SOx reduction

Class involvement

28 January 2013

Marpol 73/78 Annex VI

MARPOL ANNEX VI applies to
all ships, fixed and floating
drilling rigs and other platforms
IAPP Certificate is required for
ships of 400 GRT and above
engaged in international
voyages involving countries that
have ratified the conventions, or
ships flying the flag of those
countries.
Annex VI Regulation 14 contains
requirements to Sulphur Oxide
(SOx) emissions from ships
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GENERAL
Sulphur content of marine fuels (according to MARPOL Annex VI , reg. 14)
The sulphur content of marine fuels must not exceed:
Global:
0.5%
0.5%

3.5%

4.5%
2012 Jan.

SECA/ECA:

2020 Jan.
(Possible postponement
until 2025)

0.5%
0.1%

1.0%

1.5%
2010 July

2015 Jan.

THERE is no chance of pushing back the 2015 deadline for ultra-low sulphur fuel,
Brussels has warned.
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Fuel share of daily costs

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Annex VI Compliant Marine Fuel Use

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Marine Fuels
Prices ($/ton) in Rotterdam
LSMGO(0,1%S)
MGO
LS380 (1-1.4%S)
LS180 (1-1,4%S)
IFO380
IFO180

2013.01.11

EC quality types of fuel:

- 932
- 932
- 649
- 670
- 618
- 638

- Quality 1 (MGO) less than 0,1%S

- Quality 2 (MDO) less than 1,5%S
- Quality 3 (IFO) - between 1,5 and 4,5%S
(max. 3,5%S since Jan. 2012).

LNG price : 570 $/ton - Europe

875 $/ton - Singapore

IFO - Intermediate Fuel Oil is a blend of gas oil and

heavy fuel oil

Energy price equivalent:

MGO
LS380
IFO
LNG

- 20,4 $/GJ
- 14,7 $/GJ
- 13,9 $/GJ
- 10,6-16,3 $/GJ

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World LNG prices

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MARPOL Annex VI - SOx requirements

The following options for compliance apply:
- Sulphur content of the fuel shall not exceed the set limit
- An exhaust gas cleaning system approved by or on behalf of the national maritime
administration in accordance with guidelines developed by IMO MEPC.184(59).
The system shall reduce the total emission of sulphur oxides from vessels including
both auxiliary and main propulsion engines
- Any other technological method that is verifiable and enforceable to limit SOx
emissions to a level (described in legislation). These methods shall be approved by
the national maritime administration in accordance with IMO guidelines

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SOx - DNV Services

1) Class and Statutory Approval
Piping Systems, DNV Rules for Classification of Ships, Pt.4 Ch.6
- a new section for Exhaust Gas Cleaning - EGC systems has been added
- Machinery, Control Systems, Electrical Systems, Structure, Stability, Fire Safety

Revised MARPOL Annex VI, Regulation 14

- Guidelines for Exhaust Gas Cleaning System the environmental performance (Resolution
MEPC.184(59))

2) Advisory
ECA decision support

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Three options for SOX removal

1

LNG as fuel

Scrubbers for exhaust gas cleaning

Low sulphur fuel

or fleet redeployment,
i.e. give up trading in ECAs

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Pros and cons

Option

Pros

Cons

Scrubber

Can use cheaper, high sulphur fuel.

Fuel available

LNG

Currently cheaper fuel, but future

price development is uncertain
Reduces NOx and CO2

Distillate fuel

No or little modifications and

investment needed.
Well known and tested.

Takes up space.
Significant investment cost
No significant reduction of NOx
Requires additional energy during
operation
Discharge of water
Retrofit difficult
Requires larger fuel tanks
Fuel availability uncertain
Infrastructure currently limited
Higher fuel cost.
Prices likely to increase.
Fuel availability uncertain.
Wear and tear.

2
3

LNG fuel

Low sulphur fuel

Scrubber

1850-1900

2013

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2015 ECA

2020-2025 Global

LNG: Technically proven, safe in operation

40 years of LNG tanker operation

Used as marine fuel since 2001, now in 34 ships
Class rules in place, IMO regulations in the pipeline (2014)
Relatively high capex, opex highly dependent on the LNG market price
Uncertainties;
- LNG availability and future price? Government incentive schemes?
- Infrastructure development pace? Retrofit? Or newbuilds only?
- Safety record due to higher than normal safety focus?

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Technology is approved and available

Many manufactures are offering LNG fuelled engines:

- Wrtsil
- Rolls-Royce
- MAN Diesel
- Mitsubishi

Two engine concepts:

Lean burn LNG mono fuel
Dual fuel (LNG + Diesel)

Main challenges are the loss of cargo space due to cylindrical LNG storage tank, and a slight
methane slip from engine when running on low load (continuous improvements)
Development is ongoing to shift from spherical (volume consuming) to hull integrated tanks
Fuel cells on LNG for ship propulsion are under development (FellowShip)
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Estimated additional costs: 1000 2000 /kW installed

Rough estimates for additional CAPEX for LNG tanks, distribution, engine, larger vessel:

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A typical Baltic Sea Cargo Ship when operating on LNG

547 TEU container vessel (5000 GT) Propulsion power 3960 kW

Yearly emissions, tonnes/year

Particle
SOx
NOx
CO2
emissions
With LNG fuel:
With low-sulphur HFO
(LS380 with 1% sulfur):
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5 500

50

180

7 250

Low sulphur fuel - refinery capacity

Capacity upgrade primarily coking and

cracking units; likely more attractive to
produce higher margin products than
LS fuels
Capacity growth in Asia but LS fuel
demand growth expected primarily in
North-America and Europe
Will refineries deliver sufficient volumes
in the right geographies?

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Class requirements related to the low sulphur fuel system

Class has no specific requirements to the fuels used on board, unless special environmental
class notation is denoted. The max. sulphur content is 3%S (1%S in ports and SECAs) for
CLEAN and CLEAN DESIGN notations.
Class notations ECA(Sox-A) and ECA(Sox-P), when granted assure compliance with
MARPOL Annex VI regulations in ECAs. The fuel shall cover the quality parameters specified
in ISO 8217 but S content shall not exceed 0.10% and viscosity shall not be below 2cSt at
40C.

Where applicable, alterations to systems and components are subject to approval by Class,
i.e. drawings need to be submitted and approved prior to commencement of the alterations
and after completion these alterations need to be verified and tested during an on board
survey.

Though not required by Class or Port State Authorities, ship operators may be asked by e.g.
charter parties to provide a statement (witness report) pertaining to the capability of the vessel
to operate on LSF, the effectiveness of fuel changeover procedures, or both.

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Systems and arrangement for meeting regulations in

Emission Control Areas Class notation ECA(SOx)
Reliable fuel oil systems and machinery components should enable safe operation
on low viscosity (2 cSt) and low sulphur (0.10%) marine distillate fuel oils (marine
gas oil) for a minimum of 4 days.
The 4 days rule apply to ships that continuously operate on marine gas oils and also
to ships provided with approved abatement technology capable of cleaning
emissions to a marine distillate fuel equivalent standard.
For example, SCR, Exhaust gas scrubber etc.
Two alternatives:
ECA(Sox-P) - Ships designed to only operate machinery components used in port
on marine distillate fuel. i.e. compliance with EU low sulphur directive (Aux.engines
and Boilers).
ECA(Sox-A) - Ships designed to operate all machinery components on marine
distillate fuel. i.e. compliance with MARPOL Annex VI for ECAs after 1st July 2015
(Aux.engines, Boilers and Main engine).

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GENERAL - SOx Emission Control Areas

200 km

Day 2

Day 1

Source: Google
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Low sulphur fuel

A fuel change-over manual is to be developed.
The machinery components and fuel piping systems are subject to a functional test
using low viscosity marine distillate fuel.
The function test is to include a verification of the feasibility of the ships fuel
change-over procedures.

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SYSTEMS AND ARRANGEMENTS Capacity of Storage tank

The vessel shall be arranged with minimum one dedicated storage tank for each (e.g. low
and/or high sulphur) marine distillate fuel grade carried.
Tanks for storage of marine distillate fuel shall not be located adjacent to heated tanks
unless the calculations required in B101 confirm that viscosity in way of machinery
components (including fuel oil pumps) is not below that specified in Sec.1 A201.

M
G

Se

HF

rv
.T

Bu
nk
er

TK

MGO Storage TK

Not be located adjacent to

heated tanks
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Fuel Oil System Arrangements

Calculations shall be performed to confirm that the viscosity of the marine distillate fuel in
way of machinery components (including fuel pumps for marine distillate fuel) is not lower
than that specified.
The calculations shall indicate viscosity as well as temperature.
Calculations shall be carried out for the operational loads as well as during change-over from
residual oil to marine distillate fuel and vice-versa.
The calculations shall take into account the environmental conditions
Table B2 Ambient reference conditions for machinery
Parameter

Value

Total barometric pressure

1 bar

Ambient air temperature

45C

Relative humidity of air

60%

Sea water temperature

32C

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Fuel oil change-over manual

An approved fuel oil change-over manual shall be available onboard and shall
consist of three parts as specified below:
Part I shall cover procedures for safe and efficient change-over from marine
distillate to residual oil and vice versa for all relevant machinery components and
associated piping systems.
Part II shall cover calculations of change-over time to ensure that the fuel oil being
consumed by machinery components has a sulphur content not exceeding 0.10%.
This part is only relevant for vessels where the piping system for residual oil and
marine distillate fuel are common.
Part III shall include the following:
- Contingency procedures in case of poor marine distillate fuel quality, or incompatibility between marine distillate fuel and
residual oil
- Contingency procedures are also to be developed for failures due to vapour lock (gasification) in the event of improper
change-over sequence to distillate fuel oil
- Procedures for maintaining machinery readiness for emergency departures with marine distillate fuel
- Methods for monitoring cylinder condition and injection pump internal leakage after switching from residual oil to marine
distillate fuel
- Procedures for onboard testing of compatibility between residual oil and marine distillate fuel.

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MACHINERY COMPONENTS
The manufacturer of machinery components shall declare that the machinery
component (main engine(s), auxiliary engines, boiler(s) and any fuel oil pump) is capable
of continuous operation on marine distillate fuel for the minimum number of operating
days.
The manufacturers declarations and required detailed information is subject to approval.

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Scrubber regulations

Revised Guidelines for Exhaust Gas Cleaning Systems MEPC.184(59) adopted

July 2009, now including changes to requirements for monitoring and discharge
of wash water.
The guideline offers two alternative compliance schemes:
- Scheme A - EGCS system approval, survey and certification using parameter and
emission checks.
- Each EGCS unit meeting the requirements should be issued with a SOx Emission Compliance
Certificate (SECC)

- Scheme B - EGCS system approval, survey and certification using continuous

monitoring of SOX Emissions.
- Scheme B is a single unit approval only and requires continuous monitoring of: pH, PAH, turbidity
(suspended particles), nitrates and temperature

All ships should have an SOx Emission Compliance Plan for the ship, approved
by the Administration.

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Scrubber challenges

Scrubber technology proven on land, but still

early days at sea
Fairly high investment costs
Energy consumption
Capacity & scalability, physical footprint
Sludge production and disposal
Integration challenges: SOx scrubbers + NOx
SCR
Crew issues; training and qualification
How to prove compliance;
- Waste water discharge monitoring
- Performance monitoring & documentation

Manufacturer capacity as 2015 approaches?

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Approval of documentation class requirements for ships

provided with exhaust gas cleaning systems
Arrangement of exhaust gas system including exhaust gas cleaning units.
Arrangement of exhaust gas treatment fluid systems.
Arrangement of systems for prevention of overheating of exhaust gas cleaning
system components.
Arrangement of sea and fresh water systems for exhaust gas cleaning units.
Arrangement of waste and discharge systems from exhaust gas cleaning units.
Arrangement and details of By-pass valve/dampers.
Pressure drop analysis. Back pressure calculation.
Test procedure for quay and sea trial including tests addressing failure impact on
main functions.

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Approval of documentation requirements for ships

provided with exhaust gas cleaning systems contd.
Where DNV is authorized to issue the IAPP certificates:
For Sox
- Operation Manual - SOx Emission Compliance Plan (SECP)
- Operation Manual - Exhaust gas cleaning system technical manual (ETM).Scheme
A or B as applicable
- Operation Manual - Onboard Monitoring Manual (OMM)
- EGC Record book or Electronic Logging System
- Test procedure for sea trial according to the requirements of MEPC 184(59)
- Other Required documentation according to MARPOL Annex VI with amendments

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Exhaust Gas Cleaning Systems (EGCS)

Limited testing and operational experience with the use of scrubbers
Operational challenges reported
Several types:
- Open loop wet system: MES, Krystallon, Aalborg, Ecospec
- Uses seawater directly followed by filtration. Treated water discharged to sea
- Closed loop wet system : Wartsila scrubber, Clean Marine
- Uses freshwater with alkaline additives (NaOH). More complex system able to
hold water in port
- Dry scrubber. Couple Systems - Utilises lime granulates.

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Sea water scrubbing

Seawater washing of exhaust gases is a well-known method, which is commonly
used at onshore installations
Seawater washing is a simple and well-proven technology for exhaust gas sulphur
removal. Applications of this technology have been used in inert gas plants for ships
for the past 20 years
For marine engines, several types of equipment that can be installed
For sulphur removal, an efficiency of some 90% is achievable
However, in restricted waters with heavy traffic, cleaning the water from the sea
water scrubber may be required to reduce the concentration of sulphur in the
seawater.
This is also covered by the regulation of SOx emission in MARPOL Annex VI where
it is state:
- 'Waste streams from the use of such equipment shall not be discharged into enclosed ports
or harbours and estuaries unless it can be thoroughly documented that such waste streams
have no adverse impact on such ecosystems based upon criteria provided by the Port State
authorities.'
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Open loop, seawater scrubbers

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Slide 33

31 January 2013

Scrubber systems

Sea water scrubber + hydro cyclone

Cloud chamber SOX scrubber

Hamworthy Krystallon

Advanced Clean-up
Technologies Inc

Exhaust gas scrubber

Aalborg Industries

SOx scrubber + NaOH

Wrtsil

DryEGCS
Couple Systems GmbH
Advanced Vortex Chamber
Klaveness Group Clean Marine

EcoSilencer Sea water

scrubbing
Marine Exhaust Solutions

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EGCSCNOx
Ecospec

Hamworthy Krystallon seawater scrubber

Linea Messina 45K DWT Ro-Ro (Jan.2011) has 5
scrubbers for each of (4x2MW) engines & boiler. All
in funnel. Payback time claimed: 2 years.

Open loop system has been installed on HollandAmericas Zeendam with installed engine power
21 MW.
Able to remove 98% Sox and 85% PM
Investment: 2.5-4 mill $

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Tri-Mer Corp. - Cloud Chamber Scrubber

Removal average efficiency: SO2 -99%, PM 98%
Barge or quey based scrubber used in harbours or at
anchorages

A. Pre-conditioning chamber removes particles >10 um

B. Positively charged claud generation chamber
C. Nagatively charged claud generation chamber
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Alfa Laval Aalborg hybrid system Pure SOx

SOx removal rate >98%
Traps up to 80% of PM
Operates on SW in open sea and on FW in low alkaline
waters and harbours
Power consumption: approx. 1,5% of engine power
Operational weight: 35 tonnes (20MW), 18 t (8MW)
Dry weight : 25 tonnes (20MW), 15 tonnes (8MW)
Payback time claimed: 1,2 10 years on fuel cost saving
More than 1000 hours of operation

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Aalborg scrubber installation - example

Investment: 2-2.5 M$; OPEX ~1.5 2% of added fuel cost

ROI 1,5-2 years based on price difference of 200 $/t HFO/LSFO
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Wrtsil SOx scrubber

Closed loop freshwater system with addition of alkalinity (NaOH).
Main stream scrubber one unit for each engine, not suitable for boilers. Need for holding tanks
Integrated scrubber for several combustion units. Wet sump in the srubber no process tank, small pump
Prototype installed on the tanker Suula.
Sox reduction: 99%
PM reduction: 30-60%
Payback time 2-3 years
Sludge can be conducted to the other
engine room sludge and disposed in
port.

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Klaveness Invest AS - Clean Marine AS

Exhaust Gas Cleaning System (EGCS) based on what is described as the Advanced Vortex Chamber
(AVC) principle. Serves simultaneously several combustion units.
The first ocean going unit entered into service on a Klaveness bulk carrier BARU in June 2009 10MW.
Cyclone technology to ensure close turbulent contact and reaction between wash water (sea or fresh water)
and the flue gas with possible addition of alkaline agent. A PM trapping mechanism is in place.
A spray of seawater and caustic soda
(NaOH, 50% aqueous solution) into
the exhaust gas flow is regulated
automatically based on the feedback
from the emission monitoring system,
which analyses the SO2/CO2 relation.
Payback time is in the range 1-6 years
depending on trading area. For
continued operation inside ECAs it may
be just a few months.
>98% SOx trapping
Power consumption: abt 2%

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The Marine Exhaust Solutions -MES EcoSilencer

Reduce SO2 exhaust emissions by up to 90 %
Mixes the hot exhaust gas in a turbulent cascade with seawater.
One EcoSilencer is provided for each diesel engine.
After scrubbing process, the scrubbing water is pumped out from each EcoSilencer through a water
filtration plant where it passes through a series of primary and secondary hydro cyclones.

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CSNOX system - Ecospec

Open loop system installed onboard 100,000 ton oil tanker
99% SO2, 77% CO2 and 66% NOx removal
The CSNOX uses Ultra Low Frequency (ULF) waves to treat electromagnetically water that reacts with the
exhaust gas

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Couple Systems GmbH - DryEGCS

Reduction of Sulphur (99% SOx), Particles (98% PM)
Dry Scrubber (Chemisorption) with Ca(OH)2 (lime Calcium Hydroxide Granulate).
SOx reacts chemically, producing gypsum disposed ashore
Pilot-Installation on MS Timbus MAK 3,6 MW at 2009

Granulate silo

Reactor

Screw conveyor

Discharge system
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Cumulated costs for 50% ECA operation

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Cumulated costs for 100% ECA operation

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Scrubber / fuel change economy

The initial price of the scrubber is assumed to be <170 EUR/kW for retrofit and large
installations. It may go down to 120 EUR/kW for small ships and newbuildings.

Sample costs of scrubbers would be around:

- 3mln EUR for a tanker
- 9mln EUR for a large container ship and
- 0,5ml EUR for a small dry cargo ship

Opex for scrubbers equals to 1-3% Capex. It may reach 0.8 EUR/MWh for a small
ship, 0.5 EUR/MWh for medium and 0.3 EUR/MWh for a large vessel.

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Safeguarding life, property

and the environment
www.dnv.com

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