AIR EMISSIONSAIR EMISSIONSfromfrom

OCEANGOING VESSELSOCEANGOING VESSELS

INTERTANKO INTERTANKO Houston Tanker Event 2007Houston Tanker Event 2007

Keith MichelKeith Michel

Herbert Engineering Corp.Herbert Engineering Corp.

Transport Mode EfficiencyTransport Mode Efficiency(assumes Aframax Tanker burning 2.6% Sulfur (assumes Aframax Tanker burning 2.6% Sulfur

FuelFuelwith return voyage in ballast)with return voyage in ballast)

Energy Use Aframax Rail Truck Air(kW h / t km) Tanker (Diesel) (Boeing 747)

0.01 0.07 0.18 2.00

Emissions Aframax Rail Truck Air(g / t km) Tanker (Diesel) (Boeing 747)

NOx 0.15 0.35 0.31 5.69

SOx 0.10 0.01 0.01 0.17

PM 0.01 0.01 0.01 n/aCO2 5 17 50 552

•Shipping is the most efficient mode for moving cargoShipping is the most efficient mode for moving cargo

Air Emissions from Cargo Air Emissions from Cargo ShipsShips

• Over 90% of world trade is moved by the Over 90% of world trade is moved by the international commercial shipping industry.international commercial shipping industry.

• Oceangoing ships are responsible for a Oceangoing ships are responsible for a significant percentage of total worldwide significant percentage of total worldwide emissions:emissions: 18-30% of NOx, 6-10% of SOx, 3-5% of CO 18-30% of NOx, 6-10% of SOx, 3-5% of CO22..

• Studies clearly demonstrate the health Studies clearly demonstrate the health hazards of NOx and PM pollutants.hazards of NOx and PM pollutants.

• Anthropogenic input now widely accepted as Anthropogenic input now widely accepted as a major contributor to global warming.a major contributor to global warming.

Regulations: ANNEX VIRegulations: ANNEX VI• Maximum 4.5% sulfur content.Maximum 4.5% sulfur content.

• Established limits for NOxEstablished limits for NOx(example: 17 g/kW h applicable to (example: 17 g/kW h applicable to slow speed diesel engines)slow speed diesel engines)

• Established concept of SECA’sEstablished concept of SECA’sInitially in Baltic; North Sea in Aug Initially in Baltic; North Sea in Aug 20072007(max. 1.5% sulfur or equivalent)(max. 1.5% sulfur or equivalent)

Proposal for Revision of Annex VIProposal for Revision of Annex VI

INTERTANKO INTERTANKO (BLG-WGAP 1/2/5)(BLG-WGAP 1/2/5)

• A Global Sulfur Emission Control AreaA Global Sulfur Emission Control Area(applicable worldwide)(applicable worldwide)

• From 2010, distillate fuels with a 1.0% From 2010, distillate fuels with a 1.0% sulfur cap.sulfur cap.

• For ship engines installed from 2015, a For ship engines installed from 2015, a maximum 0.5% sulfur cap.maximum 0.5% sulfur cap.

Proposal for Revision of Annex Proposal for Revision of Annex VIVI

United States United States (BLG 11/5/15)(BLG 11/5/15)• Sulfur Emission Control AreaSulfur Emission Control Area

(applicable within 200 nm of (applicable within 200 nm of coastlines)coastlines)--Use distillate with 0.1% sulfur cap or--Use distillate with 0.1% sulfur cap or comply with SOx and PM limits comply with SOx and PM limits

• For new engines > 30 liters / cylinder:For new engines > 30 liters / cylinder:Tier II: 15-25% NOx reduction in 2011Tier II: 15-25% NOx reduction in 2011Tier III: 80% NOx reduction in 2016Tier III: 80% NOx reduction in 2016

• 20% reduction in NOx for certain 20% reduction in NOx for certain existing engines by 2012.existing engines by 2012.

Proposal for Revision of Annex VIProposal for Revision of Annex VI

NORWAYNORWAY((BLG 11/5/22, 11/5/23, 11/5/24 )BLG 11/5/22, 11/5/23, 11/5/24 )

• Global sulfur emission area -- a 0.5% Global sulfur emission area -- a 0.5% sulfur cap by 2015 applicable to all shipssulfur cap by 2015 applicable to all ships

• NOx reduction for new shipsNOx reduction for new shipsTier II: 20% reduction in 2010Tier II: 20% reduction in 2010Tier III: 40% reduction in 2015Tier III: 40% reduction in 2015

• NOx reduction for existing S/S diesel NOx reduction for existing S/S diesel shipsshipsTier I: in 2010 for ships built 1980-2000Tier I: in 2010 for ships built 1980-2000(to ANNEX VI limit of 17 g/kW h)(to ANNEX VI limit of 17 g/kW h)

California (CARB) California (CARB) Regulation for Auxiliary Regulation for Auxiliary

EnginesEngines• Applicable to vessels operating within Applicable to vessels operating within

24nm of coast of California24nm of coast of California

• As of Jan. 1, 2007, requires burning of As of Jan. 1, 2007, requires burning of MGO or MDO with a maximum sulfur MGO or MDO with a maximum sulfur content of 0.5%.content of 0.5%.

• As of Jan. 1, 2010, requires burning of As of Jan. 1, 2010, requires burning of MGO with a maximum sulfur content MGO with a maximum sulfur content of 0.1%.of 0.1%.(subject to review in 2008)(subject to review in 2008)

EPA Regulations forEPA Regulations forU.S. Flag Vessels - Tier 2U.S. Flag Vessels - Tier 2

• For newbuildings after Jan 1, 2007, Tier 2 requirements For newbuildings after Jan 1, 2007, Tier 2 requirements for Category 1 & 2 engines (<30 liters per cylinder).for Category 1 & 2 engines (<30 liters per cylinder).

• Tier 2 levels add particulate (PM) limits, and includes Tier 2 levels add particulate (PM) limits, and includes hydrocarbon (HC) in the allowable NOx levels that are hydrocarbon (HC) in the allowable NOx levels that are lower than Annex VI requirements.lower than Annex VI requirements.

• Tier 2 PM + NOx limits have been obtained only by Tier 2 PM + NOx limits have been obtained only by burning MGO. Native ash + sulfur in MDO are higher burning MGO. Native ash + sulfur in MDO are higher than allowed in exhaust. Engine modifications to than allowed in exhaust. Engine modifications to meet NOx requirements are needed (or equivalent meet NOx requirements are needed (or equivalent after-treatment)after-treatment)

• Applicable to new US Flag vessels worldwide. Applicable to new US Flag vessels worldwide.

• Over the next 10 years, reduction from U.S. flag Over the next 10 years, reduction from U.S. flag oceangoing vessels will impact total emissions of Sox, oceangoing vessels will impact total emissions of Sox, PM, and NOx within U.S. coastal waters by less the PM, and NOx within U.S. coastal waters by less the 0.25%.0.25%.

EPA Regulations forEPA Regulations forU.S. Flag Vessels - Tier 3U.S. Flag Vessels - Tier 3

• For newbuildings beginning in 2009 - 2014, For newbuildings beginning in 2009 - 2014, EPA has proposed Tier 3 requirements for EPA has proposed Tier 3 requirements for Category 1 & 2 engines.Category 1 & 2 engines.

• Tier 3 further reduces PM by 50% and NOx Tier 3 further reduces PM by 50% and NOx by 20% and returns to separate HC and NOx by 20% and returns to separate HC and NOx limits.limits.

• Tier 3 limits are expected to be made by Tier 3 limits are expected to be made by engine modifications and low sulfur distillate engine modifications and low sulfur distillate fuel.fuel.

EPA Regulations forEPA Regulations forU.S. Flag Vessels – Basis U.S. Flag Vessels – Basis

• For newbuildings beginning in 2014-2017, For newbuildings beginning in 2014-2017, EPA proposes Tier IV requirements for EPA proposes Tier IV requirements for Category 1 & 2 engines. Tier 4 reduces PM, Category 1 & 2 engines. Tier 4 reduces PM, and lowers all NOx to 1.8 g/kW-hr and all HC and lowers all NOx to 1.8 g/kW-hr and all HC to 0.19 g/kW-hr. (NOx by 80% and PM by to 0.19 g/kW-hr. (NOx by 80% and PM by 90%).90%).

• Tier 4 limits are based on 0.0015% S Tier 4 limits are based on 0.0015% S distillate and after treatment of exhaust. distillate and after treatment of exhaust.

• Proposed rules for Category 3 engines (>30 Proposed rules for Category 3 engines (>30 liters) originally expected in April, 2007 have liters) originally expected in April, 2007 have been delayed. Conjecture is that these will been delayed. Conjecture is that these will resemble the proposal to IMO (BLG 11/5/15)resemble the proposal to IMO (BLG 11/5/15)

ScrubbersScrubbers

• Seawater is the Seawater is the scrubbing mediumscrubbing medium

• SOx reduction to SOx reduction to 99%99%

• NOx reduction to 5%NOx reduction to 5%• Particulate reduction Particulate reduction

to 80%to 80%• Currently have Currently have

designs to 9MW; designs to 9MW; designs for range designs for range 25MW to 50MW 25MW to 50MW under development under development

• Web based Web based emissions monitoringemissions monitoring

In stack exhaust gas monitoring for NO NO2 CO2 & SO2……

SWS

HC

Funnel Space

Discharge water monitorpH 7.0Oil <0.5ppm

CCS50t/hr

1 MW Exhaust

Dry gas <80%RH

10 kg dry sludge/day

Engine Room

KRYSTALLON SCRUBBING SYSTEM

• Urea carried as 40% solutionUrea carried as 40% solution• Injection rate 5% to 8% by Injection rate 5% to 8% by

weight of the fuelweight of the fuel• NOx reduction 80- 99%NOx reduction 80- 99%• With additional oxidation With additional oxidation

catalyst HC reduction 70- catalyst HC reduction 70- 90%90%

• Exhaust gas temperature Exhaust gas temperature must be maintained between must be maintained between 320 and 500 320 and 500 ooC for reactionC for reaction

• Not tolerant of high sulfur. Not tolerant of high sulfur. As sulfur increases, As sulfur increases, temperature must increase.temperature must increase.

• Not tolerant of used lube oil Not tolerant of used lube oil mixed into fuel.mixed into fuel.

• Catalyst life is 10,000 to Catalyst life is 10,000 to 40,000 hours with max of 40,000 hours with max of 100,000 hours100,000 hours

Selective Catalytic ReductionSelective Catalytic Reduction(SCR)(SCR)

Urea Injection

Urea Tank

Urea Pump

SCR

MUNTERS –SCR CONVERTER

SCR Retrofit onSCR Retrofit onMatson Containership Matson Containership MokihanaMokihana

SCR Connection toInjection Pipe

Injection Pipe Connectionto Turbocharger

Emulsified Fuel OilEmulsified Fuel Oil

Sea to Sky Emulsifier unit

• 5 to 25% fresh water (by 5 to 25% fresh water (by weight) added to fuelweight) added to fuel

• Fuel water emulsion has Fuel water emulsion has higher viscosity than fuel higher viscosity than fuel alonealone

• Higher fuel delivery Higher fuel delivery temperature is required to temperature is required to achieve proper viscosityachieve proper viscosity

• Fuel pressure must be Fuel pressure must be higher than the saturation higher than the saturation pressure of the water at pressure of the water at delivery temperaturedelivery temperature

• Addition of water without Addition of water without increasing pump sizes limits increasing pump sizes limits maximum power outputmaximum power output

• NOx reduction of 20% NOx reduction of 20% expected with 20% fresh expected with 20% fresh water injectionwater injection

• Manufacture claims PM Manufacture claims PM reduction of 40% to 60%reduction of 40% to 60%

• No affect on SOx and CONo affect on SOx and CO22

Comparison of Emission Comparison of Emission Control MethodsControl Methods

 Emission Control Method

NOx SOx PM CO2 HC

MDO (1.0% S) 5% 65% 65% 5% 5%

MGO (0.5% S) 5% 85% 85% 5% 5%

SCR * 80% --- 15% --- 70%

Scrubber 5% 95% 80% --- - -

Emulsification 20% --- 40% --- ---

Reductions for MDO & MGO based on comparison to 2.7% S HFO* assumes SCR arranged with oxidation catalyst stage** assumes 20% water injection (reduction estimates per manufacturer literature)

Expected Emission Expected Emission ReductionsReductions

• A global SECA with MDO (1% S Cap) A global SECA with MDO (1% S Cap) will lower overall oceangoing vessel will lower overall oceangoing vessel SOx and PM emissions by approx. 45%. SOx and PM emissions by approx. 45%. With MGO (0.5% S Cap), reduction in With MGO (0.5% S Cap), reduction in Sox and PM will be approximately 65%.Sox and PM will be approximately 65%.

• A 200nm worldwide SECA with 0.1% S A 200nm worldwide SECA with 0.1% S fuel will reduce SOx and PM in SECA’s fuel will reduce SOx and PM in SECA’s by about 75%. Overall, reductions of by about 75%. Overall, reductions of about 40% can be expected.about 40% can be expected.

Open QuestionsOpen Questions• Should low sulfur fuel caps be Should low sulfur fuel caps be

mandated, or should emission limits be mandated, or should emission limits be set and alternative technologies set and alternative technologies permitted?permitted?

• Should a global SECA be established, or Should a global SECA be established, or should emission standards be applied should emission standards be applied for defined regions?for defined regions?

Need for Comparative Need for Comparative StudyStudy

There is a need for a comparative study that:There is a need for a comparative study that:

• Considers all pollutants of concern (SOx, NOx, Considers all pollutants of concern (SOx, NOx, PM, GHG, effluent into water, disposal of PM, GHG, effluent into water, disposal of waste, …).waste, …).

• Considers emissions over the complete chain Considers emissions over the complete chain from manufacture of equipment and from manufacture of equipment and refinement of crude through recyling & refinement of crude through recyling & disposal.disposal.

• Accounts for all relevant costs (capital, Accounts for all relevant costs (capital, operating, M&R, etc.)operating, M&R, etc.)

• Account for the relative safety and Account for the relative safety and performance risk of the different technologies.performance risk of the different technologies.

• Also, further research is needed on the fate Also, further research is needed on the fate and transport of emissions from ships.and transport of emissions from ships.