MARPOL – Annex VI

1
MARPOL Annex VI

• Control of Air Pollution
• from Ships
• and its Current Revision process
• Dr. Tim Gunner, Technical Consultant, Intertanko

2
Why MARPOL Annex VI?

• Emission Gases from Ships
• Oxides of Nitrogen (NOx) create Ozone
• Sulphur Oxides (SOx) create acidification
• Hydrocarbons (HC) gas, soot and some
  particulates
• Volatile Organic Compounds (VOC)
• Refrigerant Gases
• Non Annex VI
• Carbon Dioxide (CO2) is a GHG
• Carbon Monoxide (CO)
• The concentration of exhaust gases is variable
  according to the engine type, engine settings and
  fuel type.

3
IMO REGIONAL DEVELOPMENTS

• Annex VI entered into force in 2005
• Baltic Sea - SECA from May 2006
• North Sea/English Channel - SECA from November
  2007
• EU Directive from August 2007
• Major Revision of MARPOL Annex VI Commenced
  2006 and due for completion 2007/8
• European Sulphur Directive governs emissions in
  port (0.1 S at berth)
• California (CARB) new regulations (0.5 S) which
  take effect in 2007
• Various ports are facing new local regulations on
  Ship Emissions, which are governing future
  expansion and development  

4
The Regulations inAnnex VI

• There are 19 Regulations but the following
  Regulations will impact Vessel operation
• Regulation 12 Ozone Depleting Substances
• Regulation 13 NOx emissions
• Regulation 14 Sulphur Oxide emissions
• Regulation 15 VOC emissions
• Regulation 16 Shipboard Incinerators
• Regulation 18 Fuel Oil Quality control

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Regulation 13 NOx

• For all Engines (except emergency engines)
  installed on ships after 1st January 2000 of more
  than 130 kW must comply to this Regulation.
• The NOx emission is limited to 17 g/kW h for
  engines operating at 130 rpm but reducing to 9.8
  g/kW h for 2000 rpm. Between these revs the
  limit is designated by equation
• 45 n(-0.2) g/kW h
• Existing engines can become a new engine if
  substantially modified.

6
Proposed Revisions of Regulation 13 - NOx

• Tiered approach to further NOx reductions Tier
  2 from date of revisions coming into force -
  2010, and Tier 3 from 2015
• Lower limit NOx emissions (30 - 40 reduction
  discussed for first tier 2010)
• Further NOx emission limitation on all existing
  engines, particularly those installed after Jan.
  2000
• NECAs NOx emission control areas (Tier 3 levels
  for these areas?)

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Regulation 14 - SOx

• The Worldwide Sulphur cap on fuel oil is set at
  4.5.
• Sulphur Emission Control areas (SECAs)
• Areas Baltic, North Sea and English Channel
• Sulphur Level of fuel 1.5 or
• Alternatively use an exhaust gas cleaning system
• Ship must have cleared all pipe systems and tanks
  and be using low sulphur fuel on entry

8
Sulphur Emission Control Areas - SECAs
Nov. 2007
May 2006
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Proposed Revisions of Regulation 14 - SOx

• Reduction of SOx emissions
• Reduction of the Global Cap e.g. to 3.00
• Reduction of the SECA Cap e.g. to 1.00 or
  0.50
• Correction for the reporting and measurement
  standard to two decimal places for Sulphur
  content (Bunker Delivery Note criterion).

10
Future Revision of Regulation 14 - Additional
SECAs?
11
New Parameter for Air Pollution Control

• Particulate Matter Emission control
• What are these Particulates?
• Sulphates from SOx
• Nitrates from NOx
• VOC from uncombusted hydrocarbons
• Heavy Metals e.g. Vanadium, Nickel, Aluminium,
  Sodium, Calcium, Zinc from Heavy Fuel oil and
  Lube Oil
• Soot from the aromatics in heavy fuel oil

12
Particulate Matter Regulation and Control Methods

• At present this subject matter has not been fully
  debated within the working group
• Issues to be confronted
• Size of the Particulate to be regulated 10
  micron or 2.5 micron
• Extent of limitation of Particulate emission
• Methods for control of Particulate emissions
  e.g. Scrubbers and/or Filters
• Storage and Disposal of Particulates
• Control and verification of reduced emissions

13
Current Regulation 18 Fuel Oil Quality

• Fuel oil shall be blends of hydrocarbons derived
  from petroleum refining
• Fuel oil shall be free from inorganic acid
• Fuel oil shall not include any added substance
  or chemical waste which either
• Jeopardises the safety of ships or adversely
  affects the performance of the machinery, or
• Is harmful to personnel, or
• Contributes overall to additional air pollution

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Regulation 18 Fuel Oil Quality

• Bunker Delivery Note (BDN)
• Becomes a Statutory document
• Must be kept on board for 3 years for inspection
  and a copy taken for further examination.
• Must contain all data required by appendix V
• Name and IMO number of vessel
• Port
• Date of Commencement of delivery
• Details of fuel oil supplier
• Product name, quantity , Density at 15 0C and
  Sulphur content m/m
• A declaration that fuel supplied meets Regulation
  14 and 18.

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Regulation 18 Fuel Oil Quality

• Fuel Oil Sampling
• A sealed sample meeting the requirements in
  associated guidelines has to given to the ship by
  the bunker supplier
• For each individual BDN a sample has to be taken
  at the vessels bunker receiving manifold. (see
  procedure in associated guidelines)
• The sample label has to be signed by both the
  bunker suppliers representative and the vessels
  Chief Engineer.
• The sample size shall be not less than 400 mls
• The sample is not to be used for any commercial
  purpose
• The sample is to be retained on board for at
  least 1 year for inspection by PSC as required

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INTERTANKOs suggestions to IMO BLG working Group

• The use of distillate fuels, with a global
  Sulphur content cap introduced using a two tiered
  programme, as follows
• from 2010, a maximum of 1.00 S content
• for ships engines installed on and after 2015,
  a maximum 0.50 Sulphur content
• A Global Sulphur Emission Control Area
• If the above two issues were considered feasible,
  then the provisions for checking and monitoring
  compliance with Regulation 14 and 18 should be
  revised accordingly.

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INTERTANKOs SuggestionsSolutions for the
Revision

• Automatic reduction of NOx due to fuel quality by
  10 15 and allows engine manufacturers to
  develop more in engine technologies.
• Removes the requirement for storage of three
  fuels and the changeover safety problems for SECA
  entry
• Removes the requirement to regulate Particulate
  Matter
• Removes the risk of Regional Regulation
• Regulates one type of acceptable fuel quality for
  all ships and aligns shipping with other forms of
  transport
• Simplifies verification and control

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Thank you for your attention

• Any Questions?