Exhaust Gas Emission from Marine engines

7/28/2019 Exhaust Gas Emission from Marine engines

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Marine Technology Education Consortium (MTEC)

MSc. Programme

Module C1- The Regulatory Framework for the Marine

Industry

University of Newcastle upon Tyne.

Exhaust Gas Emissions from Marine Diesel

Engines

Post- School Assignment

Ajith Pandithasekara

June-2011(Dubai)


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Index

Content Page

1. Introduction 3-52. Current Legislation 6-93. Survey and Certification Requirements 10-124. Discussion 13-195. Conclusion 20-216. References 22


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1. IntroductionDuring the last decades, transport demand is strongly increased, and maritime trade is become

the most important way for merchandise transfer. Today, almost 90% of the world goods are

carried by sea. Maritime transport account about 10% of total transport fuel consumption andinternational shipping account for 80% of maritime energy use. For the increasing volume of

international movement, energy consumptions and air pollution also increase. Since maritime

transportation is widely recognized as a highly significant source of the total air pollution, the

impact on air quality on sea and land is becoming an important topic for transport

sustainability. As known, the combustion of marine fuels results in emissions of many

pollutants, and diesel exhaust contains many different compounds, such as sulphur dioxide

(SOx), nitrogen oxides (NOx), particulate matter (PM), volatile organic compounds (VOCs),

carbon dioxide (CO2) emissions and other.

Nitrogen Oxides (NOx)

Nitrogen Oxides (NOx) is the generic term for a group of highly reactive gases that contain varying

amounts of nitrogen and oxygen. They can be divided into nitric oxide (NO) and nitrogen dioxide

(NO2) Contributing to acidification, formation of ozone, nutrient enrichment and to smog formation,

NOx are deemed between the most harmful gases to the environment. They can be transported

over long distances and generate problems to areas not confined to areas where NO x are emitted.

Some of the most important health and environmental impacts generated by NOx are:

Ground-level Ozone(Smog): Photochemical smog is formed when NOx and volatile organic

compound (VOC) react in the sunlight and unburned hydrocarbons. Ozone can be transported by

wind currents and cause health impacts far from original sources. It generates damage to

vegetation, crop and affect human health. It can compromise the immune system; generate

emphysema, bronchitis and irritation of the eyes. It affects, in particular, children and people with

respiratory diseases. Moreover, since particle smog is formed by PM (ultra-fine particles of soot) itcan contribute to damage hearth and lungs.

Acid Rain: Acid rain is caused by NOx and Sox combining with water in the atmosphere and returning

to the ground as mild nitric and sulfuric acid. They can deteriorate vegetation, crops, buildings and

water of lakes, affecting freshwaters and terrestrial ecosystems. When acid precipitation becomes


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chronic in a watershed, it can exceed the buffering capacity of the soil, reducing growth of forests

and leading to loss of flora and fauna.

Water Quality Deterioration: The nitrous oxide can lead to eutrophication of costal estuaries that

can lead to oxygen depletion and reduce fish and shellfish population. Excess nutrient nitrogen

causes species composition changes and biodiversity loss.

Global Warming: The nitrous oxide causes the formation of the ozone that is a greenhouse gas,

which accumulates in the atmosphere, can cause a gradual rise in the earths temperature global

warming leads to a rise in the sea level, biodiversity loss, ecosystems changes and risk to human

health.

Toxic Chemical: A variety of toxic products, which may cause health effects and biological mutation,

can be generated by reaction between NOx, ozone and common organic chemicals.

Sulphur Oxides (SOx)

Sulphur oxides are caused by the oxidation of the sulphur in the fuel into SO 2 and SO3. They are

formed during the combustion process through the reaction: S+O 2= SO2 and are a function of the

sulphur content in the fuel. Acid rain, health effects and climate change are some of the most

important effects.

Health effects:They are caused by the exposure to high levels of SO2 and include breathing

problems, respiratory illness, changes in the lungs defenses and worsening respiratory and

cardiovascular disease. People with asthma or chronic lung or heart disease are the most sensitive

to SO2.

Acid Rain:Since Sox is corrosive, it contributes to damages trees and crops, generates acidification

of lakes and streams, accelerate corrosion of buildings and reduce visibility.

Global Warm ing:Sox forms aerosol which reflects sunlight and has a direct effect on cooling.

Carbon Dioxide (CO2)

CO2 is one of the basic products of combustion. It is proportional to the content of carbon in fossil

fuel. It is not toxic; however it is the main responsible of the greenhouse effect and global

warming.


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Development of Legislations to Control Ship Emissions

The last 30years has seen the growth in international concern about air pollution and its

control. This has resulted in many international conferences and agreements of various types

being concluded.

During the 1980s, concern over global warming and the depleting of the ozone layer grew and

in 1987, under the auspices of the United Nations, the Montreal Protocol on Substances that

Deplete the Ozone Layer was signed. Under this Protocol nations agreed to cut consumption

and production of ozone depleting substances including chlorofluorocarbons (CFCs) and halons

in order to protect the ozone layer.

The issue of controlling air pollution from ships, in particular noxious gases from ships

exhausts, was discussed in the lead up to the adoption of the 1973 MARPOL Convention.

However it was decided not to include regulations concerning air pollution at that time. In the

1980s the matter was raised once again within IMO MEPC, initially consideration being given to

improved fuel oil quality standards with the aim of reducing marine and atmospheric pollution.

In 1990, Norway submitted several papers to MEPC, which presented an overview at that time

on air pollution from ships.

The papers highlighted: -

Sulphur emissions from ships exhausts were estimated at 4.5 to 6.5 million tons/year this being about 4% of total global sulphur emissions. Indications were that over open

seas emissions are spread out and effects are moderate, but on certain routes (such as

the English Channel, the South China Sea and the Strait of Malacca) the emissions could

create environmental problems.

Nitrogen oxide emissions from ships were estimated to be around 5 million tons/year about 7% of total global emissions. Nitrogen oxide emissions were considered to cause

or add to regional problems including acid rain and health problems in local areas such

as harbours.


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CFC emissions from ships was estimated at 3000-6000 tons/year approximately 1 to3% of global emissions

Halon emissions from ships were estimated at 300 to 400 tons/year about 10% of thetotal global emissions.

Discussions within the MEPC led to the adoption in 1991 of an IMO Assembly Resolution A.719

(17) on Prevention of Air Pollution from Ships which called on the MEPC to prepare a new

draft Annex to MARPOL 73/78 on prevention of air pollution. The new draft was developed

over the next 6 years. On the 18th May 2004 Samoa ratified MARPOL Annex VI and in doing so

the entry into force provisions were fulfilled (15 States with 50% of the Worlds commercial

gross tonnage).

As a consequence, Annex VI entered into force on the 19th May 2005. Upon entry into force, allships of 400 gross tonnage and above and floating drilling platforms built on or after 19th

May2005, flying the flag of a signatory Party to Annex VI and intending to engaged on

international voyages will, on delivery, need to obtain an International Air pollution Prevention

Certificate. Existing ships built before 19th May 2005 need to be certificated no later than the

first scheduled dry-docking after 19th May 2005 but in all cases by 19th May 2008.

2. Current LegislationCurrently, the Annex VI Act of the MARPOL 73/78 established by the International Maritime

Organization(IMO) and the EU directive (2005/33/EC) are the most important legislations for ship

operation.

The MARPOL 73/78 Annex VI, put into force in May 2005, is a regulation for the prevention of air

pollution from ships. It is a part of the International Convention for the Prevention of Marine

Pollution from Ships elaborated in 1973 and modified by the Protocol of 1978. Two sets of

emission requirements are defined by Annex VI: global requirements, and more stringent

requirements applicable to ships in Emission Control Areas (ECA).It regulates the emissions of nitrogen oxides (NOx), sulphur oxides (SOx), ozone-depleting

substances and volatile organic compounds (VOC). It also introduces sulphur emission control areas

(SECA) where more stringent control on sulphur emissions has to be applied in order to prevent,

reduce and control air pollution from Sox and its attendant adverse impacts on land and sea areas.


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Marpol Annex VI consists of three chapters and 18 Regulations as follows.

Chapter i- Regulations 1-4 General Requirements.

Chapter ii-Regulations 5-11 Survey, certification and means of control

Chapter iii-Regulations 12-18 Requirements for Control of Emissions from Ships

Areas covered by Regulations 12-18 are as follows.

Regulation 12- Ozone Depleting Substances

Regulation 13- Nitrogen Oxides (NOx),

Regulation 14- Sulphur Oxides (SOx) and particulate matter

Regulation15- Volatile Organic Compounds

Regulation 16- Shipboard Incinerations

Regulation 17- Reception facilities

Regulation-18- Fuel oil Availability and Quality

MARPOL Annex VI regulations consider all new vessels constructed after 1st

January 2000 and

the engines over 130kW, which undergo major conversion after 1st

January 2000.Fixed and

floating platforms, including drilling rigs and similar structures, are considered as ships for the

purpose of Annex VI, except in respect of those emissions to the atmosphere resulting directly

from operations solely related to their drilling or processing functions. These controls are in addition to

any imposed by the government, which has jurisdiction over the waters in which they operate.

NOX Controls (Regulation 13)

As per regulation 13 the NOx emission rates depend on:

The size of the engine and thus, the power output while operating (engine speed) and The date of the shipskeel-laying resp. the installation date of the engine.

Depending on these facts engines are classified to Tier (steps) I, II or III. Additionally, they are

differentiated whether the operation of the ship with diesel engine is in the free maritime

environment (global) or in a special operating area, the emissions control area - ECA.


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Tier I

The operation of a marine diesel engine that is installed on a ship constructed on or after 1st

January 2000 and prior to 1st

January 2011 is prohibited , except when the emission of

Nitrogen Oxides ( calculated as the total weighted emissions of NO2) from the engine is within

the following limits, where ne= rated speed ( crankshaft revolutions per minute):

17.0 g/kWh when the maximum engine speed is less than 130 rpm; 45.0*n(-0.2) g/kWh when the maximum engine speed (n) is more than 130 but less

than 2000 rpm;

9.8 g/kWh when the maximum engine speed is greater than 2000 rpm.Tier II


January 2011 is prohibited , except when the emission of Nitrogen Oxides ( calculated as the

total weighted emissions of NO2) from the engine is within the following limits, where ne=

rated speed ( crankshaft revolutions per minute):


than 2000 rpm;

7.7 g/kWh when the maximum engine speed is greater than 2000 rpm.Tier III


January 2016 is prohibited , except when the emission of Nitrogen Oxides ( calculated as the

total weighted emissions of NO2) from the engine is within the following limits, where ne=

rated speed ( crankshaft revolutions per minute):


than 2000 rpm;

2.0 g/kWh when the maximum engine speed is greater than 2000 rpm.


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Figure -01 NOx Emission Requirements

Sulphur Oxides (SOX) and Particulate Matter Controls (Regulation14)

General Requirements

As per Regulation 14, the Sulphur content of ant fuel used on board ships shall not exceed the

following limits:

4.5% m/m prior to 1st January 2012 3.5% m/m prior on and after 1st January 2012 0.5% m/m on and after 1stJanuary 2020

Requirements within emission control areas

While ships are operating within Sox emission control areas the sulphur content of fuel oil used onboard ships shall not exceed the following limits:

1.5% m/m prior to 1st July 2010 1.0% m/m prior on and after 1st January 2010 0.10% m/m on and after 1stJanuary 2015


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3. Survey & CertificationPrerequisites for certification include two significant retroactive aspects with respect to

equipment certification:

Diesel engines (except emergency diesel engines, engines installed in lifeboats and anydevice or equipment intended to be used solely in case of emergency) with a power

output of 130kW or more, installed on ships built on or after 1 January 2000 must be

certified to the requirements contained in the mandatory NOX Technical Code. Engines

that are replaced, substantially modified or have their maximum continuous rating

increased by 10% or more, are also subject to NOx Code certification requirements,

irrespective of the date of build of the ship onto which those engines are installed. In

the case of platforms and drilling rigs, diesel engines used solely in connection with the

exploration, exploitation or processing functions are exempt from these NOx controls.

Incinerators Installed on board ships after 1 January 2000 must be type approved basedon the guidelines contained in IMO Resolution MEPC 76(40). The Guidelines address

electrical and mechanical safe guards, fire protection provisions, emission limits and

operational controls. From 19th May 2005 controls are applicable on the types of

material that can be incinerated together with operator training requirements.

Additionally there are the potential fuel oil segregation requirements for ships burning residual

blend fuel oils that will operate both internationally and within the SECAs introduced by Annex

VI. These are the Baltic, from 19th May 2006, and the North Sea, from 22nd November 2007.

In these cases it is necessary that sufficient segregated fuel oil storage and settling and service

tank capacity are provided, together with the necessary change-over arrangements, to handle

fuel oils used outside of SECAs and the l.5% m/m sulphur maximum fuel oils required to be used

at all times when within the SECAs. In some cases, duplicate engine lubricant storage may be

necessary to cope with the differing requirements of the two fuel grades. For ships where such

arrangements are not possible, conversion work will be necessary before operation in the

SECAs. In the case of ships fitted with exhaust gas cleaning-SOX systems, to ensure compliance

with MARPOL Regulation VI/14, Resolution MEPC 130(53) contains Guidelines specifying the


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requirements for the design, testing, survey and certification of exhaust gas cleaning SOX

systems. The Guidelines offer two alternatives for certification: -

Scheme A, Type Approved System

Scheme B, Continuously Monitored Systems.

Regardless of the Scheme used, a SECA Compliance Plan (SCP) for ships using such a system, in

part or in total, approved by the ships Flag State is required to document how compliance is

achieved and how compliance is demonstrated.

The basis of these MARPOL Annex VI controls is, as with the other MARPOL Annexes, statutory.

Compliance is therefore to be demonstrated to the Administration of the ships Flag state which

ultimately is the entity, which will undertake the necessary approvals and issue the

certification. Therefore it is a totally separate matter to the ships classification. However,

where so authorized, the ships classification society may undertake all or part of these

statutory functions, but as a Recognized Organization on behalf of the Flag state.

In addition, from the entry into force date all fuel oil suppliers are required to be registered by

the appropriate authorities in the country in which they operate. Fuel oils are to be obtained

from duly registered suppliers and bunker delivery notes, are to be of a specified content.

These bunker delivery notes must be maintained onboard ships to which the MARPOL Annex VI

certification requirements apply for a minimum period of 3 years from the date of bunker

delivery. A retained sample of all supplied fuel oils, drawn by the supplier at the ships receiving

manifold in accordance with the Resolution MEPC 96(47), is to be kept under the ships control

until the subject fuel oil has been substantially consumed, but in any case, for at least 12

months from the date of delivery.

The IMO Resolution MEPC 132(53), adopted by the MEPC in July 2005, contains a number of

amendments to MARPOL VI Regulation for the Prevention of Air Pollution from Ships. These

amendments include the adoption of the Harmonized System of Survey and Certification to

MARPOL Annex VI and the NOX Technical Code. As a consequence, National

administrations/Recognized Organizations need to issue harmonized certificates at the next

survey held on or after 22nd November 2006.


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Figure - 02 Survey and certification Requirements

4.DiscussionIn order to limit SOX emissions Annex VI introduced a maximum limit of 4.5% m/m sulphur for

all marine fuel oils, irrespective of fuel grade or the type of combustion machinery in which

they are to be used. Data available in early 2007 from the MEPC sulphur monitoring

programme, which has operated since 1999, covering some 300000 fuel deliveries, the number

of deliveries of residual fuel oils to ships with sulphur contents in excess of 4.5 % m/m has been

less than 1% each year, the overall average of sulphur being 2.6 / 2.7% m/m.

Consequently, while this 4.5% m/m limit does not represent any significant restriction on

current fuel supplies, a yet lower limit will apply within designated SOX Emission Control Areas

(SECA), which inevitably will have a much wider effect.

Maintaining of Compliance by

Intermediate Survey

Periodical Survey

Renewal of IAPP Certificate

Pre-certification Survey

EIAPP Certificate

+ Supplement

+ Technical File

Initial Survey

IAPP Certificate

In Manufacturers Works On Shipyard


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The Baltic Sea (as defined in MARPOL Annex I) was the first SECA. At MEPC 44 in March 2000, it

was further agreed that the North Sea (as defined in MARPOL Annex V) had met the necessary

criteria to be declared a SECA after the entry in to force of Annex VI. Furthermore, there may be

other areas (i.e. areas to the West of the British Isles, West of Continental Europe, U.S. Coastal

waters or the Mediterranean, in total or in part, Hog Kong, Tokyo Bay etc.), which may be

expected to be imposed as SECAs.

Within a SECA, the requirement will either be a maximum limit of 1.5% m/m sulphur content to

the fuel oil as used or 6.0 g/kWh maximum SOX content of the exhaust gas stream. In practice,

it is expected that the majority of ships will seek to comply with the SECA requirements by

means of the primary control option of limiting fuel oil sulphur content. Whether in practice

this will be achieved by the use of low sulphur residual fuel oils or gas oils (which inherently

have sulphur contents below the limit value) will depend on such factors as ships projected

operating profile, bunker tank and transfer systems and the price differentials between the

various groups.

As an alternative to using fuel oil with a sulphur content not exceeding 1.5%, MARPOL

Regulation VI/14 permits the use of an exhaust gas cleaning system, or any other technological

method, may be used, which results in an overall emission value of 6.0g SOX/kWh or less. Such

systems and technologies must be approved to the IMO standard in MEPC 130(53). Theapplication of the 6.0 g/kWh limit imposes a number of problems, particularly with low

load/idling operation and in the case of combustion machinery (such as boilers) which does not

have a brake power output. In order to overcome these problems MEPC has accepted that a

SO2 (ppm)/CO2 (%) ratio of 65 would be equivalent to the 6.0 g/kWh limit.

At the point of entry into a SECA, if ships do not have a system in place to reduce emissions as

previously indicated, they must already be using fuel with a content of less than 1.5% sulphur.

To achieve this, procedures should be in place so that the change-over from high- to low-sulphur fuel is completed before entry into the SECA. Details of the start and end time of the

change-over, the ships position, the fuel oil tanks used and their contents should be recorded

in a suitable log book.


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EU Directive 2005/33/EC introduced the same SOX Control Areas along with some additional

measures on the use of low-sulphur fuel. The EU Directive applies to all ships, regardless of flag

and came into force on 11th August 2007.

As reported above, IMO legislation regulates Sox and NOx emissions. However, since many

pollutants are emitted by combustion, a more extensive regulation able to consider other

emissions, like smoke, particulate and CO2 should be established. The Marine Environment

Protection Committee (MEPC), which is part of IMO, suggested a number of short and long terms

measures to reduce CO2 emissions but no mandatory restrictions have been imposed.

Implications for future ship design and operation

The IMO MEPC has continued its work on evaluating air pollution issues. The principal items

being considered are; -

NOX emission limits for new engines Reduction of SOX emissions Reduction of Volatile Organic Compounds (VOCs) Emission of Particulate Matter (PM)


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NOX and PM limits for existing engines Amendments to MARPOL Annex VI were adopted at

IMO MEPC 58 in October 2008. These amendments principally concern requirements for

sulphur control option for the fuel and revised nitrogen oxide (NOX) emissions limits for marine

diesel engines on new ships, i.e. the current MARPOL Annex VI, Regulation 13 limits for ships

built between 1 January 2000 and 31 December 2010 (Tier I limits); further reduction of NOX

using the currently available technology for ships built between 1 January 2011 and 31

December 2015 (Tier II limits); and further stringent control for ships built after 1 January 2016

(Tier III limits), and existing ships.

The main changes to MARPOL Annex VI will see a progressive reduction in sulphur oxide (SOX)

emissions from ships, with the global sulphur cap reduced initially to 3.50% (from the current

4.50%), effective from 1 January 2012; then progressively to 0.50%, effective from 1 January

2020, subject to a feasibility review to be completed no later than 2018.

The limits applicable in Sulphur Emission Control Areas (SECAs) will be reduced to 1.00%,

beginning on 1 July 2010 (from the current 1.50%); being further reduced to 0.10%, effective

from 1 January 2015.

Progressive reductions in nitrogen oxide (NOX) emissions from marine engines were also

agreed, with the most stringent controls on so called Tier III engines i.e. those installed on

ships constructed on or after 1 January 2016, operating in Emission Control Areas.The revised Annex VI will allow for an Emission Control Area to be designated for SOX and

particulate matter, or NOX, or all three types of emissions from ships, subject to a proposal

from a Party or Parties to the Annex, which would be considered for adoption by the IMO, if

supported by a demonstrated need to prevent, reduce or control one or all three of those

emissions from ships.

The revised Annex VI will enter force on 1 July 2010, under the tacit acceptance amendment

procedure.MEPC 58 also adopted amendments to the associated NOX Technical Code to give a revised

NOX Technical Code 2008. The amended Code includes a new chapter based on an agreed

approach for NOX regulation of existing (pre-2000) engines established in MARPOL Annex VI,

and provisions for direct measurement and monitoring methods, a certification procedure for


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existing engines, and test cycled to be applied to Tier II and III engines. Revised Guidelines for

Exhaust Gas Cleaning Systems and Guidelines for the Development of a VOC Management Plan

were also adopted.

These measures are expected to have a significant impact on the atmospheric environment and

on human health particularly that of people living in port cities and coastal communities.

Problems associated with future legislations

To fulfill the new IMO requirements regarding sulphur a cleaner fuel will have to be used after

the 1 January 2015. It is possible to use marine diesel oil (MDO) or marine gas oil(MGO) as the

main fuel in the ship. MDO and MGO can by supplied with sulphur content below 0.1%.

Switching to such fuel only requires minor modification to a ships fuel system.

However, in order to meet IMO requirements regarding NO x emission limits, additional solution

will have to be adopted. For example, Selective Catalytic Reduction can be used to obtain low

levels of NOx emission from engine with conventional fuel.

The price of low sulphur fuel (MGO, MDO) is much higher than the price of fuel with a higher

content of sulphur. And, it is very likely that the rising demand for low sulphur marine fuel will

increase its price. Thats why the new IMO requirements have raised great concern that the

reduction of the sulphur content in marine fuels to 0.1% by 2015 might lead to significant

increase in vessels operational cost, which will contribute to lower competitiveness of sea

transport in comparison with other modes of transport.

According to the Swedish Maritime Administrations calculations, due to new IMO

requirements fuel costs are estimated to rise of about 50-55% in 2015. The increase in fuel

costs can be even higher for vessels that mostly transport goods between ports within SECA

and it may reach 70 %. Bunker fuel costs account for 40 % -50% of the total operational costs of

a ship. Thats why the more expensive fuel will have a great impact on transport cost.

Analysis has been carried out on impact of changeover to low-sulphur fuel on the freight rates .

In the Table 01 below the estimated percentage increase in costs compared with the present

price for certain types of freight is shown. Switching to low sulphur fuel may result in increasing

freight rates by 28 % - 51 %. Furthermore, in the Table 02, the estimated percentage rise in


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freight rates of new vessels due to the use of Tier III NO x emission reduction equipment is

shown. The increase of freight rates due to NO x emission reduction equipment will not be very

significant and it may reach about 3% - 4%.

Table 01.Estimated percentage rise in freight rates of new vessels due to new sulphur limits

in fuel.

Freight TypeSulphur Content

0.5% (Global-2020) 0.1% (ECA-2015)

Container 8-18% 44-51%

Paper reel 6-14% 44-51%

Lorry 6-14% 35-41%Private car 6-14% 35-41%

Oil 5-11% 28-32%

Freight ton on bulk

carriers7-15% 39-44%

Timber 6-14% 35-40%

Steel products 6-14% 35-40%

Source: Consequences of the IMOs new marine fuel sulphur regulations-Report, Swedish Maritime

Administration, 2009

Table 02, Estimated percentage rise in freight rates of new vessels due to the use of Tier III

NOx emission reduction equipment.

Ship TypeSize Category

Small Medium Large

Container vessel 2.8 % 4.2 % 4.6 %

General dry cargo vessel 2.4 % 3.6 % 3.7 %

Dry bulk vessel 3.4 % 3.3 % 3.2 %

Oil tanker 2.0 % 3.1 % 3.4 %

Ro-ro and ropax vessel 3.1 % 3.3 % 3.4 %

Source: NOx emissions from ships - consequences for shipping and Baltic ports -presentation, Ulla Tapaninen,

University of Turku, Centre for Maritime Studies, 2010


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CA -2015)

Significant cost increases for transportation by sea as a consequence of using the more

expensive fuel will reduce competiveness of sea transport drastically and cause that, in many

cases, short sea shipping will no longer be cost-effective. It is very likely that it will lead, to

some extent, to a modal backshift from sea to road and change the direction of logistics flows

in Europe in order to avoid the SECA.

In a report by the Swedish Maritime Administration it is clearly shown that new IMO

regulations will lead to a modal backshift to roads since the transportation of goods will be

more cost-efficient with land. However, modal backshift to roads will have a negative impact on

the environment. It will contribute to increased CO2 emissions. The Swedish Maritime

Administration has shown that due to modal backshift, road transport can increase by 6%

within Sweden, which corresponds to more than 300,000 tonnes of CO2.

Due to new IMO regulations ports in SECA and shipping lines will be in a disadvantageous

position. After introducing the new IMO regulations competiveness of ports in SECA will be

reduced in comparison with ports in other regions of Europe. It is very likely that logistics flows

in Europe will change in favour of European ports not included in the SECA (for example, Le

Havre or Marseille in France or the west coast ports in the U.K.).

LNG as an alternative ships fuel

New regulations on emissions of sulphur oxides (SOx) and nitrogen oxides (NOx) have recently

increased the interest in and demand for alternative fuels. Liquefied Natural Gas (LNG) as an

alternative fuel is currently the most popular option. Using LNG instead of oil considerably

lowers the emissions of Sox and NOx. When ships are fuelled with LNG, no additional abatement

measures are required in order to meet the ECA requirements.

LNG has been used as marine fuel since 2001. Norway has been the forerunner for LNG

powered ships. LNG ships that are in use in Norway today, ranging from coast guard boats and

supply vessels to ferries.

Natural gas is the cleanest form of fossil fuels. It consists of methane with minor concentrations

of heavier hydrocarbons such as ethane and propane. The burning process of natural gas is


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clean. LNG contains virtually no sulphur; hence Sox emissions from natural gas engines are

reduced by close to 100%. The particle emission is also reduced by close to100%. Moreover,

burning LNG produces 85%-90% less NOx than conventional fuel and greenhouse gas emissions

are reduced by 15-20%.Table 03 below compares SOx, NOx, PM, andCO2 emissions from LNG

and liquid petroleum fuels.

Table 03.Estimated emissions to air from LNG and liquid petroleum fuel for ships. *

FUEL TYPE Sox(g/kWh)

(g/kWh)

NOx(g/kWh)

(/kWh)

PM (g/kWh) ( CO2(g/kWh)

h) CO2(g/kWh)

Residual oil 3.5 %

sulphur

13 9-12 1.5 580-630

Marine diesel oil,

0.5 % sulphur2 9-12 0.25-0.5 580-630

Gasoil, 0.1 %

sulphur0.4 8-11 0.15-0.25 580-630

Natural gas (LNG) 0 2 Approx.0 430-480

/kWh)Source: Maritime Gas Fuel Logistics. Developing LNG as a clean fuel for ships in the Baltic and North Seas,

MAGALOG, December, 2008.

There is currently much research being made on ships propelled by LNG. For example, replacing

a conventional passenger ferry in Norway to a LNG-powered vessel would be equivalent to

taking 160,000 cars out of traffic as far as NOx emissions are concerned.

Many manufactures are offering LNG-fuelled engines already. Gas engines which are currently

available on the market can be divided into two main categories: dual fuel engines (e.g.

Wrtsil, Man), lean-burn gas engine (e.g. Rolls-Royce, Mitsubishi). These engines have varying

characteristics and levels of efficiency. The dual fuel engine runs on both LNG and conventional

fuel. It is a flexible solution when the availability of LNG fuel is uncertain (e.g.the lack of LNG

bunkering stations). Whereas, the lean burn mono fuel engine gives a simpler installation


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onboard and is a more suitable solution for ships operating in regions with a developed grid of

LNG bunkering stations.

There are major challenges to the widespread implementation of LNG as ship fuel. One of the

main challenges is that a lot of room is required onboard for LNG tanks and this contributes to a

loss of cargo space. For example, LNG requires about 1.8 times more volume than MDO (marine

diesel oil) with equal energy content. If we add tank insulation, the needed volume is about 2.3

times higher.For new-buildings it is quite simple to find space for the larger fuel tanks, while

this may be much more difficult or even impossible, to find it on ships which are already in

operation. Thats why there is very little probability that existing ships will be using LNG instead

of conventional fuel. It is more likely that LNG as marine fuel will be used by new-buildings.

Moreover, it has to be noticed that in order not to lose much cargo space, the operational

range due to bunker capacity of the vessel must be reduced. Therefore, LNG is a fuel alternative

basically for vessels which can be re-fuelled quite often. Hence, this fuel alternative is not

suitable for large vessels engaged in deep-sea shipping. LNG as ship fuel is most convenient for

short sea shipping and such ships as RO-ROs and ferries.

5.CONCLUTION

Air pollution from ocean going vessel represent a significant contribution to the global

anthropogenic emissions and is an important source of damage to environment and human

health.

Contrary to land based sources, which have achieved an enormous reduction in air pollution

over the last decades, shipping emissions have substantially increased over the same time span,

along with the gradual growth of marine transport. Rapid increase in the number of ships and

the growing demand for maritime transport will probably increase the trend for futureemissions.

The MARPOL 73/78 Annex VI, put into force in May 2005, is the main regulation for the prevention

of air pollution from ships. It is a part of the International Convention for the Prevention of Marine

Pollution from Ships elaborated in 1973 and modified by the Protocol of 1978. Two sets of


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emission requirements are defined by Annex VI: global requirements, and more stringent

requirements applicable to ships in Emission Control Areas (ECA).

It regulates the emissions of nitrogen oxides (NOx), sulphur oxides (SOx), ozone-depleting

substances and volatile organic compounds (VOC). It also introduces sulphur emission control areas

(SECA) where more stringent control on sulphur emissions has to be applied in order to prevent,

reduce and control air pollution from Sox and its attendant adverse impacts on land and sea areas.

From 2015 vessels operating in SECA will be obliged to use fuel with a sulphur content not

exceeding 0.1%. Using more expensive fuel will result in significant cost increases for

transportation by sea. The competiveness of sea transport will be reduced drastically and, in

many cases, short sea shipping will not be cost-effective. It is likely that it will lead, to some

extent, to a modal backshift from sea to road. Whats more, a change in direction of logistics

flows in Europe may be expected. After introducing the new IMO regulations SECA ports will be

in a low competing situation in comparison with ports in other regions of Europe. It is likely that

the logistics flow in Europe will change in favour of European ports not included in the ECA.

New regulations on emissions of sulphur oxides (SOx) and nitrogen oxides (NOx) have recently

increased the interest in and demand for alternative fuels, emission reduction through

technological improvements, and ship modifications. Liquefied Natural Gas (LNG) as an

alternative fuel is currently the most popular option.

Analysis has been carried out on impact of changeover to low-sulphur fuel on the freight rates.

According to the Swedish Maritime Administrations calculations, due to new IMO

requirements fuel costs are estimated to rise of about 50-55% in 2015. Switching to low sulphur

fuel may result in increasing freight rates by 28 % - 51 %. and it may reach 70 % which has a

major impact on world maritime trade.

The Internal Engine Modification and the Sea Water Scrubbing result to be the most cost

effective technologies to reduce NOx and Sox emissions, both in economics and environmental

terms. On the contrary, since emissions are proportional to the content of pollutants in fuel,

energy efficiency and switching toward alternative fuels are key means for reducing CO2

emissions. In addition, speed reduction, route optimization and operational changes to the

existing fleets can contribute to increase the energy saving potential.


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Review of Certain IMO regulations (Specially Sox emission control) is due in 2018 to determine

the availability of fuel to comply with fuel oil standards set forth in regulations and to analyze

the trends in global fuel market in terms of supply and demand. This is an essential step as the

preliminary studies have shown that the more stringent legislations will have a negative impact

on shipping industry.

However, breaking and decoupling the connection between the environmentally negative

impacts from ships and economic growth looks difficult to achieve. For this reason, a balance

between both technological improvements and international legislation is essential.

References: 1. Marine Technology Education Consortium (MTEC) Module C1 lecture notes.

2. IMO website www.imo.org

3. Report on Future environmental regulations for shipping in the Baltic Sea

area and their consequences for the sea ports a technical paper presented to

the seminar Baltic Ports and Environment new regulations and

challenges held on 7th December 2010Malm, Sweden4. Lloyds Register Rule Finder version 9.15, January 2011, Statutory

Documents.