 Sulphur di oxide & Nitrous Oxides emissions-

Acid Rain
 Biggest Source of SO2 & NOx are exhausts
from Diesel Engines
 Large Power DE are on Ships
 Port Areas very vulnerable
 PM (10 & 2.5) is also increasingly becoming
important
 GHG-Principally CO2 is also a threat

2
 Annex VI covers a number of different
pollutants and/or shipboard operations which
affect air quality:
◦ Oxides of nitrogen (NOx)
◦ Fuel oil quality
◦ Oxides of sulfur (SOx)
◦ Incinerators
◦ Ozone depleting substances
◦ Volatile organic compounds

5
 CFC HCFC HFC Environmentally
Chlorofluorocarbon Hydrochlorofluorocarbon Hydrofluorocarbon Inert
Production Ban 1996 Transitional Substance Ozone Friendly Natural Substances
Article 5 countries 2010 Banned in new plant Under question

R11 R22 R410A Ammonia

ODP = 1.0 ODP = 0.055 ODP = 0 ODP = 0
GWP = 4000 GWP = 1700 GWP = 1890 GWP = <1
(High Pressure)

R12 R141b R404A Carbon

ODP = 0.9 (Foam blow) ODP = 0 Dioxide
GWP = 8500 ODP = 0.11 GWP = 3748 ODP = 0
GWP = 630 (High GWP) GWP = 1.0

R115 R507 Propane/

(R502) HCFC ODP = 0 Isobutane
ODP = 0.283 GWP = 3800
GWP = 5591 until 1 Jan (High GWP)
ODP = 0
GWP = 3.0
2020
R407C
ODP = 0
GWP = 1610
(Flammability?)

6
Nitrogen
Oxides +
Ammonia =
Nitrogen +
Water (In
presence of a
Catalyst)

10
Where
Effluent
standards
do not
permit

13
Operate
in
Closed
Loop in
Sensitive
Areas

In other
Areas –
open
loop

14
 Tanker vapour emission controls (VECS)

 System only needed when port or terminal requires

compliance

 Installations to comply with MSC/Circ.585

 Requires:
 Vapour return line
 Vapour manifold
 Closed gauging
 High level alarm
 Overflow control

15
 MAST
RISER
P/V VAPOUR
HIGH & LOW
VALVE MANIFOLD
PRESSURE ALARMS
TANK
LEVEL
ALARMS
L H

h h
h

CARGO
LEVEL MANIFOLD
GAUGE VAPOUR

OIL

16
 Incinerators installed on board after 1
January 2000 must be Type Approved
MEPC 76(40)

 Incinerators installed after 1 January 2000

must have operating manual

 Personnel operating all incinerators must be

suitably trained and documented.

17
 Bunker delivery note, retained for 3 years

 The fuel supplier to declare that the fuel oil supplied is

in conformity with regulation 14(1) or (4)(a) and 18 (1)
of Annex VI

 The bunker delivery note should be accompanied by a

representative fuel oil sample of the fuel delivered

 Resolution MEPC.96(47) the IMO sample should be

taken at the receiving ship’s bunker inlet manifold
according to specified procedures.

 Fuel oil sample, retained for 1 year on board in a

safe/sheltered location outside the accommodation

18
 KYOTO Protocol-ICAO, IMO
 How bad is it? How much will it be in Future?
 What is the impact of SOx & NOx regulations?
 What technologies are available
 GHG regulation from 2013
Domestic
International
International shipping &
Shipping
Aviation fishing
2,7 %
1,9 % 0,6 %

Other Sectors
11,6 % Main Activity
Electricity and
Heat Production
Transport 35,0 %
21,7 %

Unallocated
Autoproducers
Other Energy 3,7 %
Manufacturing
Industries and Industries
Construction 4,6 %
18,2 %
19
Share of Shipping

20
 Tank

Bulk

General Cargo

Container

RoRo /Vehicle

Ropax Cruise Deep

Ocean
sea ships
going

Regional
Coastwise
ships

Other

0 50 100 150 200 250

CO emissions (million tons / yr)

2

21
Modal comparison of CO2
efficiency
Range of typical CO2 efficiencies for various cargo carriers
Crude
LNG
General Cargo
Reefer
Chemical
Bulk
Container
LPG
Product
RoRo / Vehicle
Rail
Road

0 50 100 150 200 250

g CO2 / ton*km

22
• Significant increase Scenarios for CO2 emissions from International Shipping from

predicted – 200 -300%

2007 to 2050 in the absence of climate policies

CO2 emissions from ships (million tons CO2 / yr) '

by 2050 in the absence
8000
A1FI

of regulations 7000 A1B

A1T

• In order to harmonise
6000
A2
B1
with global need for 5000
B2

reduction policies are

Max
4000
Min

needed to meet the for 3000

the 2° target. 2000

1000

A1T

A1FI
B2
B1
A2

A1B
2000 2010 2020 2030 2040 2050

23
 The regulatory mechanism for reduction of
GHG from shipping is currently focussed on
the following
◦ A mandatory Energy Efficiency Design Index (EEDI)
for new ships.
◦ Development and implementation of an Energy
efficiency management plan by ship operators and
use of the same for differential/preferential tariffs
and treatment at ports/charterers etc.
◦ Emissions trading scheme.

24
25
26
27
38
 Hybrid Ships = Hybrid Propulsion + Various Energy
Input (fuel) mix including Renewable Energy
 Prime Mover = Diesel Engine / Gas / Steam Turbine
 Fuel: HFO open sea, MGO in ECA, Dual Fuel, LNG, (Bio
diesel blends)
 Drive Train= Diesel Electric seems to lead the way
except for large ships (ULCC etc). Direct Drive option
for large DWT ships
 Power Augmentation
◦ Fuel Cell (Where do we get Hydrogen?)
◦ WIND-Sail / Kite
◦ SOLAR-Lighting loads
 TANIA = There Are No Ideal Answers

39
 19-Application (400 GT or above 2013
onwards)---Exceptions (DE Ships, Hybrid etc)
 20- Attained EEDI
 21- Required EEDI
 International Energy Efficiency certificate

40
42
43
44
 Each ship shall keep on board a ship specific
Ship Energy Efficiency Management Plan
(SEEMP). This may form part of the ship's
Safety Management System (SMS).
 2 The SEEMP shall be developed taking into
account guidelines adopted by the
Organization.

45