Concerning 2005.

1.

new

convention

of

International

Air

Pollution

Prevention (MARPOL Annex VI) coming into forced from May 19,

The convention provide that Not allowing to emit the Ozone Depleting

Substances, Nitrogen Oxides, Sulphur Oxides, Volatile Organic Compounds from ship and the Incineration substances of shipboard incinerator is limited. 2. All vessels that are engaged in international voyage shall be held the International Air Pollution Prevention Certificate. New ship that is built on or after May 19, 2005 shall be held the IAPP cert. before operation. Existing ship should be held the IAPP cert. until first scheduled drydocking after effective date (May 19, 2005).

3. Ozone Depleting Substances (Reg. 12)

1) Chlorofluorocarbon (CFC), Halons and Nitrogen Oxide (N2O, NO) are well known to the major Ozone Depleting Substances. 2) Any deliberate emissions of ozone depleting substances shall be prohibited. Deliberate emissions include emissions occurring in the course of maintaining, servicing, repairing or disposing of systems or equipment, except that deliberate emission do not include minimal releases associated with the recapture or recycling of an ozone depleting substance. New installations which contain an ozone depleting substances shall be prohibited on all ships, except that new installations containing Hydro chlorofluorocarbons (HCFCs) are permitted until Jan. 1, 2020. New installed fire extinguishing systems which contain Halon have been prohibited on or after July 1, 1992. So, a vessel which have been installed the Halon Fire Extinguishing System shall not emit deliberately. And equipment containing such substances shall be delivered to appropriate shore reception facilities when removed from ship. Family CFCs HCFCs Existing R-11 R-12 R-22 Substitute material HCFC-123 HFC-134a HFC-32

4. Nitrogen Oxides (Reg. 13)

1) Each diesel engine with a power output of more than 130 kw which is installed on or after Jan. 1, 2000, except a diesel engine intended to be used solely at emergency case, shall be comply with the NOx Technical Code (NOx code) and the certificate of Engine International Air Pollution Prevention shall be provided to the ship. 2) After the diesel engine installed on the ship, Periodical survey shall be carried out every 5 years and also, at least, one intermediate survey within the period of half years of the certificate shall be carried out and fully comply with the requirements of the code and the convention. In case the engine is replaced by a new engine, or any substantial modification as defined in the NOx code, or the maximum continuous rating of the engine is increased by more than 10 %, the NOx emission shall be documented in accordance with the NOx Technical Code like as the Technical File of NOx Emission Control which was provided onboard from Manufacturer and approved by the Administration. 3) The emission of Nitrogen Oxides (calculated as the total weighted emission of NO2) from the engine is within the following limits; i) ii) 17.0 g/kwh Engine) 45.0 x RPM rpm (Middle speed , ex. Generator Engine) If rpm is 900, calculation is as following, 45.0 x 900 iii)
(-0.2) (-0.2)

when RPM is less than 130 rpm (low speed, ex. Main g/kwh when RPM is 130 or more but less than 2000

= 11.54 g/kwh

9.8 g/kwh when RPM is 2000 rpm or more (High speed engine)

4) Verification method for NOx emission from the Engine On-board engine parameter check method On-board simplified measurement method the direct measurement and monitoring

* We will inform you further detail procedure when Inspection and survey procedure is come out from IMO and IACS members.

In case the Engine Parameter Check Method, one of the NOx emission verification procedure is to be considering, it is important for an Engine Record Book to chronologically record factors which are influencing NOx levels including engine adjustments (ex. Adjustment of FO injection timing, etc.), parts replacement (ex. Nozzle renewal, Plunger & Barrel renewal, etc.), and engine modifications to engine parts (ex. Nozzle type Changes. that is Nozzle ID number changes, etc.). Because the engine record book is showing the engine have being properly controlled and operated with complying the requirements of the MARPOL Annex VI and it is one of maintenance history that could be circulated concerning persons (company representative person, inspector, surveyor, etc.)

Approved Engine Technical File

Verifying

Engine Record Book

Engine Parameters on site

* List of NOx influencing parameters for an engine parameter check method, 1) Injection Timing 2) Injection Nozzle 3) Injection Pump 4) Fuel Cam 5) Injection pressure for common rail systems 6) Combustion Chamber 7) Compression ratio 8) Turbo-Charger Type and build 9) Charge Air cooler, Charge air pre-heater 10) Valve Timig 11) NOx abatement equipment Water Injection 12) NOx abatement equipment Emulsified fuel (fuel water emulsion) 13) NOx abatement equipment exhaust gas recirculation

14) NOx abatement equipment selective catalytic reduction or 15) Other Parameter(s) specified by the Administration

* For example of Engine Record Book. M/E type : engine No. : 1. Injection Timing Allowed ID: 8.5 or less Date 12/26 Cyl. No No. 1~5 Result 8.5 or less Signature of Responsible Person Remark Shop

** Dear Captain and C/E, Most of all, please kindly find and check the Technical File for NOx control and the engine record book provided from manufacturer. ** Please kindly be noted, If above mentioned recording is not controlled, that additional equipments, time and cost is required at periodical inspection for verifying NOx emission control, because considering the other verification method is included a test of sample gaseous emission. Nowadays, according to the survey procedure of the direct measurement and monitoring method have been selected at shop test by Korean Register of Shipping, Compliance is required to be demonstrated at annual/intermediate, periodic and unscheduled surveys or following a substantial modification as per the NOx Technical Code, paragraph 1.3.2. In accordance with the NOx Technical code, paragraph 2.3.4 , data is required to be current; that is within 30 days. Data is required to be retained on board for at least three months. These time periods should be taken to be when the ship is in operation. Data within that 30-day period either may be collected as a single test sequence across the required load points or may be obtained on two or more separate occasions when the engine load corresponds to that required under section 3.1 of these guidelines. That is means a monitoring equipment is to be installed and direct test of gaseous emission is carried out during 30 days for verification of NOx emission

control.

5. Sulphur Oxides. (Reg. 14)

1) The sulphur content of any fuel oil used on board ships shall not exceed 4.5 % and the worldwide average sulphur content of residual fuel oil for use on board ships shall be monitored taking into account guidelines to be developed by IMO. 2) The Baltic Sea area and North Sea area are appointed as the Sox Emission Control Areas and all ship while is engaged in SOx Emission Control Areas shall not use the fuel oil to exceed 1.5 % sulphur content or total amount of the sulphur dioxide emission from the ship is less than 6.0 g/kwh. 3) Therefore, we decided to use the low sulphur fuel oils. For using separate fuel oils those ship shall appoint one fuel oil storage tank which is capable of enough quantity for sailing in a SOx Emission control area and consider sufficient time for the fuel oil service system to be fully flushed of all fuels exceeding 1.5% sulphur content prior to entry into the area. Also, the volume of low sulphur fuel oils (less than or equal to 1.5% sulphur content) in each tank as well as the date, time, and position of the ship when any fuel-changeover operation is completed, shall be recorded in log-book. You can fine a sulphur content of the delivery fuel oil in a Bunker Delivery Note which may be provided from bunker supplier. 4) As the other way, An exhaust gas cleaning system, approved by the Administration taking into account guideline to be developed by the IMO, is allowed to reduce the total emission of sulphur oxides from ships, including both auxiliary and main propulsion engines, to 6.0 g/kwh or less calculated as the total weight of sulphur dioxide emission.

6. Volatile Organic Compounds (VOCs) (Reg. 15)

1) The emissions of volatile organic compounds form tankers are to be regulated in ports or terminals under the jurisdiction of a Party to the Protocol of 1997 and All tankers which are subject to vapour emission control in accordance with the regulation shall be provided with a vapour collection system approved by the Administration taking into account the safety standards developed by the IMO.

7. Shipboard Incineration. (Reg. 16)

1) An incinerator installed on board a ship on or after Jan. 1 2000 shall meet the requirements of the IMO, and shipboard incineration of the following substances shall be prohibited ; - Annex I, II and III cargo residues of this convention and related contaminated packing materials, - Polychlorinated biphenyls (PCBs) - Garbage, as defined in Annex V of the present convention, containing more than traces of heavy metals, - refined petroleum products containing halogen compounds. Also, Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard incinerators for which IMO Type Approval Certificates have been issued. Shipboard incineration of sewage sludge and sludge oil generated during the normal operation of a ship may also take place in the main or auxiliary power plant or boiler, but in those cases, shall not take place inside ports, harbours and estuaries. 2) Personnel responsible for operation of any incinerator shall be trained and capable of implementing the guidance provided in the manufacturers operating manual.

8. Fuel Oil Quality (Reg. 18).

1) The fuel oil shall be blends of hydrocarbons derived from petroleum refining. This shall not preclude the incorporation of small amounts of additives intended to improve some aspects of performance. The fuel oil shall be free from inorganic acid, but the fuel oil shall not included any added substance or chemical wasted which jeopardizes the safety of ships or adversely affects the performance of the machinery, or is harmful to personnel, or contributes overall to additional air pollution. 2) For each ship, details of fuel oil for combustion purpose delivered to and used on board shall be recorded by means of a bunker delivery note which shall contain at least the information specified in appendix V to this Annex as blow; --------- Below --------

Name and IMO number of receiving ship Port Date, address, and telephone number of marine fuel oil supplier Product name(s) Quantity (metric tons) Density at 15 (/)* * Fuel oil should be tested in accordance with ISO 3675. Sulphur content (% m/m)** ** Fuel oil should be tested in accordance with ISO 8754. A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in conformity with regulation 14(1) or (4)(a) and regulation 18(1) of this Annex.

The bunker delivery note shall be kept on board the ship in such a place as to be readily available for inspection at all reasonable times. It shall be retained for a period of three years after the fuel oil has been delivered on board. 3) The bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered having regard to guidelines to be developed by the IMO (Res. MEPC.96(47)). The sample is to be sealed and singed by the suppliers representative and the master or officer in charge of the bunker operation on completion of bunkering operations and retained under the ships control until the fuel oil is substantially consumed, but in any case for a period of not less than twelve months from the time of delivery. 4) The competent authority, of the Government of a Party to the Protocol of 1997 may inspect the bunker delivery notes on board any ship to which this Annex applies while the ship is in its port or offshore terminal, may make a copy of each delivery note, and may require the master or person in charge of the ship to certify that each copy is a true copy of such bunker delivery note. The competent authority

may also verify the contents of each note through consultations with port where the note was issued. 5) When Master or C/E find that contents of BDN is not suitable prior to bunkering or quality of fuel oil is suspicious, firstly contact with company for the subsequent action or the representative sample must be analyzed through a competent laboratory.