Feature 2
environmental benefits, to be derived from
the use of distillates as compared to heavy Ship construction date Engine certification requirement
fuel oils, while also identifying additional Pre-2000 Identical replacement – no NOx cert requirement
price tags. Pre-2000 To be certified to the Tier appropriate to the date of installation
Additional investments in refinery (Tier I 2000 – 2010, Tier II 2011-2015) except in the case of
conversions emerged as particularly replacement engine post 2016 – if possible, goals to be determined
expensive, estimated at US$127 billion within – if not Tier II
a time frame of 15 years or more. Moreover, 2000-2010 & 2011-2015 Tier appropriate to the installation date except in the case of
the CO
2
generation from refineries was [replacement engine] post 2016 – if possible goals to be determined
estimated to increase considerably, possibly – if not Tier II
by 11% or 133 million tonnes. 2016+ Tier III
As to the price of marine distillates, the
study found that they are more expensive MCR 10% increase or substantial modification (as defined in the NOx Technical Code)
than heavy fuel oils by as much as 50%-75%
if there is a demand-supply balance. As one Ship construction date Engine certification requirement
insider commented: ‘If there is a shortage Pre-2000 Tier I irrespective of MC
of distillate fuels, prices will probably sky- 2000-2010 Tier I irrespective of MC
rocket.’ 2011-2015 Tier II irrespective of MC
2016+ Tier III
heated debate
If advanced submissions to MEPC 57 are Table 4: Requirements for replacement or additional engines.
anything to go by, there will be further heated
discussion of the group’s study. Intertanko,
which advocates a wholesale switch to marine selective catalytic reduction) and new engine treatment systems to meet Tier III.
distillate fuels worldwide, and which was a marine diesel engine design and technology, The working group also developed a
member of the group, has already submitted a and of consequential operational and fuel tabular illustration of the multi-tiered NOx
detailed document identifying what it believes to consumption effects. Other associated control requirements as they would apply
be ‘inconsistencies in data presented in different consequences should also be taken into to major conversions (replacement or
paragraphs of the [overview] report’. consideration, such as reliability, engine-load additional engines).
effect on the emission reduction achieved, Other matters that will have to be
Technical Code revision and CO
2
generation. considered at MEPC 57 are finalised draft
Like the revision of MARPOL Annex VI, The sub-committee noted the various revised guidelines for exhaust gas cleaning
the revision of the NOx Technical Code, too, recommendations of the working group systems. These also include wash water
has rekindled questions reminiscent of the and all of them will be submitted to MEPC discharge criteria for such systems. The
original development of the Code. Key issues 57. They included a recommendation limited commercial experience with marine
have concerned the feasibility of applying for a three-tier approach, with ‘Tier I’ applications of exhaust gas cleaning systems
an emission standard to existing engines representing the current 17g/kW standard was however acknowledged by the sub-
(‘grandfathering’), and what such a standard of existing Annex VI. committee.
should be. Extensive debate has also taken place The ‘Tier II’ standard, originally proposed Furthermore, a number of delegations
concerning the choice between different types by China, would apply to engines installed (Panama, Marshall Islands, Greece, Ireland,
of NOx control measures, such as ‘in-engine’ from 1 January 2011 and achieve an emission European Commission, and Intertanko)
design modifications and additional, ‘bolt-on’, reduction (from the Tier I level) of between warned it was ‘essential’ to anticipate
treatment measures. 15.5% and 21.8% depending on the engine’s what type of port and terminal reception
The air pollution working group had very operating parameters. facility and what type of waste disposal
extensive discussions on how to articulate The ‘Tier III’ standard, which represents an protocol would be appropriate to deal with
an incremental approach that would set a 80% reduction, would apply to newbuildings residues produced by exhaust gas cleaning
progressively tighter NOx emission standard and be implemented from 1 January 2016, systems. They also pointed out that critical
for new diesel engines (depending on their date but only in specific emission control areas information on the characteristics of such
of installation) which would bring longer-term designated in accordance with guidelines to residues was lacking.
regulatory stability in the industry. be developed by the IMO. These areas will, There was no appetite for market-based
It agreed that the ultimate aim should be therefore, not extend to coastal areas around solutions to reduce NOx emissions and the
to ensure substantial emission reductions the globe as defined by a fixed distance working group recommended not to pursue
to offset the predicted increase in emissions (Japan had proposed this latter approach, them for inclusion in the revised MARPOL
associated with growing world trade. However, with a maximum distance of 50nm from any Annex VI, because ‘fundamental questions’
the standard should take account of availability coast). Engine manufacturers in Japan are of both a structural and legal nature
of novel emission control technologies (eg reported to already be developing advanced remained. NA
The Naval Architect March 2008 45
NA Mar 08 - p39+40+43+
45.indd 45 10/03/2008 14:45:52
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