Table of Contents
4. Operating requirements
5. Operating controls
6. Other requirements
10. Quality assurance
A1 - 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
STANDARD SPECIFICATION FOR
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
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.
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
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
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.
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..
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
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.
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
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.
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
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.
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)
188.8.131.52 All uninsulated live metal parts should be guarded to avoid
184.108.40.206 The electrical equipment
should be so arranged so that failure of this equipment will cause the fuel supply
to be shut off.
220.127.116.11 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,
18.104.22.168 All electrical
components and devices should have a voltage rating commensurate with the supply
voltage of the control system.
22.214.171.124 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).
126.96.36.199 All electrical and mechanical
control devices should be of a type tested and accepted by a nationally recognized
testing agency, according to international standards.
188.8.131.52 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.
184.108.40.206 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).
220.127.116.11 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).
18.104.22.168 Overcurrent protection devices
should be accessible and their function should be identified
22.214.171.124 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***.
to IEC Publication 529 (1976 edition with amendment).
126.96.36.199 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
188.8.131.52 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
184.108.40.206 Motors should be rated for
continuous duty and should be designed for an ambient temperature of 45 ºC or higher
220.127.116.11 All motors should be provided with terminal
leads or terminal screws in terminal boxes integral with, or Secured to, the motor
3.14.4 Ignition system
18.104.22.168 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.
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).
22.214.171.124 Ignition cable should meet the
standards acceptable to the Organization***.
***Refer to IEC Publication 92-503 (1975 edition).
126.96.36.199 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
3.14.6 Bending and grounding
188.8.131.52 Means should be provided for grounding the major
metallic frame or assembly of the incinerators.
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.
184.108.40.206 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
The incinerator system should be designed and constructed for operation with the
- 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.
ignition: at least 4 air changes in the chamber(s) and stack, but not less than 15
Time between restarts: at least 4 air changes in the
chamber(s) and stack, but not less than 15 seconds.
after shut-off not less than 15 seconds after fuel oil: the closing of the fuel oil
|Incinerator discharge gases :||Minimum 6% O2,|
| ||(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.
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
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
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.
5.1 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)
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
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.
Safety thermostat/draft failure
220.127.116.11 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.
18.104.22.168 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.
22.214.171.124 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
126.96.36.199 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,
flame safeguard control should be capable of closing the fuel valves in not more
than 4 seconds after a flame failure.
188.8.131.52 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.
184.108.40.206 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
220.127.116.11 Flame safeguard controls of the
thermostatic type, such as stack switches and pyrostats operated by means of an open
bimetallic helix, are prohibited.
18.104.22.168 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
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.
5.5.1 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.)
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
6 Other requirements
A complete instruction
and maintenance manual with drawings, electric diagrams, spare parts list, etc.,
should be furnished with each incinerator.
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.
6.3.1 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 22.214.171.124)
6.3.2 A driptray is to be fitted under each burner and under any pumps,
strainers, etc., that require occasional examination
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
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.
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.
126.96.36.199 Oil pressure
limit control. The lowering of the fuel oil pressure below the value required for
safe combustion should initiate a safety shutdown.
Other interlocks. Other interlocks provided should be tested for proper operation as
specified by the unit manufacturer.
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
7.3.7 Switches. All switches should be
tested to verify proper operation
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).
9.1 Each incinerator
should be permanently marked indicating:
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
A1.2 TYPE APPROVAL TEST
SHOULD INCLUDE MEASURING OF THE FOLLOWING PARAMETERS:
|Max capacity ：|
㎾ or kcal/h
㎏/h of specified
fuel consumption ㎏/h per burner
O2 Average in combustion
in flue gas ：
number average ：||Bacharach or ringelman
Combustion chamber flue gas outlet temperature average ：
unburned components in ashes：||%
A1.3 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
waste lubricating oil|
|50% Food Waste|
|Solid waste (class 2) consisting of:||50% rubbish
| ||Approx. 30% paper,|
| " 40%
| " 10%
| " 20%
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)
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,
|Vegetable and putrescibles ||5,700||1,360|
|Sewage sludge ||3,000||716|
| || || |
| || || |
|Densities||kJ/m ³|| |
|Refuse(75% wet) ||720|| |
|Scrap wood||190|| |
sawdust|| 220|| |
Density of loose general waste generated on
board ship will be about 130 kg/m³
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
(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.
A1.6.1 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.
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
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.
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
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.
-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:
For passenger vessels carrying more than 36 passengers'
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
.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
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
incinerator and waste storage space||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
IMO TYPE APPROVAL CERTIFICATE FOR SHIPBOARD INCINERATORS WITH CAPACITIES OF UP TO
CERTIFICATE OF SHIPBOARD INCINERATOR
NAME OF ADMINISTRATION
This is to certify that the shipboard
incinerator listed has been examined and tested in accordance with the requirements
of the Standard for Shipboard Incinerators for disposing of ship-generated waste
appended to the Guidelines for the Implementation of Annex V of MARPOL 73/78 as
amended by resolution MEPC.76(40) and referenced by regulation 16 of Annex VI to
Style, type or model for the incinerator*
* Delete as appropriate
Max. capacity ......................... ㎾ or
.........................kg¸/h of specified
........................ kg¸/h per burner
Average in combustion chamber/zone ....................... %
Average in flue gas ....................... mg/MJ
average ....................... Bacharach or ringelman scale
Combustion chamber flue gas outlet temperature average .....................ºC
Amount of unburned components in ashes .................... % by
A copy of this certificate should be
carried on board a vessel fitted with this equipment at all times.
Official stamp Administration of .....................................
Dated this ........day of ..... 19 ...................