INDIAN MARITIME UNIVERSITY

KOLKATA CAMPUS

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ENVIRONMENTAL PROJECT REPORT ON:-
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1. OILY WATER SEAPRATOR AND ITS REGULATIONS.
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2. SEWAGE TREATMENT PLANT AND

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ITS REGULATIONS.
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SUBMITTED BY:

NAME : ISHAN SINHA

ROLL NO : 8116

REG. NO. : 1601608101

SECTION :B
 DECLARATION

This is to certify that I, Cadet Ishan Sinha (Roll No - 8116, Reg No.-
1601608101) of 2016 Entry Batch have successfully completed 8th
semester training.

During my training period, I was able to grasp knowledge on various

routine maintenances as well as encountered several breakdown
maintenances and actively assisted in rectifying the faults along with

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the workshop’s crew. 10
This report includes in detail the requirements under MARPOL
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Annexes, compliance by ship, various equipments and arrangements
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for preventing environmental pollution.

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Ishan Sinha
Roll no. - 8116
Registration no. - 1601608101
 OVERVIEW :-

The introduction by man, directly or indirectly of substances or energy into

the marine environment resulting in harm to living resources, hazard to
human health, hindrances to marine activities like fishing and reduction of
amenities is termed as marine pollution.
Oil spill takes months or even years to clean up naturally. Oil spills can
have a serious economic impact on coastal activities and on those who
exploit the resources of the sea. In most cases such damage is temporary
and is caused primarily by the physical properties of oil creating nuisance

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and hazardous conditions. The impact on marine life is compounded by
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toxicity and tainting effects resulting from the chemical composition of
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oil, as well as by the diversity and variability of biological systems and
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their sensitivity to oil pollution. The main threat posed to living resources
by the persistent residues of spilled oils and water-in-oil emulsions is one
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of physical smothering.
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 WHAT IS MARPOL AND ITS ANNEXES
• The MARPOL Convention was adopted on 2 November 1973 at IMO. The
Protocol of 1978 was adopted in response to a series of tanker accidents in
1976-1977. As the 1973 MARPOL Convention had not yet entered into
force, the 1978 MARPOL Protocol absorbed the parent Convention.
• MARPOL 73/78 is one of the most important international marine
environmental conventions. It was designed to minimize the pollution of
sea . Including dumping, oil and exhaust pollution.

• The original MARPOL convention was signed on 17 February 1973,

but had not come into force effectively. The current convention is a

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combination of 1973 convention and 1978 protocol. It entered into force
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on 2nd October 1983.
• As of May 2013, 152 states, representing 99.2 per cent of worlds
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shipping tonnage, are parties of the convention.
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• All ships flagged under countries that are signatories to MARPOL are subject
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to its requirements, regardless of where they sail and member nation are
responsible for vessels registered under their respective nationalities.
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ANNEXES:-
MARPOL contain 6 annexes, concerned with preventing different forms
of marine polution from ships.

Annex I Regulations for thePrevention of Pollution by Oil (entered
into force 2 October 1983)
Covers prevention of pollution by oil from operational measures as well as
from accidental discharges; the 1992 amendments to Annex I made it
mandatory for new oil tankers to have double hulls and brought in a phase-in
schedule for existing tankers to fit double hulls, which was subsequently revised
in 2001 and 2003.
 Annex II Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk (entered into force 2 October 1983)
Details the discharge criteria and measures for the control of pollution by
noxious liquid substances carried in bulk; some 250 substances were evaluated
and included in the list appended to the Convention; the discharge of their
residues is allowed only to reception facilities until certain concentrations and
conditions (which vary with the category of substances) are complied with.

In any case, no discharge of residues containing noxious substances

is permitted within 12 miles of the nearest land.

 Carried by
Annex III Prevention of Pollution by Harmful Substances

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Sea in Packaged Form (entered into force 1 July 1992)
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Contains general requirements for the issuing of detailed standards
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on packing, marking, labelling, documentation, stowage, quantity
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limitations, exceptions and notifications.

For the purpose of this Annex, “harmful substances” are those

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substances which are identified as marine pollutants in the International

Maritime Dangerous Goods Code (IMDG Code) or which meet the criteria in
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the Appendix of Annex III.



Annex IV Prevention of Pollution by Sewage from Ships (entered into
force 27 September 2003)
Contains requirements to control pollution of the sea by sewage; the
discharge of sewage into the sea is prohibited, except when the ship has in
operation an approved sewage treatment plant or when the ship is discharging
comminuted and disinfected sewage using an approved system at a distance
of more than three nautical miles from the nearest land; sewage which is not
comminuted or disinfected has to be discharged at a distance of more than 12
nautical miles from the nearest land.
In July 2011, IMO adopted the most recent amendments to MARPOL
Annex IV which have been entered into force on 1 January 2013. The
amendments introduce the Baltic Sea as a special area under Annex IV and
add new discharge requirements for passenger ships while in a special area.
 

Annex V Prevention of Pollution by Garbage from Ships (entered into
force 31 December 1988)
Deals with different types of garbage and specifies the distances from land
and the manner in which they may be disposed of; the most important feature
of the Annex is the complete ban imposed on the disposal into the sea of all
forms of plastics.

In July 2011, IMO adopted extensive amendments to Annex V which

came into force from 1 January 2013. The revised Annex V prohibits the
discharge of all garbage into the sea, except as provided otherwise, under

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specific circumstances. 10


Annex VI Prevention of Air Pollution from Ships (entered into force
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19 May 2005)
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Sets limits on sulphur oxide and nitrogen oxide emissions from ship
exhausts and prohibits deliberate emissions of ozone depleting substances;
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designated emission control areas set more stringent standards for SOx,
NOx and particulate matter.
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In 2011, after extensive work and debate, IMO adopted ground breaking
mandatory technical and operational energy efficiency measures which will
significantly reduce the amount of greenhouse gas emissions from ships;
these measures were included in Annex VI and are expected to enter into
force on 1 January 2013.
 EQUIPMENTS ON-BOARD FOR COMPLIANCE WITH MARPOL
1. ANNEXE I- OILY WATER SEPARATOR AND OIL
MONITORING DEVICE.
MARPOL REGULATIONS:-
Regulation 14 - Oil filtering equipment

1) Any ship of 400 tons gross tonnage and above but less than 10,000 tons
gross tonnage shall be fitted with oil filtering equipment as will ensure that any

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oily mixture discharged into the sea after passing through the system has an oil
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content not exceeding 15 parts per million.
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(2) Any ship of 10,000 tons gross tonnage and above shall be provided with
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oil filtering equipment, and with arrangements for an alarm and for
automatically stopping any discharge of oily mixture when the oil content in
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the effluent exceeds 15 parts per million.

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Regulation 15 - Control of discharge of oil

Any discharge into the sea of oil or oily mixtures from ships of 400
gross tonnage and above shall be prohibited except when all the
following conditions are satisfied:
(i) the ship is proceeding en route;
(ii) the oily mixture is processed through an oil filtering equipment as
per regulation 14.
(iii) the oil content of the effluent without dilution does not exceed 15 parts
per million; and

(iv) the oily mixture does not originate from cargo pump-room bilges of
oil tankers
(v) the oily mixture, in case of oil tankers, is not mixed with oil
cargo residues.
 OILY WATER SEAPRATOR
WORKING PRINCIPAL AND FACTORS AFFECTING:-
The Oily Water Separator is used to remove oil from the bilge water prior to
discharging it overboard. It works on the principle of Stokes law and basically
separates the two components utilizing their difference in specific gravities. The
OWS for marine use are optimized to make them smaller insize due to space
constraints. Additional components are fitted to help with the separation
process but the knowledge of the basic design factors is beneficial.
The rate of rise as per stroke’s law is as follows:
The Stoke’s Law generally states that the velocity or rise and hence the

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separation rate is directly proportional to the difference in density of the oil
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and the continuous fluid, and the size of the droplets of oil. It also states that
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rate of rise are inversely proportional to the viscosity of the surrounding fluid.
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Density of Oil: Light oil is having higher rate of rise than heavier oil and
therefore it is easier to separate. This information is useful to adjust and
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lower the flow rate when heavier oil contamination is suspected.

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Density of Continuous Fluid: Rate of rise will be higher when continuous fluid
is sea water instead of fresh water or condensate. This information is useful
and we can discharge the condensate drains into dedicated clean drain tanks
instead of bilges.
Viscosity of Continuous Fluid: As rate of rise is inversely proportional to the
viscosity of the continuous fluid, the OWS performance is better when
continuous fluid fresh water. As this deduction is contrary to the above one it
is a compromise between the two but it does not concern us much as we don’t
really have much control on what goes to the bilges as per the original design.
Size of Oil Droplets: The larger the diameter of the oil droplets the better is the
rate of separation. This information is very helpful and we can assist the OWS by
avoiding small drops of oil by mechanical agitation and emulsification.
Temperature: This is another factor which is important as it affects the density
and viscosity directly. Low temperature of the continuous fluid hinders the
separation of oil due to additional viscous drag in view of the increased
viscosity of continuous fluid in cold temperature. Oil separation is better in
warmer temperatures and slightly increasing the temperature of the bilge water
would give better separation. This information is important as we can increase
separation rate by warming the bilge water in the holding tanks or heating
incoming fluid by steam coils fitted in some of the OWS. High temperature
results in the formation of emulsion by mechanical agitation which is more than
in lower temperature. This information is important as we should not heat the

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bilge holding tank when the ship is rolling excessively or where we suspect
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mechanical agitation.
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CONSTRUCTION:-
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OWS consists of mainly three segments

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1. Separator Unit
This unit consists of catch plates inside a coarse separating compartment and an
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oil collecting chamber. The oil having a density lower than that of the water,
rises into the oil collecting compartment. The rest of the non-flowing oil
mixture settles down into fine settling compartment after passing between the
catch plates. After a period of time, oil will separate and collect in the oil
collecting chamber. The oil content of water which passes through this unit is
around 100 parts per million of oil. A control valve (pneumatic or electronic)
releases the separated oil in to the designated OWS sludge tank. Heater may be
incorporated in this unit for smooth flow and separation of oil and water. First
stage of OWS helps in removing some physical impurities to achieve fine
filtration in the later stage.

2. The Filter Unit

This is a separate unit with its input coming from the discharge of the first unit.
This unit consists of three stages – filter stage, coalesce stage and collecting
chamber. The impurities and particles are separated by the filter and they settle

at the bottom for removal. In the second stage, the coalescer induces
coalescence process in which oil droplets are joined to increase the size by
breaking down the surface tension between oil droplets in the mixture. These
large oil molecules rise above the mixture in the collecting chamber and are
removed when required. The output from this unit should be less than 15 ppm to
fulfill the legal discharge criteria. If the oil content in water is more than 15 ppm
then maintenance work such as filter cleaning or renewal of filters is to be done
as required.
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3. Oil Content Monitor &Control Unit
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This unit functions together in two parts – monitoring and controlling. The ppm
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of oil is continuously monitored by Oil Content Monitor (OCM); if the ppm is

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higher than the predetermined unit, it will give an alarm and feed data to the
control unit. The control unit continuously monitors the output signal of OCM
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and in case of alarm, it will prevent oily water to go overboard by means of

operating 3way solenoid valve. There are normally 3 solenoid valves
commanded by the control unit. These are located in the first unit oil collecting
chamber, second unit oil collecting chamber and one in discharge side of the
oily water separator which is a 3 way valve. The 3 way valve inlet is from the
OWS discharge, where one outlet is to overboard and second outlet is to OWS
sludge tank. When OCM gives alarm, 3 way valve discharges oily mixture in
the sludge tank.
An oily water separator clears the bilge water of oily content to bring it
inside the acceptable range to discharge it overboard. An oily water separator
is a machinery of such importance that it is handled only by the 2nd or chief
engineer. (However, the duty engineer might also be asked to operate under
supervision.)
OPERATING PROCEDURE:-

Because of such stringent regulations, operating an oily water separator should

be done with utmost precision to minimize the risks of marine pollution.
Though a “How to Operate?” guide is always posted near the oily water
separator, there are few points to be kept in mind and followed to prevent any
mistake .The following points are to be followed while operating OWS:-
1. OWS overboard manual discharge valve is to be kept locked and keys are to
be kept with the chief engineer. Open the lock and overboard valve. Open all
the other valves of the system

2. Open the desired bilge tank valve from which the oily water mixture is to
be discharged from the OWS
3. Open air if the control valves are air operated Switch on the power supply of
the control panel and OCM unit Fill the separator and filter unit with fresh or

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sea water to clean up and prime the system till the water comes out from vent of
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second stage
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4. Start the OWS supply pump which is a laminar flow pump and one that will
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supply the oily water mixture to OWS observe the OCM for ppm value and
keep checking sounding of bilge tank from where OWS is taking suction and
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also of the OWS sludge tank A skin valve/sample valve is provided just before
overboard valve and after the 3-way valve.
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5. Keep a check on the sample for any effluent and clarity

6. Keep a watch on the ship side at the overboard discharge valve
After the operation, Switch off the power and shut and lock the overboard valve
Keys to be handed over to the chief engineer Entry to be made by chief engineer
in the Oil Record Book(ORB) with signature of operating engineer, Chief
Engineer and the Master.
1. OWS:- Make: TAIKO KIKAI
Type: AUTOMATIC OIL DISCHARGE USH 50
Capacity:- 5.0m3/h

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2.OMD:-
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PROBLEMS FACED ONBOARD:-

1. OMD ppm not coming below 15 ppm even when running on sea
water:-The OMD sensor was flushed with sea water.
2. Routine cleaning of filters were done before every discharging.
HOW CAN WE MANAGE BILGES EFFICIENTLY:-
1. All oil should be collected and put in the separated oil tank or dirty oil
tank. Thereafter it can either be burnt in the incinerator or landed ashore.
2. Discarded chemicals should not be disposed off in the Bilge tank as pH of
water above 10 and below 4 can cause chemical emulsification of the bilge
water and lead to difficulty in separation.
3. Inlet piping should have the least amount of valves, bends and other
fittings. Where possible straight line valves like gate valves should be used
over angle valves and globe valves to avoid turbulence

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4. The boiler blow down should not be done in the bilges but to be done
overboard as the conditioning chemicals can cause chemical emulsions.
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5. Sometimes there is some ingress of air which is generally unnoticed as the

positive displacement pumps can handle some amount of air. Any fall in
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vacuum should be investigated as these air pockets can make the capacitance
oil probes give wrong feedback and falsely activate the oil release valves.
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6. Back Flush: Back flushing of the OWS should be done as per the
recommended frequency given by the manufacturer if there is a provision for
doing so as it increases the life of the filter media.

7. Proper OWS Maintenance: Needless to say, proper maintenance of the OWS

as per the instructions of the manufacturer would keep it in ship shape
condition.
2. ANNEXE IV- SEWAGE TREATMENT PLANT.
MARPOL REGULATIONS:-
 
 It has Regulations for the Prevention of Pollution by Sewage from Ships.
 
Sewage means:


 and other wastes from any form of toilets, urinals, and WC
(a) drainage
 scuppers;


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 (b) drainage from medical premises (dispensary, sick bay,etc.) via wash
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basins, wash tubs and scuppers located in such premises;
 
 (c) drainage from spaces containing living animals; or
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 
(d) other waste waters when mixed with the drainages defined above.
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REGULATION 4: Surveys
1. Every ship which is required to comply with the provisions of this
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Annex shall be surveyed as follows:

2. Initial Survey – before the ship is put into service or before the certificate
is issued for the first time to ensure:

3. When the ship is fitted with a sewage treatment plant – it meets the
operational requirements based on standards and test methods developed
by the organization.
4. When the ship is fitted with a system to comminute and disinfect
the sewage – the system is approved by the Administration.

5. When the ship is equipped with a holding tank – the retentions capacity
for all sewage is to the satisfaction of the Administration having regard to
the operation of the ship, number of persons on board and other relevant
factors. The tank must have a visual indication to the amount of its
contents.
 REGULATION 5 : Certification

An International Sewage Pollution Prevention Certificate shall be issued,
 in accordance with the provisions of
after an initial or renewal survey
Regulation 4 of this Annex .

REGULATION 9: Sewage Systems

1. Every ship which, in accordance with regulation 2, is required to
comply with the provisions of this Annex shall be equipped with one of
the following sewage systems:

2. A sewage treatment plant which shall be of a type approved by the

Administration, in compliance with the standards and test methods
developed by the Organization1, or a sewage comminuting and

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disinfecting system approved by the Administration. Such system shall be
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fitted with facilities to the satisfaction of the Administration, for the
temporary storage of sewage when the ship is less than 3 nautical miles
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from the nearest land, or
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3. A holding tank of the capacity to the satisfaction of the Administration for

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the retention of all sewage, having regard to the operation of the ship, the
number of persons on board and other relevant factors. The holding tank
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shall be constructed to the satisfaction of the Administration and shall

have a means to indicate visually the amount of its contents.
REGULATION 10: Standard Discharge Connections
1. To enable pipes of reception facilities to connect to the ship’s discharge
pipeline, both lines shall be fitted with a standard discharge connection.

REGULATION 11: Discharge of Sewage

1. Discharge of sewage into the sea is prohibited EXCEPT when the sewage
has been comminuted & disinfected and the ship is more than 3 NM from
the nearest land, or sewage which is not comminuted / disinfected at a
distance of more than 12 NM from nearest land. The sewage stored in
holding tanks shall not be discharged instantaneously, but at a moderate
rate when the ship is en route at a speed not less than 4 knots, the rate will
be approved based upon standards developed by the Administration, or
the ship has in operation an approved sewage treatment plant acc to ISPP
 2. The effluent does not produce visible floating solids, nor
cause disclouration of the surrounding water; or
3. Is discharging in a port where the requirements are less stringent but
in accordance with the State's requirements.

1. SEWAGE TRATMENT PLANT:-

MAKE- EVAC OY FINLAND
TYPE- EVAC VACCUM “DN100”

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ABOUT THE SYSTEM:-

The system was a self contained system, it used the principal of aerobic digestion
of sewage, coupled with treatment of the final effluent. It could operate
satisfactorily on salt, fresh and brackish waters. It contained a tank divided into 3
water tight compartments:
1. BIO-FILTER TANK:- in this compartment of the treatment unit, aerobic
bacteria( which require oxygen for existence) exist, reduce effluent waste
material which mainly comprises carbon, oxygen, nitrogen and sulphur into
Carbon Dioxide, water and new bacteria cells. The carbon dioxide is
emitted throughout the vent system whilst the water together with bacteria
cells are displaced to the settling compartment.
 Air is supplied to the sewage via rotary air compressors through a number
of fine bubble diffusers, located at the bottom of the tank. The air provides
the life giving oxygen to the aerobic organism and keeps the contents of
the tank intimately mixed with the incoming raw sewage and the returned
activated sludge.

2. SEPARATION TANK:- In the settling compartment the bacteria settle

out and are returned to the aeration compartment by the air lift tube. This
takes supply from the bottom of the compartment and discharges to the
aeration compartment via a visual indicator pipe which enables a check to
be made on the sludge return. The settling compartment of the unit is of

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hopper type. The sloping sides prevent the sludge from accumulating and
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direct it to the suction side of the air lift. The effluent enters the
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compartment through a stilling chamber and rises through the clarifier, to
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discharge to the chlorine contact compartment through a weir at the top

of the clarifier. A surface skimmer is provided to skim off and return
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surface debris back to the aeration tank.

3. TREATED WATER TANK :- The effluent is stored in this compartment
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after chlorination to allow time for the chlorine to kill any harmful bacteria.
One unit fitted with the discharge pump 2 level indicators are fitted to
control the operation of the pump. An additional float switch is fitted
which operates an alarm signal should the level rise above the normal high
position.

An emergency overflow is also fitted overboard through which only

treated effluent can pass.
OPERATION:-
When the system is in AUTO position, the typical sequence to follow is:-
When the liquid reaches the HIGH level float , the pump motor is started and
the liquid begins to discharge from the compartment. The pump continues to run
until the liquid drops to the LOW level.
MAINTENANCE:-
All the 3 chambers were washed with fresh water on a weekly basis.

The activated sludge return was checked every watch, and if no-flow
was found, it was washed with water jet and put back in use.

MY VIEW ON THE HAZARDS TO THE ENVIRONMENT DUE

TO SEWAGE:-

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 
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 Untreated sewage as a suspended solid is unsightly.

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Raw sewage absorbs oxygen in order to breakdown naturally. If sewage is
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discharged in large amounts (as from passenger ships or livestock

carriers), it could reduce the oxygen
 content of water to the point where
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 fish and plant life would die.

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 sewage that has bacteria which

Pungent smells are associated with
 produce hydrogen sulphide gas.

Bacteria present in the human intestine are also found in the sewage. They
are not normally harmful, except when they contain pathogenic colonies,
which can cause dysentery, typhoid, para -typhoid. It is a health hazard,
causing gastro-intestinal problems, neurological disorders and cardio-
vascular diseases. Paralytic shellfish poisoning is currently on the
 increase,
 as well as cases have emerged of poison induced memory loss.

Raw sewage contains nutrients such as nitrogen and phosphorus, which
 create massive population explosion of toxic algae.

 beaches and starve the seabed of
These toxic algae (Slime) kill fishes, close
oxygen killing everything living there


 areas in which
Environmental enforcement remains one of the few
government resources continue to grow rapidly.


MARPOL VIOLATIONS – Criminal Liability :-

The applicability of strict liability criminal statutes to a large number
of oil spills and other vessel source pollution incidents greatly
increases the risk of potential criminal liability for these incidents.
Even when environmental statutes require that the government prove
intent or negligence in criminal prosecutions, the standard of intent or
negligence is minimal. Thus, the possibility of a criminal prosecution
of companies and individuals for environmental violations is a more
 significant risk than ever before.


In U.S.A., criminal fines for individuals of $50,000 per violation, and
$500,000 per violation for corporations. Additionally, the statutes treat each
day of continuing noncompliance as a separate violation. As an alternative,

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under United States federal law, an individual or corporation may be fined up
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to twice the gross monetary gain or loss resulting from a violation. T hus,
fines can add up quickly. As a result, the average criminal fine for an
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environmental violation was nearly $2 million in 1997. In FiscalYear 2008,
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
environmental cases resulted in $92.3 million in criminal fines.
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 with $208m in
Till recently, there have been over 90 cases in 6 years
fines/penalties and 67 crew members prosecuted.
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
As early as 1990, about 75% of all environmental criminal charges were
brought against companies. Since that time, the focus of environmental
investigations has changed dramatically, with charges against individuals
now making up nearly 75% of all environmental criminal enforcement
actions. Additionally, jail time is now imposed under the United States
Federal Sentencing Guidelines, which attempt to impose uniform (and
harsh) sentences for all 
federal crimes by removing discretion from
judges and prosecutors.