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Case study -MARPOL emission

standards ECA Compliance

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For Commercial Use

MARPOL emission standards

Regulation 14 –SOx

Outside ECA Within ECA

4.5% m/m prior to 1

January 2012

1.5% m/m prior to 1 July

2010

3.5% m/m on and after 1

January 2012

1% m/m on and after 1

July 2010

0.5% m/m on and after 1

January 2020*

0.1% m/m on and after 1

January 2015

*depending on the outcome of a review, to be

concluded by 2018, as to the availability of

the required fuel oil, this date could be

deferred to 1 January 2025.

Source: http://blogs.dnvgl.com/lng/2011/02/lng-for-greener-shipping-in-north-america/

NOx Regulation

N/A for existing vessels

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ECA

Source: http://blogs.dnvgl.com/lng/2011/02/lng-for-greener-shipping-in-north-america/

Body Act

IMO - SOx MARPOL Annex VI

IMO - Scrubbers Resolution MEPC.184(59)

EU 2012/33/EU

US EPA Vessel General Permit - VGP

California Air Resources Board - CARB

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For Commercial Use

MV NOVA STAR – General Particulars

Length Overall [m] 161

Beam Overall [m] 26

Draught [m] 6.05

Tonnage [t] 27000

Displacement [t] 4145

Speed [kts] 21

Capacity[pax] 1200

[car] 336

Installed power [MW] 22.4

Power generators [kW] 4620

Main propulsion

engine [no.]

4

Diesel generator [no.] 3

Propulsors - 2 x CPP

• 1200 Passengers ROPAX ferry designed and built by ST Marine in 2011

• Medium Speed Engines running on Heavy Fuel Oil – 3.5% Sulphur (max)

• SCR installed for all the main engines

• Currently operating in Emission Control Area (ECA) – in Gulf of Maine betweenNova Scotia (Canada) and Portland (USA)

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MV NOVA STAR – Propulsion Configuration

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MV NOVA STAR – Engine Operating Profile

Sea-going: 4 main engines 75% MCR; 2 shaft generators running instead of the auxiliary engines.

Maneuvering:2 main engines running at 60% MCR; 2 auxiliary engines running at 92% load

Critical operating profile: During maneuvering, the 2 main and 2 auxiliary engines are operating at lower loads compared to seagoing mode

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ECA Compliance - Options

FUEL SWITCH

Switch to low sulphur fuel in

ECA.

ADVANTAGES

Flexible

Small investment

CHALLENGES

High operating cost in ECA

Fuel change over procedures

Lube oil TBN management

Fuel availability?

CHANGE TO MGO

Run on Marine Gas Oil

(MGO).

ADVANTAGES

Convenient

No change over

CHALLENGES

High operating cost

Fuel availability?

CONVERT TO LNG

Convert engines to run on

gas (LNG).

ADVANTAGES

A solution which also reduces

NOx and particulates

CHALLENGES

Investment cost

LNG availability?

USE SCRUBBERS

Install an exhaust gas

cleaning system (scrubber).

ADVANTAGES

Works with high S HFO

Lowest total lifecycle cost

Use everywhere

Easy operation

CHALLENGES

ROI depends on fuel oil price

difference between low S fuel oil

and high S HFO

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Fuel Switch – Low Sulphur HFO & MGO

• Low Sulphur Heavy Fuel Oil – ExxonMobil HDME 50

• ExxonMobil HDME 50 (High Distillate Marine ECA) is formulated to

meet the 0.1% SOx emission requirement.

• Low sulphur content associated with MGO

• The higher flashpoint and lower volatility properties typically found in

HFO

Advantages Disadvantages

• Reduced possible risk to HFO

main engines due to having

properties similar to HFO.

•

Available only in the

Amsterdam, Rotterdam,

Antwerp region.

•

Specially formulated by

ExxonMobil to meet ECA

requirement.

• More expensive compared to

HFO.

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Modification 10L32/44CR to 10L35/44DF

Original Modified

Type MAN 10L32/44CR MAN 10L35/44DF

Fuel HFO 3.5% HFO 3.5%

Power 5600 5300

Speed 750 750

Bore 320 350

Stroke 440 440

Repower with LNG - Duel Fuel Engines

Advantages Disadvantages

•

Competitively

priced against

marine fuel.

•

Nearest LNG

terminal is in

state of Maryland

•Clean emission

(0% sulphur).•

Requires major

retrofitting to

ensure safety

standards are

met.

•

Able to meet

MARPOL Annex

VI Regulation 14

Tier III in 2016

on NOx.

•

Operators have

to be trained to

ensure they are

competent to

operate on LNG.

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Scrubbers – A Retrofit Solution

Scrubbers are installed in the exhaust systems to “clean the exhaust gas”

Approved by IMO as the alternative means to comply with Regulation 14

Three modes: open loop, close loop, hybrid mode

• Open loop

- uses the natural alkalinity of seawater to react with acidic SOx,

- effectiveness depends on the alkalinity of the seawater where

NOVASTAR is operating

• Close loop

- uses freshwater mixed with alkali,

- freshwater is re-circulated instead of overboard like open loop

• Hybrid mode:

- combination of open and closed loop

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Various Scrubber Modes – A Comparison

Comparison between different scrubber modesScrubber

modeAdvantages Disadvantages

Open loop

(OL)

•Least number of equipment

required• Dependent on the alkalinity of the seawater

• Simple system •Cannot be used in coastal area and “No-

Discharge Zone”

• Scrubbing medium required

(seawater) is readily available

Closed

loop (CL)

•Alkalinity of scrubbing water can be

controlled•

More equipment required compared to open

loop

•Can be used in coastal area and

“No-Discharge Zone”•

Requires water cleaning and re-circulation

system

Hybrid

mode (HB)

•Flexible for operators to run either

OL or CL• More equipment are required

•Alkalinity of scrubbing water can be

controlled• More pipe routing and re-routing are required

•Can be used in coastal area and

“No-Discharge Zone”

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Various Scrubber Designs – A Comparison

Scrubber Designs : Inline & Venturi

- Inline scrubbers require higher water flow rates to make up for the absence of the jet absorber in Venturi-type

- Inline type is the preferred due to the limited space in NOVA STAR exhaust casing.

Inline typeVenturi type

Size example: 6 MW scrubber for one engine

Inline scrubber Ø1850 : 10000(h) x 2240(w) x 2560(l)

Venturi scrubber 1#6M1 : 7465(h) x 2431(w) x 4013(l)

Parameters Venturi scrubber Inline scrubber

Wash water amount 45 m3/ MWh 55 m3/MWh

Max fuel S% content 3,5% 2,5% (open loop)

Integrated option Yes No

PM removal Up to 90% ?

Replacing silencer No Possible

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• Main space constraints: limited space in exhaust casing for scrubber units

to be installed

• Space needed for auxiliary equipment needed

Scrubber Retrofit – Space Constraints

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• Additional weight = less pay load = economical impact

• Affects ship stability

Location Weight (t) VCG VM

1 Scrubbers - 4 nos Casing Dk#8 16.8 27.82 467.376

2 Remove 4 silencers Dk# 7 -2 26.82 -53.64

3 Remove 4 connection pcs 7111/1-4 below SCR Dk#4 -2 13 -26

4 Supply pumps - 4 nos Dk#1 3.528 2.4 8.4672

5 Wash water pump - 2 nos Dk#1 1.41 2.4 3.384

6 Reaction water pump -2 nos Dk#1 1.42 2.4 3.408

7 Residence tank (+5m Above WL) Dk#5 39 16.6 647.4

8 Multi cyclones - 2nos Dk#5 2.136 16.6 35.4576

9 Sludge tank - 4 nos (weight when full) Dk#1 4 2.4 9.6

10 Water treatment system (DAF BOTU) 2 nos 3.6 5.85 21.06

11 Alkali tank 6.4 9.6 61.44

12 Process tank 39 15.1 588.9

13 Buffer tank 12 15.1 181.2

14Holding tank (size depending onoperation profile

with zero dicharge time) 90 2.4 216

15 Piping work 20 18.23 364.6

16 Steel works/ supports 15 18.23 273.45

17 Miscelleneous 5 18.23 91.15

Total 215.3 13.44 2893.25

Scrubber Retrofit – Additional Weight

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Decision based on

Cost

Retrofit cost and operational cost, ROI

Schedule

Equipment lead time and Vessel out of operation

Functional Performance and payload

Reduced payload and reduced earning

Effectiveness at different sea environments

Crew/ Operator Training- Gas engines

Fuel availability – LNG bunkering terminals

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