extinguishing
system | Fixed fire
detection system |
Combined
incinerator and waste storage space | x | | |
Incinerator space | | x | x |
Waste storage space | x | | |
A2.5 Where an incinerator or waste storage
space is located on weather decks it must be accessible with two means of fire
extinguishment; either fire hoses, semi-portable fire extinguishers, fire monitors or
combination of any two of these extinguishing devices. A fixed fire-extinguishing
system is acceptable as one means of extinguishment.
A2.6
Flue uptake piping/ducting should be led independently to an appropriate terminus via
a continuous funnel or trunk.
A3 -
INCINERATORS INTEGRATED WITH HEAT RECOVERY UNITS
A3.1 The
flue gas system, for incinerators where the flue gas is led through a heat recovery
device, should be designed so that the incinerator can continue operation with the
economizer coils dry. This maybe accomplished with bypass dampers if needed.
A3.2 The incinerator unit should be equipped with a visual and
an audible alarm in case of loss of feed-water.
A3.3 The
gas-side of the heat recovery device should have equipment for proper cleaning.
Sufficient access should be provided for adequate inspection of external heating
surfaces.
A4 - FLUE GAS TEMPERATURE
A4.1 When deciding upon the type of incinerator, consideration
should be given as to what the flue gas temperature will be. The flue gas temperature
can be a determining factor in the selection of materials for fabricating the stack.
Special high temperature material may be required for use in fabricating the stack
when the flue gas temperatures exceed 430 ºC
ANNEX
FORM OF IMO TYPE APPROVAL CERTIFICATE FOR SHIPBOARD
INCINERATORS WITH CAPACITIES OF UP TO 1,500 ㎾
CERTIFICATE OF SHIPBOARD INCINERATOR
BADGE
NAME OF ADMINISTRATION
OR CYPHERThis is to certify that the shipboard incinerator
listed has been examined and tested in accordance with the requirement of the standard
for shipboard incinerators for disposing of ship-generated waster appended to the
Guidelines for the Implementation of Annex V of MARPOL 73/78.
Incinerate-manufactured by
.................................................................................................................
Style, type or model for the incinerator*
.............................................................................................
* Delete as appropriate Max. capacity ......................... ㎾ or
kcal/h
.........................kg¸/h of specified
........................ kg¸/h per burner
O2, Average in
combustion chamber/zone ....................... %
CO Average in flue
gas ....................... mg/MJ
Soot number average
....................... Bacharach or ringelman scale
Combustion
chamber flue gas outlet temperature average .....................ºC
Amount of unburned components in ashes .................... % by weight
A copy of this certificate should be carried on
board a vessel fitted with this equipment at all times.
Signed
......................................................
Official
stamp Administration of .....................................
...................................................................
Dated this ........day of ..... 19 ...................