marine environment protection (why? when? where? …

MARINE ENVIRONMENT PROTECTIONMARINE ENVIRONMENT PROTECTION

(Why? When? Where? What? How much?)(Why? When? Where? What? How much?)

Ing. V. Farinetti – Italproramar Service SrlIng. V. Farinetti – Italproramar Service Srl

Naples Shipping Week – Green Shipping Summit, July 1st 2016

The issue: POLLUTANTS(Items and relevant rules)

In water: - E.R. oily waters (Marpol Annex I)- noxious liquids (Annex II)

- harmful substances (Annex III)- sewage (Annex IV)- solid waste (Annex V)- ballast waters (IMO BWM Conv. - USCG)- lube oils (EPA/USCG VGP-EAL)

In air: - worldwide (Annex VI)- inside S-ECA (Annex VI)

- EU regulations


MOST CRITICAL ISSUES(due to timing or investment)

- US VESSEL GENERAL PERMIT (VGP) (water)

- BALLAST WATER MANAGEMENT (water)

- AIR EMISSIONS (SOx, NOx, CO2-GHG)


EPA/USCG Vessel General Permit (VGP)

Starting from December 19, 2013 all vessels entering US waters must comply with “Final 2013 VGP” 28 March 2013, to be in force up to December 19, 2018.

The main issue refers to “all interfaces” oil-sea. This rule applies to ALL Owners and/or Operators of vessels with length of 79 feet (24 meters) and up inside 3 miles from US coast (naval and pleasure vessels excluded)


BALLAST WATER MANAGEMENT

IMO BWM Convention: International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM)Adoption: 13 February 2004; Entry into force: 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage

(As of today the Convention has been signed by 51 Countries representing 34.87% of world tonnage)

As an intermediate solution, ships should exchange ballast water mid-ocean. However, eventually most ships will need to install an on-board ballast water treatment system.

USCG BW Final Rule: already in force



IMO REGULATIONS:

D1 = Ballast Water Exchange (95% volumetric exchange) or pumping through three time the volume of each tank.

D2 = Ballast Water Treatment systems approved by the Administration which treat ballast water to an efficacy of:• not more than 10 viable organisms per cu.m>50 micrometers in minimum dimension, and• not more than 10 viable organisms per millilitre <50 micrometers in minimum dimension and >10 micrometers in minimum dimension.



Installation of a Ballast Water Treatment System (BWTS) is One Thing – Meeting the IMO Gross Non-Compliance (GNC) Standard is Another.

Test for compliance for the three bacteria set out in the IMO standard: Vibrio cholerae, E. coli andEnterococcus.



AVAILABLE TECHNOLOGIES

- Advanced Oxydation Technology (AOT)

- Chlorination (ClO2 injection) (ClO2)

- Electro-chlorination (salt water electrolysis) (ElChl)

- Ozonation (O3 injection) (O3)

- Ultra Violet lamps (UV)



TEST METHODS TO EVALUATE EFFICACY OF BWMS

- MPN (Most Probable Number): indicates the number of cells (or cysts) capable of reproducing. This technique is suitable for phytoplankton, but it is not useful for mixed cultures (zoo and phytoplankton)

-CMFDA (5ChloroMethylFluorescin DiAcetate): indicates the number of living cells.

MPN is accepted by IMO, but is reportedly not accepted by USCG that demands instant kill capability .



SYSTEMS WITH USCG AMS LETTERS

- Alfa Laval – PureBallast (UV)- Ecochlor – Ecochlor (Chlorine Dioxyde)- Hyde – Guardian (UV)- NKO3 – BueBallast (Ozonation)- Optimarine – OBS (UV)- Panasia – GloEn Patrol (UV)- Qingdao Headway – OceanGuard (AOT)- RWO-Veolia – CleanBallast (AOT)- Severn Trent DeNora – BalPure (ElChl)- Wartsila-Hamworthy – Aquarius (ElChl or UV)


BWMS AVAILABLE TECHNOLOGIES

PROs CONs

AOT Meets USCG criteria CAPEX Low power requirement Low filtration grade Low maintenance cost ClO2 CAPEX Danger for leaks Simple system Possible corrosion

Low power needs Constant need of chemicals ElChl CAPEX Needs salt water

Known technology Possible corrosion Low power needs High maintenance

O3 No need of chemicals System complexity Danger of O3 leaks Possible corrosion

UV CAPEX Does not meet USCG criteria No need of chemicals High power demand

Needs high filtration grade High maintenance cost



Explosion due to H2

AIR POLLUTION CONTROL

MARPOL Annex VI: within S-ECAs(*) a fuel with max 0.1% of sulphur must be always adopted or present equivalent exhaust gases.

Same limit currently applies to all EU ports.

Starting from 2020 (or 2025) in all world waters a 0,5% sulphur fuel must be adopted or present equivalent exhaust gases.

NOx emission limits are set for diesel engines depending on the engine maximum operating speed

(*) Current S-ECA: Baltic sea, English Channel, North sea, US waters


AIR EMISSIONS (SOx)Sulphur limits vs time


AIR EMISSIONS(SOx)Sulphur fuel requirements


First Cruise Company Fined under Australia’s New Fuel RulesAustralia’s NSW Environment Protection Authority (EPA) has fined Carnival PLC $15,000 after one of its P&O Cruises ships, the Pacific Jewel, breached new low sulfur fuel regulations in Sydney Harbour. A fuel sample taken by the ship’s crew and provided to EPA officers while the ship was berthed at the White Bay Cruise Terminal on February 26, 2016 had a sulfur level of 0.293 percent, nearly three times the 0.1 percent sulfur limit. The fine is the first to be issued under the new regulations which came into force from October 1, 2015. The regulations require cruise ships berthed in Sydney Harbour to use low sulfur fuel within one hour of berthing until one hour before departure.

AIR POLLUTION (SOx)

METHODS TO COMPLY TO SOx LIMITS

TREATMENT OF EXHAUST GASES WHEN USING HEAVY FUEL (HFO) -------> SCRUBBERS

SHIPS ADOPTING VERY LOW SULPHUR CONTENT FUEL ---------> MDO

SHIPS ADOPTING GAS FUELLED ENGINES ---------> LNG


METHODS TO COMPLY TO SOx LIMITS

PROs CONs

Cheapest fuelSCRUBBER Wide availability No CO2 and NOX reduction

High ROI Investment “Easy” retrofitting

Cost of fuel

Minimum retrofitting No CO2 and NOX reduction MDO Well known solutions Future price and availability

Difficult retrofitting LNG Good NOx & CO2 reduction Volume requirement for fuel

Current price of fuel Poor infrastructures


AIR EMISSIONS: Possible alternative fuels


EMSA Positive About Methanol and Ethanol

The European Maritime Safety Agency (EMSA) has issued a report on methanol and ethanol, saying they are good potential alternatives for reducing both the emissions and carbon footprint of ship operations.

Investment costs for both methanol and ethanol retrofit and new build solutions are estimated to be in the same range as costs for installing exhaust gas after treatment (scrubber and selective catalytic reduction) for use with heavy fuel oil, and below the costs of investments for LNG solutions. However, with the current oil prices, the conventional fuel oil alternatives have shorter payback times.

The flashpoints of methanol and ethanol are both below the minimum flashpoint for marine fuels specified in SOLAS. This means that a risk assessment or evaluation must be carried out for each case demonstrating fire safety equivalent to conventional fuels for marine use.

Scrubber technology: hybrid


AIR EMISSIONS: NOx


Entry into forceTier I 2000Tier II 2011

Tier III 2016 (for ECAs only)

Stricter limits, requiring SCR, might be applied locally

Nitrogen Oxides (NOx) – Regulation 13 (engine power > 130 kW)

AIR EMISSIONS: NOx


IMO LIMITS (engine power > 130 kW)

The Tier III controls apply only to the specified ships while operating in Emission Control Areas (ECA) established to limit NOx emissions, outside such areas the Tier II controls apply. In accordance with regulation 13.5.2, certain small ships would not be required to install Tier III engines. A marine diesel engine that is installed on a ship constructed on or after 1 January 2016 and operating in the North American ECA and the United States Caribbean Sea ECA shall comply with the Tier III NOx standards.

AIR EMISSIONS: NOx


EIAPP Certificate – NOx Technical File

The emission value for a diesel engine is to be determined in accordance with the NOx Technical Code 2008 in the case of Tier II and Tier III limits. Most Tier I engines have been certified to the earlier, 1997, version of the NOx Technical Code which, in accordance with MEPC.1/Circ.679, may continue to be used in certain cases until 1 January 2011. Certification issued in accordance with the 1997 NOx Technical Code would still remain valid over the service life of such engines.

Generally all new engine certification leading to the issue of an EIAPP (Engine International Air Pollution Prevention) Certificate is undertaken at the engine builder’s works where the necessary pre-certification survey takes place.

For each NOx certified diesel engine there must be onboard an approved Technical File, NOx Technical Code 2008, regulation 2.3.4, which both defines the engine as approved and provides the applicable survey regime.

AIR EMISSIONS: NOx


NOx Levy Could Cut Emissions by Up to 70 %

NOx emissions from global shipping make up about 30% of all man-made NOx emissions.NOx from EU shipping remains largely unregulated and, if left unabated, is set to overtake land-based NOx emissions by 2020, says a new study by environmental consultancy IVL and CE Delft.

A levy on nitrogen oxides (NOx) emissions with revenues earmarked to fund the uptake of NOx abatement measures is the most promising tool to reduce these ship emissions by up to 70%, according to said study.

In addition to a NOx levy with a fund, the study identified two other EU-level policy tools: mandatory slow steaming of ships, with a levy and fund as an alternative compliance option, and a stand-alone levy on emitted NOx.

AIR EMISSIONS: GHG


DEFINITION and MECHANISM

GHGs (Green House Gases) are mainly due to CO2, while CO2e for GHGs combines CO2, CH4 and NOx.

image from Wikipedia

AIR EMISSIONS: GHG


STATISTICS

For the year 2012, total shipping emissions were approximately 938 million tonnes CO2 and 961 million tonnes CO2e for GHGs combining CO2, CH4 and NOx. International shipping emissions for 2012 are estimated to be 796 million tonnes CO2 and 816 million tonnes CO2e for GHGs combining CO2, CH4 and NOx. International shipping accounts for approximately 2.2% and 2.1% of global CO2 and GHG emissions on a CO2 equivalent (CO2e) basis, respectively.

CO2 EFFICIENCY vs TYPE OF TRANSPORT

Shipping: 10-50 gCO2/ton.km

Rail: 20-120 gCO2/ton.km

Road: 80-250 gCO2/ton.km

Air: 100-700 gCO2/ton.km

AIR EMISSIONS: GHG


EU Monitoring, Reporting and Verification (MRV) regulation for CO2 emissions

The European Union’s Regulation 2015/757, which applies to ships above 5000GT calling at EU ports, requires that owners establish and maintain accurate processes for all aspects of the regulation to provide evidence of compliance. It is widely seen as the forerunner to a global system of CO2 emissions reporting that will be established under the auspices of the International Maritime Organization. Although ship emissions monitoring does not begin until January 1, 2018, Monitoring Plans must be submitted to the accredited Verifiers no later than the end of August of 2017. Owners need to have the appropriate IT infrastructure and support in place to meet the requirements and make sure ship and shoreside staff are properly trained.

AIR EMISSIONS: GHG


Shipping is asked to heavily invest to further reduce CO2 and CO2e emissions in every stage of activity in relation to the new Chapter 4 of MARPOL Annex VI:

Design stage: EEDI (Energy Efficiency Design Index)

Management level: SEEMP (Ship Energy Efficiency Measurement Plan)

Operative level: EEOI (Energy Efficiency Operational Indicator)

However, in the long run:

ENERGY EFFICIENCY ------> COST REDUCTION

Efficiency also means: TIMELY MAINTENANCE

POLLUTANTS(“Standard” issues)

- E.R. Oily waters

- Noxious liquids - Sewage - Solid waste

Technical solutions:OWS, ODME, 15 ppm bilge alarm, STP, Compactors, Incinerators, Water treatment systems.


R.O.M. OF COSTS TO COMPLY


EAL lubricant: twice mineral base lubricant

BWMS: 10**5

SCRUBBER: 10**6

SCR: 10**5

STANDARD EQUIP: 10**4

ITALPRORAMAR PRINCIPALS


BIODEGRADABLE EAL-APPROVED OILS

BALLAST WATER SYSTEMS

SCRUBBERS

ITALPRORAMAR PRINCIPALS


SHIP PERFORMANCE MONITORING SYSTEMS

OWS ODME STP GTP

THANK YOU FROM WE ALL

marine environment protection (why? when? where? …

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