Basically the code covers the following
Regulation 12 - Emissions from Ozone depleting substances
from refrigerating plants and fire fighting equipment.
Regulation 13 - Nitrogen Oxide (NOx) emissions from diesel
engines
Regulation 14 - Sulphur Oxide (SOx) emissions from ships
Regulation 15 - Volatile Organic compounds emissions from
cargo oil tanks of oil tankers
Regulation 16 - Emissions from shipboard incinerators.
Regulation 18 - Fuel Oil quality.
and will apply to all ships of 400 gross tons and above
which will have to carry an International Air Pollution Prevention Certificate
(IAPP Certificate). This certificate must be on board at delivery for a ship
constructed (keel laid) after 19 May 2005. For ships constructed before this
date, the IAPP certificate must be on board at the first scheduled dry-docking
after 19 May 2005, but not later than 19 May 2008. Ships constructed
(keel-laid) before 1 January 2000 need to comply with operational requirements
in MARPOL Annex VI from 19 May 2005. Unless existing engines are subject to
major modification, or new engines or incinerators are fitted, the requirements
in Regulation 13 and constructive requirements in Regulation 16 do not apply to
vessels constructed before 1 January 2000.
Ships of less than 400 tons will still have to comply with
the legislation where applicable, but in there case the Administration may
establish appropriate measures in order to ensure that Annex VI is complied
with.
Because this web site is concerned with marine diesel engines,
regulations 13, 14 and 16 will be discussed in further depth.
NOx Emissions
This regulation applies to diesel engines with a power output of
more than 130 kW each which are installed on a ship constructed on or after 1
January 2000; and each diesel engine with a power output of more than 130 kW
which undergoes a major conversion on or after 1 January 2000. It does not
apply to lifeboat engines or emergency generators.
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The NOx limits are shown on the graph on the right. the
limits are set as follows:
For engines less than 130RPM (most 2 stroke crosshead
engines): 17g/kWh
For Engines between 130 and 2000 rpm, a formula is used:
45 × n-0.2 g/kWh where n is the engine
speed.
e.g For an engine running at 600rpm:
45 × 600-0.2 = 12.52g/kWh
For engines above 2000 rpm: 9.8g/kWh
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As From 1st January 2011 the limits change;:
For engines less than 130RPM: 14.4g/kWh
For Engines between 130 and 2000 rpm: 44 × n-0.23
g/kWh
For engines above 2000 rpm: 7.7g/kWh
After 2016 they change again to:
For engines less than 130RPM: 3.4g/kWh
For Engines between 130 and 2000 rpm: 9 × n-0.2
g/kWh
For engines above 2000 rpm: 2.0g/kWh
All certified engines are delivered with an individual
Technical File that contains the engine’s specifications for compliance with
the NOx regulation, and the applicable onboard verification procedure. The
certification process includes an emission test for compliance with the NOx
requirements on the manufacturer’s test bed
There are three on board verification procedures which can
be used The method used is initially decided by the engine manufacturer, and is
usually a specific chapter in the engine’s Technical File.
·
Engine parameter check method
·
Simplified measurement method
·
Direct measurement and monitoring
method
The engine parameter check ensures that the present state of
the engine corresponds to the specified components, calibration or parameter
adjustment state at the time of initial certification. The engine’s Technical
File identifies the components, settings and operating values that influences
the exhaust emissions and these must be checked to ensure compliance during
surveys and inspections. The components and settings will be those which affect
the NOx produced by the engine, such as:
·
Injection timing
·
Injection system components (nozzle,
injector, fuel pump)
·
Injection pressure
·
Camshaft components (fuel cam,
inlet- and exhaust cam)
·
Valve timing
·
Combustion chamber (piston, cylinder
head, cylinder liner)
·
Compression ratio (connecting rod,
piston rod, shim, gaskets)
·
Turbocharger type and build
(internal components)
·
Charge air cooler/charge air
pre-heater
·
Auxiliary blower
·
NOx reducing equipment
The Simplified measurement method is where the NOx
content of the exhaust gas is measured during a 20 minute full load run of
the engine. Due to the possible deviations when applying the simplified
measurement method, an allowance of 10% of the applicable limit value is
accepted for confirmation tests and during periodical and intermediate surveys.
For the direct measurement and monitoring method, the engine
will be fitted with a direct measurement system which monitors the NOx
emissions, either as spot checks logged regularly or continuous monitoring.
Records must be kept for at least 3 months and must have been taken in the past
30 days.
SOx Emissions
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Marpol annex VI in force from May 19 2005 limits the
maximum sulphur content of fuel to 4.5%
This changes to 3.5% after 1st Jan 2012 and to 0.5% after
2020 (or 2025, depending on the outcome of a review in 2018.)
In SOx Emission Control Areas (SECAs) Sulphur limit in
fuel is 1% until 1st July 2015 when it changes to 0.1%
Instead of limiting the sulphur content to 1.0% a scrubber
can be used to reduce sulphur emissions to 4 g SOx/kWh. This limit will
change when the sulphur limit drops.
SECAs are:
·
The Baltic (from 19th May 2006).
·
North
European Waters (from 19th
November 2007)
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Under the revised
MARPOL Annex VI, the term Sulphur Emission Control Area, or SECA, is being
replaced with Emission Control Area, or ECA. This will allow for ECAs to
specify limits not just for sulphur oxides (SOx), but also for particulate
matter (PM), and (NOx).
Proposed new S(ECA)s
are a 200 mile ECA around the East and West Coast of the North American
continent as well as Hawaii, The Mediterranean, Sigapore and around Australia.
Low and high sulphur fuel has to be stored in different
tanks. Different grades of cylinder oils may have to be carried if operating
with low sulphur fuel for any length of time to prevent excessive calcium deposits
and resultant liner wear. If low sulphur fuels are used, high wear rates may be
experienced with fuel injection equipment.
Ships using separate
fuel oils entering or leaving an Emission Control Area must carry a written
procedure showing how the fuel oil change-over is to be done, allowing
sufficient time for the fuel oil service system to be fully flushed of all fuel
oils exceeding the applicable sulphur content prior to entry into an Emission
Control Area. The volume of low sulphur fuel oils in each tank as well as the
date, time, and position of the ship when any fuel-oil-change-over operation is
completed prior to the entry into an Emission Control Area or commenced after
exit from such an area, shall be recorded in the Oil Record Book or approved log
book..
Fuel Oil Quality
Although fuel oil quality is currently primarily a matter
between owners/managers and suppliers, it will under Annex VI of MARPOL 73/78
also become a statutory matter. In addition to requirements limiting the
sulphur content of oil fuel, Annex VI contains requirements preventing the
incorporation of potentially harmful substances, and in particular waste
streams (e.g. chemical waste), into fuel oils.
Bunker delivery notes must be kept on board for a minimum of
three years and must contain the following information:
·
Name and IMO number of receiving
ship
·
Bunkering Port
·
Date of commencement of bunkering
·
Name, address, and telephone number
of marine fuel oil supplier
·
Product name
·
Quantity (metric tons)
·
Density at 15°C (kg/m3)
·
Sulphur content (% m/m)
A signed declaration from the the fuel oil supplier's
representative that the fuel supplied has a sulphur level below 4.5% and that
the fuel is free from inorganic acid and does not include any added substance
or chemical waste which either jeopardises the safety of ships, adversely
affects the performance of the machinery, is harmful to personnel, or
contributes overall to additional air pollution is also required.
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Samples must be taken by either a manual valve-setting
continuous-drip sampler (shown opposite) a time-proportional automatic
sampler, or a flow-proportional automatic sampler.
Samples must be kept on board for at least 12 months and
the labels must contain the following information:
·
Location
at which, and the method by which, the sample was drawn
·
Bunkering
date
·
Name of
bunker tanker/bunker installation
·
Name and
IMO number of the receiving ship
·
Signatures
and names of the supplier’s representative and the ship's representative
·
Details
of seal identification
·
Bunker
grade.
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