marine scrubbers: the guide 2015

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Marine Scrubbers:The Guide 2015The Comprehensive Resource For Marine SOx Scrubbers

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Marine Scrubbers:The Guide 2015

Expert Contributor: Catherine AustinEditors: Fiona Macdonald & Isabelle RojonPublished by: Fathom Maritime IntelligenceDesign: Benjamin Watkins

First published in 2015 by Fathom Maritime Intelligence.Copyright 2015 Fathom Eco-Efficiency Consultants Ltd.

All rights reserved. No part of this publication may be reproduced or stored or transmitted by any means or in any form, electronically or mechanically, including photocopying, recording, or any information storage and retrieval system, without permission which should be sought from publishers.

ISBN: 978-0-9932678-9-5

Images: Every effort has been made to trace and contact the copyright holders of the images reproduced in this book. However, the publishers would be pleased, if informed, to correct any errors or omissions in subsequent editions of this publication.


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Abbreviations

International & Regional Sulphur Regulation MARPOL Annex VI Regulatory Control International SOx & PM Emission Regulation Why Are SOx & PM Regulated? What Does Regulation 14 Enforce? Emission Control Areas How And Why Are ECAs Designated? Where Have ECAs Already Been Established? Possible Future ECAs Overview Of Compliance Options Regional Regulations EU Sulphur Directive 2012/33/EU Hong Kong Fuel Switch Scheme Turkish Regulations

Scrubber Regulations, Guidelines & Enforcement International Regulations & Guidelines For Scrubber Use The 2009 Guidelines For Exhaust Gas Cleaning Systems Statutory Scrubber Approval Procedures Monitoring Requirements Documentation Requirements Washwater Discharge Regulations International Washwater Regulations United States Washwater Regulations

The Market Landscape The History Of Scrubbers In The Marine Market An Overview Of The Current Market Snapshot Of Key Orders And Installations Distribution Of Scrubber Uptake By Ship Type Uptake Of Scrubbers By Scrubber Type Installations Of Scrubbers On Newbuilds And Retrofits Drivers And Barriers To Uptake Drivers Barriers Looking Into The Future

IV

124456778

10111111

1314

15161617 1719

22

2224

2728303131333435353841

11.1

1.1.11.2

1.2.1 1.2.2

1.3 1.3.1 1.3.2

1.3.3 1.4

1.51.5.1

1.5.2 1.5.3

22.1

2.1.12.1.22.1.32.1.4

2.22.2.1

2.2.2

3

3.13.2

3.2.1 3.2.2 3.2.3

3.2.43.3

3.3.13.3.2

3.4

Contents

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Scrubber Technologies Introduction Wet Scrubbers Open-Loop Systems Closed-Loop Systems Hybrid Systems Dry Scrubbers

Choosing A System: Cost Considerations Introduction CAPEX Costs Examined OPEX Costs Examined Required Chemicals (Closed-Loop Scrubbers) Crew Training Maintenance And Repair Backpressure And Noise Disposal Of The System Return On Investment Financing Options Life-Cycle Cost Analysis Example 1: LCCA For A Wet Scrubber Example 2: LCCA For A Hybrid Scrubber Example 3: LCCA For An Open-Loop Scrubber With 80% ECA Operation Example 4: LCCA An Open-Loop Scrubber With 50% ECA Operation

Additional Considerations

Practical Considerations Introduction Considerations For All Scrubber Systems Weight And Stability Of The Scrubber Exhaust Backpressure Electrical Consumption System Faults System Access Exhaust Gas Bypass Auxiliary Equipment Considerations Practical Considerations Specific To Scrubber Type Wet Scrubbers Dry Scrubbers

Frequently Asked Questions

Review Of Systems And Suppliers

434444444747

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5152525555555656565760616263656769

71727274767677777878797985

87

91

44.14.2

4.2.1 4.2.2

4.2.34.3

55.15.25.3

5.3.15.3.25.3.35.3.45.3.5

5.45.4.1

5.55.5.15.5.25.5.35.5.4

5.6

66.16.2

6.2.16.2.2

6.2.3 6.2.4

6.2.56.2.6

6.2.76.3

6.3.1

6.3.2

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ESCHAPTER ONEInternational & Regional Sulphur Regulations


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WHAT DOES REGULATION 14 ENFORCE? The parameters of Regulation 14 require that:

Outside ECAs, the maximum limits for sulphur content of the fuel oils are:

• 3.50% on and after 1 January 2012.• 0.50% on and after 1 January 2020.

The 0.50% limit is subject to a global review of the availability of such fuel oil. The review must be completed by 2018 and may recommend the postponement of the 0.50% limit until 2025.

Inside ECAs, the maximum limits for sulphur content of the fuel oils are:

• 1.00% on and after 1 July 2010.• 0.10% on and after 1 January 2015.

The SOx requirements under Regulation 14 of MARPOL Annex VI are illustrated in Figure 2.

Inside ECA

Outside ECA

Revised SOx control

on basis of fuel loaded

1 Jan 2020* 1 Jan 2025

1 Jan 2012

1 July 20101 Jan 2015

Fuel oil sulphur limits

0.10%0.50%

1.00%

1.50%

3.50%

4.50%

MARPOL Annex VI Requirements - SOx

*Depending on the outcome of a review of fuel oil availability, to be completed 2018, the 2020 date could be deferred to 2025.

1.2.2

Figure 2. MARPOL Annex VI SOx Requirements

*Depending on the outcome of a review of fuel oil availability, to be completed 2018, the 2020 date could be deferred to 2025.

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HONG KONG FUEL SWITCH SCHEME In 2014, the Hong Kong Environmental Protection Department adopted a new regulation to limit local air pollution from marine traffic.

As of 1 January 2015, Ocean-Going Vessels (OGVs) have to switch to LSF with a maximum 0.5% sulphur content when at berth in Hong Kong waters.

All OGVs must initiate the fuel switch upon arrival at berth, complete the switch to LSF within one hour, then use LSF throughout the berthing period until one hour before departure unless:

• Using LSF will pose a safety risk to the OGV.• All practicable measures according to the established fuel switch procedures

have been followed to ensure the use of LSF as soon as possible after berthing and as late as possible before departure.

• There is a justified and unexpected event beyond the shipmaster’s control causing delay to the departure of the OGV. In that case, the shipmaster must ensure the event is recorded in the logbook.

In line with international practices, exemptions from the fuel switching requirements are provided in the following situations:

• OGVs due to be at berth for less than two hours.• OGVs adopting alternative fuel, such as LNG, or compliance method with

emission reduction performance comparable to that of using LSF.• OGVs calling Hong Kong under emergency conditions.• Warships or ships on military services.

Enforcement will in the first instance involve inspection of logbooks detailing the fuel switch, and Bunker Delivery Notes. Authorities may also sample the fuel being used while at berth and analyse the collected sample and the sealed bunker sample for sulphur content.

The proposed maximum penalty for non-compliance will be a maximum fine of HK$200,000 (approximately US $25,800) and up to six months imprisonment.

Another new rule in Hong Kong bans dark smoke emissions of shade two or darker on the ringelmann chart for three minutes or longer continuously at any one time.In cases of contravention involving foreign ships, parties would each be liable to a fine of HK$25,000 for a first conviction, and to a fine of HK$50,000 for any subsequent conviction.

Local Bunker SuppliesAdditionally, since 1 April 2014, a new law requires that local bunker suppliers sell MGO with a maximum sulphur content of 0.05%.

The regulation is primarily aimed at reducing emissions from local ships, but will also mean that OGVs lifting distillates in Hong Kong should get a fuel with maximum 0.05% sulphur.

1.5.2


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ESCHAPTER TWOScrubber Regulations, Guidelines & Enforcement


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STATUTORY SCRUBBER APPROVAL PROCEDURES The 2009 Guidelines set out two statutory approval procedures known as Scheme A and Scheme B:• Scheme A: Unit certification with in-service parameter and emission checks.

Scheme A requires significant testing and an approval process which results in a Type Approval.

• Scheme B: Continuous emission monitoring with parameter checks. Scheme B requires the use of sophisticated emissions monitoring equipment on a continuous basis.

Both schemes are statutory approvals. Class societies have to provide unit approval after the manufacturer’s request, approval of ship specific installation, independent verification (Class Type Approval) and verification of performance.

Scheme A permits online monitoring of the plant’s washwater effluents and operating parameters but only occasional monitoring of air emissions. Scheme B differs in that there is online monitoring of air emissions but only periodical monitoring of washwater effluents. Scheme B assumes that MEPC Type Approval is not present and so monitoring of air emissions is required.

MONITORING REQUIREMENTS The data resulting from the various monitoring requirements in the 2009 Guidelines are to be recorded onto a robust, tamper proof, read-only device together with time and ship’s position signals capable of producing period reports demonstrating compliance as required. This data should be retained for a minimum of 18 months from the date of recording.

SCHEME A Under ‘Scheme A’, the scrubber is formally tested to assess its operational behaviour, approved and certified before being put into service.

Different fuels and loads are required to prove that the scrubber can comply with the emission limits. Each scrubber unit approved under this Scheme would be issued with a SOx Emissions Compliance Certificate (SECC). Periodic survey and testing will occur to ensure the system is operating within the standards that have been previously approved.

For Scheme A approvals, the scrubber must be certified as meeting the emission limit value specified by the manufacturer (the ‘certified value’) for continual operation with fuel oils of the manufacturer’s specified maximum sulphur content, over the range of declared exhaust gas mass flow rate.

Alternatively, it is possible for the manufacturer to obtain a ‘product range approval’ for the same scrubber design by undertaking emissions testing at the highest, intermediate and lowest capacity ratings.

2.1.3.1

2.1.3

2.1.2


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WASHWATER DISCHARGE REGULATIONSScrubber washwater discharge is addressed both on an international level by the IMO and on a regional level by the United States Environmental Protection Agency (EPA). Both regulations specify discharge limits and contain monitoring requirements and resemble each other in many of the requirements. The main difference between the two regulations is that the IMO 2009 Guidelines are voluntary, whereas the EPA regulation sets mandatory requirements.

For ease of understanding, the IMO and EPA regulations will be outlined separately in Sections 2.2.1 and 2.2.2, respectively.

INTERNATIONAL WASHWATER REGULATIONSThe IMO washwater regulations which specify the discharge water quality criteria and monitoring requirements for a number of parameters are contained in the 2009 Guidelines.

DISCHARGE WATER QUALITY CRITERIAAccording to the IMO 2009 Guidelines, scrubber washwater discharges should comply with the following limits:

• pH of no less than 6.5.• Turbidity not more than 25 formazin nephlometric units or 25 nephlometric

turbidity units above inlet turbidity.• Nitrates not higher than that associated with 12% NOx removal or 60 mg/l for

washwater discharge rate of 45 tons/MWh, whichever is greater.• Depending on the washwater flow rate, the maximum concentration of PAH

should be within the limits outlined in Table 5:

Flow Rate

(t/MWh)

Discharge Concentration Limit (μg/L PAHphe equivalents)

Measurement Technology

0-1 2,250 Ultraviolet Light

2.5 900 Ultraviolet Light

5 450 Fluorescence

11.25 200 Fluorescence

22.5 100 Fluorescence

45 50 Fluorescence

90 25 Fluorescence

Any scrubber washwater residues should not be discharged to sea or incinerated onboard, but instead be delivered ashore to adequate reception facilities. The storage and disposal of such residues should be recorded in the EGC Record Book.

Table 5. Permitted PAH Limits For Washwater Discharge

2.2

2.2.1

2.2.1.1


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ESCHAPTER THREEThe Market Landscape


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THE HISTORY OF SCRUBBERS IN THE MARINE MARKETThe 1930s saw the adoption of scrubbing technology to remove sulphur oxides (SOx) and particulate matter (PM) from gaseous emissions in land-based industries. Scrubbing technologies were initially transferred to the marine market as an inexpensive way to produce inert gas for reducing the fire hazard in the cargo tanks of tankers during unloading. During the 1960s, scrubbers were introduced as a method for scrubbing exhaust gas emissions from the tanker’s boiler plant.

In 1991, the first prototype scrubber for controlling exhaust gas emissions was installed onboard a ship, enabling thorough cleaning of gas from the main and auxiliary engines, either by the same unit or by two separate installation units.

By 1998, the seawater scrubber had advanced enough to enable a comprehensive field trial. The Canadian ice breaker Louis S. St-Laurent was subjected to 22 days of testing during a six-week transatlantic voyage. At the same time, a different scrubber prototype was fitted to the passenger ferry Leif Ericson to investigate washwater quality through the washwater treatment plant. In addition, installations on the Zaandam, the Pride of Kent, and the Suula, not only demonstrated the scrubber’s ability to remove pollutants but also to fit into the space occupied by the silencer to maximise the available cargo space.

Due to size and space constraints on ships, scrubbers were further developed to allow a single unit to function for both the main and auxiliary engines.

Figure 7 provides a brief timeline of the evolution of scrubbers in the marine market.

3.1

Scrubbers introduced as a method to reduce emissions from plants on land.

Technology initially used for reducing fire hazard onboard ships.

Scrubbers introduced for cleaning emissions from the tanker’s boiler plant.

The first prototype scrubber is installed onboard a ship.

The first comprehensive trial takes place onboard the Louis S. St-Laurent and the Leif Ericson.

The Exhaust Gas Cleaning Systems Association (EGCSA) is formed to provide information on scrubbers.

IMO accepts scrubbers as an acceptable alternative method for complying with SOx emission reduction regulations.

The first ever Sulphur Emissions Control Area Compliance Certificate is granted to a marine scrubber.

As of 31 January, CE Delft estimate 300 scrubbers to be either installed or on order.

1930

1960

1991

1998

2007

2008

2009

2015

Figure 7. Timeline Of Scrubbers In The Marine Market

Chapter Three


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SNAPSHOT OF KEY ORDERS AND INSTALLATIONS A selection of key orders and installations (up to and including 2015) include:

• The world’s first commercial order for open-loop scrubbers was placed in 2010 by Ignazio Messina for the installation of five scrubbers from Hamworthy Krystallon on four new 45,000 DWT Ro-Ro ships. Four scrubbers were fitted to each auxiliary engine with an additional one for the auxiliary boiler, the target being mainly the Mediterranean. Since collaborating with Wärtsilä, Hamworthy offers an option for hybrid scrubbers.

• Carnival announced their US $400 million expenditure on designing and fitting scrubbers to more than 70 ships across its 10 brand fleet.

• Colour Line has retrofitted a Wärtsilä scrubber specifically designed for cruise ships and ferries on a high speed ferry and is planning to install it on three more ferries.

• Royal Caribbean has installed scrubbers on 15 ships to date, using technology from Alfa Laval, Wärtsilä, Belco Marine and Yara Marine.

• Brittany Ferries has invested US $500 million in scrubbers.• DFDS has invested more than US $150 million in scrubbers. • In December 2014, Royal Caribbean retrofitted 13 of its ships with scrubber

technology.

DISTRIBUTION OF SCRUBBER UPTAKE BY SHIP TYPEAs the list of key orders and installations in Section 3.2.1 shows, the Ro-Ro and ferry industries have thus far been among the higher and early adopters of scrubber technology due to spending lengthy operating times in ECAs and their fixed routes.

The EGCSA data from July 2014 is presented in Table 8 and shows the orders and installation numbers of scrubbers on different ship types. As identified by the organisation, ferries and Ro-Ros have experienced the highest uptake of scrubbers, with approximately 60 in place by mid-2014 accounting for 49% of the total number of scrubbers fitted. The EGCSA identifies the second highest uptake to come from containers and tankers with 16 applications recorded each by mid-2014.4

Table 8. Orders And Installations Of Scrubbers On Different Types Of Ships, Recorded In July 2014

Ship Type Orders & Installations

Cruise 15

Container 16

Ferry/Ro-Ro 60

Tanker 16

Bulk 11

Other 4

Total 122

3.2.1

3.2.2

Source: EGCSA (2014). Presentation held at the seminar ‘A Practical Guide to ECA Compliance in 2015’, Lloyd’s Maritime Academy, 17-18 June 2014

4 EGCSA (2014). Presentation held at the seminar ‘A Practical Guide to ECA Compliance in 2015’, Lloyd’s Maritime Academy, 17-18 June 2014


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ESCHAPTER FOURScrubber Technologies


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Chapter Four

4.2

4.1

4.2.1

INTRODUCTIONA variety of scrubbers are available to the market for reducing gaseous emissions of sulphur oxides (SOx) and particulate matter (PM) and ensuring compliance with MARPOL Annex VI regulatory requirements.

For the purpose of SOx removal, a number of scrubber technology options are available to ship owners and operators. These are: • Wet scrubbers with an open- and closed-loop mode. • Hybrid scrubbers.• Dry scrubbers.

Table 10 outlines the maximum percentage of SOx and PM emissions that wet and dry scrubbers can remove:

WET SCRUBBERSA wet scrubber system uses a flue gas desulphurisation process to remove SOx and PM from the exhaust gas.

Wet scrubbers are available in both an open-loop seawater mode and closed-loop chemical mode. The open-loop option uses high seawater alkalinity to remove SOx whereas the closed-loop system uses an aqueous chemical solution to scrub the gas.

Waste discharge varies between the systems. In an open-loop system the washwater is treated and then discharged into the sea. In a closed-loop system the exhaust gas is recirculated, following a regeneration process.

Requirements for treatment, monitoring and discharge of washwater are contained in the IMO MEPC.184(59) Guidelines. See Section 2.2 for further information and guidance on washwater discharge regulation and requirements.

OPEN-LOOP SYSTEMS The open-loop scrubber system, also known as the ‘seawater scrubber’, uses seawater to remove SOx and PM from gaseous exhaust emissions (see Figure 13).

Open-loop scrubbers function by pumping seawater into the scrubber system in which exhaust gas is sprayed at different stages. The natural salinity of the seawater induces a chemical reaction with the SOx in the exhaust gas, forming sulphuric acid (H2SO4) as a bi-product.

Because the washwater is treated with seawater and no chemicals are used in the process, the washwater discharge from open-loop scrubbers can be discharged back into the sea without recirculation.

Scrubber Type SOx PM

Wet >99% app. 80%

Dry >99% 80 – 90%

TABLE 10. Emissions Removal By Scrubber Type

Source: Lloyd’s Register (2015). Your Options for Emissions Compliance


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ESA research study by Fridell and Salo (2014) demonstrated that for an open-loop wet scrubber system using seawater for SO2 abatement, the abatement of volatile particles was very high with a 92% removal success rate and a 48% solid fraction reduction. The study also revealed polycyclic aromatic compounds to be reduced significantly in the exhaust. Reduction in PM were analogous to the reductions gained if switching from heavy fuel oil (HFO) to marine gas oil (distillate).1

Exhaust gas

Scrubber

Watertreatment

Sludge tank

Pump

Seawater

Open-loop washwater

Treated washwater

Figure 13. An Open-Loop Scrubber Configuration

Figure 13 illustrates the process of exhaust gas cleaning via an open-loop scrubber system. The seawater is led along the pipes to the scrubber unit where the exhaust gas is sprayed with the water to remove pollutants. After the process is complete, the dirty seawater is taken to the water treatment unit where it is separated from the clean water. The black water is then pumped to the sludge tank and the clean treated washwater is transferred along the pipes and back into the sea.

THE WASHWATERAn open-loop scrubber uses centrifugal forces to separate suspended matter from the washwater. The suspended matter is drained away as sludge and stored in a tank while the remaining washwater is treated and diluted for pH adjustment in preparation for release into the sea. The washwater, which is filtered from the sludge using carbon particles and other particulate fuel impurities, is likely to be in the form of a warm acidic jet (this however depends on variables such as onboard treatment and discharge pipe configuration). In accordance with Resolution MEPC.184(59), discharged washwater is required to reach a pH greater than 6.5 at a distance of 4m from the point of discharge. Furthermore, the sludge in the waste water tank should not be released untreated into the sea, but be disposed of at a suitable port.

See Section 2.2 for further information on washwater discharge requirements.

4.2.1.1

1 Fridell & Salo (2014). Measurements of Abatement Particles and Exhaust Gases in a Marine Gas Scrubber, Journal of Engineering for the Maritime Environment

Source: Lloyd’s Register (2015). Your Options for Emissions Compliance


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ESCHAPTER FIVEChoosing a System: Cost Considerations


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5.1

5.2

INTRODUCTIONWhen choosing a scrubber system, there are a number of factors which should be taken into consideration. The capital expenditure (CAPEX) for the unit itself as well as varying operational expenditures (OPEX) can significantly affect the total cost and value of the unit to the ship owner.

The value of a scrubber and its potential to ensure compliance with an economic advantage is influenced by an array of variables. Therefore, the following factors should be taken into consideration for each scrubber application:

• The initial cost of the scrubbing unit, including the raw material costs and the labour costs associated with installation (CAPEX).

• The price of fuel and the differential between low-sulphur fuel (LSF) and heavy fuel oil (HFO).

• Operational profile of the ship.• Maintenance and repair including:

- The type of fuel used as it will affect the maintenance of components such as the pipes;

- The replacement of components. • Crew training. • Costs associated with documentation, e.g. if the scrubber fails to function

correctly then documentation will need to be provided to prove that non-compliance was due to a technical fault.

• Uncertainty and sensitivity factors – some factors cannot be predicted or controlled, such as future fuel prices, inflation, regulatory uncertainty regarding Emission Control Areas (ECAs) and the influence this will have on the quantity of LSF or HFO consumed. The baseline or ship route can be altered in order to reduce voyage length but there is a high uncertainty regarding the impact this will have on scrubbers and their life-cycle cost.

• The return on investment (ROI) which is directly related to the price differential between HFO and LSF.

• The downtime of the ship during installation. • The disposal of the unit once its lifetime comes to an end. • Current ship design, including existing freshwater capacity, ship design layout,

tank arrangement and available space.

CAPEX COSTS EXAMINED The cost of scrubber units mainly depends on the type of scrubber, the size of the ship and its engine size, and the required size of the scrubber.

Table 12 shows estimated costs for scrubber equipment for two different ship types and differing operational patterns.

Chapter Five


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RETURN ON INVESTMENTThe ROI for scrubber systems is principally dependent on current fuel prices, particularly the difference in price between LSF and HFO. It also depends on the time period that the ship will operate in an ECA.

When considering ROI, it is essential to consider the quantity of HFO burned when operating a scrubber versus the cost of fuel switching from HFO to LSF (distillates) when entering or leaving ECAs. Scrubber systems may not always be economically viable if the CAPEX and OPEX costs are larger than the cost of switching to LSF. The following figures provide estimates on scrubber ROI for varying fuel price and ECA operation scenarios.

Figure 18. ROI For A Wet Scrubber With Various Fuel Price Spreads

5.4

200 300 400 500 600 700 800

10

9

8

7

6

5

4

3

2

1

0

MGO - HFO Spread (US$/t)

PAYB

AC

K TI

ME

(yea

rs) Assumptions:

CAPEX: US $5.84 millionDiscount rate: 9%Projected time: 10 yearsHFO price of US $650/tonne

ECA 0%

ECA 25%

ECA 50%

ECA 75%

ECA 100%

As explained previously, fuel price differential and operational time in an ECA are the key driving forces behind the scrubber’s economic viability.

Figure 18 shows that for a US $350 fuel price differential and 50% ECA operational time, the payback is approximately six years. Where the fuel price differential is low (less than US $200), even with 100% ECA operational time, the payback is at least seven years, highlighting the critical role fuel prices play in determining whether abatement technology is an economically viable long-term solution for compliance.

Source: Green Ship of the Future (2012). ECA Retrofit Technology, Technical Report


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ESCHAPTER SIXPractical Considerations


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INTRODUCTIONThe practicality of installing and operating scrubber systems requires careful consideration.

This Chapter provides an overview of some of the practical challenges associated with the type of scrubber used (open-loop, closed-loop, hybrid and dry).

Combined with the Life-Cycle Cost Analysis (LCCA) information provided in Chapter 5 of this Guide, this Chapter aims to assist ship owners in making an informed decision regarding the integration of a scrubber into their shipping operations.

CONSIDERATIONS FOR ALL SCRUBBER SYSTEMS Certain practical challenges and considerations are common to all scrubbers, no matter what type. These are briefly summarised in Table 19. Some of the challenges and considerations which require more attention are discussed in more detail in Sections 6.2.1 - 6.2.6.

6.2

6.1

Table 19. Practical Considerations For All Scrubber Systems: An Overview

Practical Consideration Why It Needs To Be Considered

Applicable To Newbuilds And

Retrofits?

Physical integration

Weight and stability of the scrubber (see Section 6.2.1)

Scrubbers vary by weight and have a significant influence on the overall stability of the ship. As the scrubber is placed high, any weight difference may render the ship unstable. A 20 tonne weight can significantly alter the stability margin.

Yes. Although for a newbuild the system is a primary component and so can be considered early on, whereas in retrofit cases the scrubber may need to be installed where space permits, e.g. in the weather deck or above the main deck enclosure.

Water handling systems

Particularly applicable to hybrid and open-loop. The large quantities of washwater require large power input and pipes to hold the pressure. For a 50 MW plant with an open-loop scrubber, 4,500m3/hour of washwater is required with a power of 0.5 MW and a 30 inch diameter pipe.1

Yes

Exhaust backpressure (see Section 6.2.2)

Around 30kPa (Kilopascal) can be tolerated by most engines. Anything more than this can result in power and engine degradation. For 3kPa of backpressure exceeded, performance may be degraded by 1%.2

Yes

1EGCSA (2011). Exhaust Gas Cleaning Systems Selection Guide2EGCSA (2011). Exhaust Gas Cleaning Systems Selection Guide

Chapter Six


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Space occupied by the scrubber

The scrubber will reduce the cargo carrying capacity. If the scrubber has the ability to replace the silencer, then space will be saved.

Yes, but less for newbuilds as scrubber will be incorporated into ship design.

Installation and downtime

Approximately six months are required from initial contract signing to installation of the scrubber. Dry-docking schedules therefore need to be leveraged for installation.

No. For retrofits, a scrubber which can be installed during operation or with little downtime is preferable.

Electrical power (see Section 6.2.3)

As scrubbers have large power requirements, additional generating capacity may be needed.

Yes.

Maintenance Corrosion of pipework

Corrosion of components of the scrubber may arise from the seawater.

Yes.

Maintaining a buoyant exhaust

This is to reduce excessive exhaust cooling during scrubbing.

Yes.

Breakdown Failure modes Careful analysis of potential failures and the integration of failure modes should be considered so that in the case of a scrubber failure, compliance is still possible through alternative modes such as LSF. Furthermore, failure modes should be incorporated to ensure propulsion is not lost.

Yes.

Monitoring system

Under Scheme B (see Section 2.1.3.2) if the monitoring system were to break down, it would not be possible to prove whether compliance is occurring or not.

Yes.

Scrubber system disposal

Unit disposal Additional costs are associated with removing the scrubber from the ship and disposing of it in compliance with disposal regulations.

Yes.

Fuel Heating and purifying the HFO

Many thermal properties exist which affect the ability for sufficient gas cleaning to take place.

Yes.


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ESFrequently Asked Questions


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WHAT ARE THE BENEFITS AND CHALLENGES OF USING SCRUBBERS?The table below lists the different benefits and challenges of using scrubbers:

Benefits Challenges

Lower fuel cost Investment cost

Greater fuel availability Novel equipment and system to be integrated into the ship’s core operating procedures.

Single grade of fuel oil onboard simplifying bunker tank distribution and usage.

Washwater discharge controls to be met.

Good retrofitting possibilities, dependent on ship type.

Reliability of required monitoring systems.

Additional space and power requirements.

Unclear interpretation of washwater criteria by various port states and even by individual ports.

WHAT OPERATIONAL ISSUES MUST BE CONSIDERED WHEN USING SCRUBBERS?Space and weight: Some systems can be fitted in an existing or extended funnel or outside the funnel, but the weight of the unit when full and its effect on the ship’s stability must be considered. The water treatment plants required for wet systems can be located in the ship’s engine room or, dependent on the design, in one of a number of other possible locations on the ship. Manufacturers should be able to advise operators on the best location for individual ships.

Waste: As the sludge from the washwater treatment system cannot be incinerated onboard arrangements must be made for its storage and subsequent discharge ashore. Washwater from scrubbers should be monitored and its discharge should comply with special discharge criteria as set out in Resolution MEPC.184(59).

Power: Power requirements for a wet scrubber are estimated to be generally around 10-30kW for each MW of engine power. By contrast, dry scrubber power consumption is given as being as low as 1.5-2 kW per MW of engine power.

Reliability: The various monitoring systems required will need to be reliable enough to operate continuously as required without undue maintenance demands. The same applies to the washwater treatment system components. Scrubber performance also needs to be guaranteed: operators need to have confidence that Annex VI requirements will be met 100% of the time.


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WHAT GUIDELINES ARE IN PLACE TO ENSURE THE CERTIFICATION OF THE SCRUBBER? Scrubbers have to comply with the 2009 Guidelines for Exhaust Gas Cleaning Systems. They specify the requirements for the testing, survey, certification and verification of the scrubber.

Please note that the ship’s flag State (the Administration) has to approve of the use of scrubbers and is not mandated to accept such proposals automatically. It may furthermore impose additional requirements to those given in the Guidelines (Resolution MEPC.184(59)). Consequently, before ordering or installing a scrubber, ship owners should check with the Administration whether it accepts such arrangements and whether there are any specific requirements.

WHAT SHOULD BE CONSIDERED WHEN SELECTING A SCRUBBER? When selecting a system, ship owners must consider the different timescales of ECAs and other emissions-limiting zones and the consequential variations in SOx limits the ship may encounter globally. Care must be taken to ensure that the system selected and installed is capable of ‘cleaning’ the quantity of exhaust gas produced to bring eventual emissions down to the lowest level required by the regulations in every zone the ship may enter.

WHAT TYPES OF SCRUBBERS CURRENTLY EXIST AND WHAT DISTINGUISHES THEM FROM EACH OTHER?Currently there are two main types of scrubbers:

• Wet scrubbers that use water (seawater or fresh) as the scrubbing medium; and • dry scrubbers that use a dry chemical.

Wet systems are further divided into:

• ‘open-loop’ systems that use seawater;• ‘closed-loop’ systems that use fresh water with the addition of an alkaline

chemical; and • ‘hybrid’ systems, which can operate in both open-loop and closed-loop modes.


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SOx Scrubbers “SOx scrubbing made simple”AEC Maritime has developed a simple all-in-one scrubber solution “ SOx scrubbing made simple”, one that cools gases, removes sulphur and eliminates particulates at the same time. Because of the low backpressure, it works with any engine, is almost maintenance-free, fuel efficient and easy to use.

AEC Maritime offers closed-loop, open-loop and hybrid scrubbers that comply with the IMO MARPOL standards. The AEC scrubbing system has been approved and certified.

AEC MARITIME BV

www.aecmaritime.com

Ship Types All ship types

Retrofit/Newbuild Both

AEC Maritime’s scrubber benefits from a simple structure to ensure ease of maintenance. According to the company, just four hours of training are required by a crew member to enable full operational control. Furthermore, the power consumption is very low (just 0.5% engine power is required compared to the standard 1.5%), making the scrubber one of the most energy efficient SOx removal methods on the market today.

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Scrubber Type Wet scrubber. Both closed- and open-loop options are possible.

Exhaust Gas Source Covered

Both engine and boiler exhaust gas can be processed.

% Sulphur Fuel for 0.1% Equivalent

Max 3.5% sulphur

% Particulate Removal 85%

Real-Time Feedback Yes.

Power Requirements Less than 0.5% of total engine power.

Maintenance Requirements

No special requirements. The system is very low maintenance as there are no moving parts in the open tower, no filters in the closed-loop system.

Footprint According to the company, the scrubber is currently the most compact scrubber system on the market.

Installation Considerations

The ship has to be in dock for the initial installation but some parts can also be done at sea. Three weeks are normally required for the installation.

Cost of Technology Between €1,000,000-2,000,000 depending on size.

Cost of Installation Between €800,000 - 1,500,000

Cost of Maintenance Between 0.5% - 1% of the scrubber per year.

Financing Options Available

No.

Approval Procedure Scheme B

Class Society Approval Yes. Approved to IMO MARPOL standards.

Technological Maturity AEC Maritime has 20 years experience on land-based scrubbers and five years on maritime scrubbers.

Market Uptake Nine ships so far have been installed with an AEC scrubber, including on Scandlines and Aggregate-Bontrup ships. Most orders have come from the ferry, bulk container and Ro-Ro sector.



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CR Marine ScrubberCR Ocean Engineering (CROE) is a technology designer and vendor with roots dating back to 1917. CROE focuses on ship exhaust pollution control system. The CR marine scrubber is highly efficient, relatively small, lightweight and uses a reduced water circulation system. Furthermore the system replaces the silencer, has an all-metallic construction and it is designed to safely run dry without the complication of an exhaust bypass.

CR Ocean Engineering’s scrubber retains the distinct advantage of installation at sea to minimise downtime. The scrubber also offers real-time feedback, providing the ship owner or operator with the option to adjust the scrubber for flexible use. Furthermore, CR Ocean Engineering boast over 60 years of experience which has been channelled into the development of this technology to provide an efficient SOx removal rate of more than 97.14%.

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CR OCEAN ENGINEERING LLC



www.croceanx.com

Scrubber Type Wet scrubber (open, closed and hybrid).


Both engine and boiler exhaust gas can be processed. Single engine and multi-streaming configuration is available.


3.5%

% Particulate Removal >80%

% CO2 Removal Purposely operated to minimise CO2 reduction to avoid potential carbonate build-up in piping and pumps.

Real-Time Feedback Yes. The system is provided with continuous emission monitoring for both the air emissions and the water discharge. The operator can see at any time how the system is operating.

Power Requirements Low electrical requirement due to the lower water amounts being pumped.


The metallic construction of the scrubber extends its lifetime. The no-bypass system reduces complexity and increases the reliability of the unit.

Footprint Retains a low footprint. The no-bypass reduces the amount of space required compared to a complex system of bypass ducting, valves and controls.


Although docking is preferred for simplicity and cost, the system can be installed at sea.Typical shipyard installation time is 1-2 weeks.

Blue PMS 660Black

60% black

Cost of Technology Very competitively priced.

Cost of Installation Fitting in funnels to reduce cost of installation.

Cost of Maintenance Minimal.

Financing Options Available Financing can be obtained through a third party partner that CROE could bring to the table.

Class Society Approval ABS, DNV and Lloyd’s Register.

Technological Maturity More than 50 years of operation on land.

Market Uptake Two closed-loop systems are being installed on a bulk carrier in North America and three open-loop systems on two Ro-Ro ships in Europe. Marine installations include bulk carriers, Ro-Ro and Ro-Pax. Other recent selections include cruise ships and ferries.



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SAVEBLUE WET SCRUBBER The SaveBlue wet scrubber has been hailed the “World’s Smallest Scrubber”, cleaning SOx and PM from exhaust gas emissions to comply with the most stringent environmental regulations. The wet scrubber permits ships to burn C grade bunker fuel in ECAs while complying with the recent 0.1% permitted sulphur content. The scrubber unit incorporates a laser gas analyser which continuously measures and analyses SO2 and CO2 concentrations at exhaust port. The scrubber unit contains an electrostatic precipitator to remove PM from the exhaust gases while a sophisticated wastewater treatment system separates the sludge from the washwater for disposal.

FUJI ELECTRIC



Technological Maturity The open-loop mode has been available from October 2014 while the closed-loop mode will be available from August 2015.

Market Uptake The system is new to the market and so figures on orders are unknown at the current time. Due to the small size and its ease of applicability it is expected that the scrubber will spark particular interest among owners of smaller ships.

www.fujielectric.com/products/saveblue/

Scrubber Type Both. The closed-loop mode will be available from August 2015.


3.5%


The exhaust gas analyser enables fast response times and improved maintenance cycles.

Footprint The wet scrubber measures approximately 3.14m3 for a 10MW engine.


Usually at dock although some components can be modified at sea.

Between 3 and 6 weeks are required for scrubber installation but this can vary according to ship type.

Cost of Technology The exact cost of the technology is unknown, however, a ROI of three years is given by the company.

Fuji Electric’s SaveBlue wet scrubber achieves a 50% size reduction compared to conventional scrubbers on the market today, enabling relatively easy retrofit to ships where space is restricted. Furthermore, the scrubber incorporates a laser gas analyser which continually monitors SOx and CO2 emissions at sea and at port with immediate feedback to facilitate rapid response times and improved maintenance cycles for operational efficiency. Based on 7,500 hours of operation in an ECA and a US $250 fuel price differential, Fuji Electric claim a return on investment can be achieved in 3 years or less. a mohtf

marine | energy | environment

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Wärtsilä Exhaust gas cleaning scrubbersWärtsilä provide wet scrubbers in open- and closed-loop and a hybrid configuration. Venturi & Inline scrubber types are available for all three modules. The open-loop scrubber is based on the technology used in Hamworthy’s inert gas system for more than 50 years. All systems comply with IMO SOx requirements both in and out of ECAs.

WÄRTSILÄ



The Wärtsilä scrubber is one of the most widely installed across the industry, having proven significant emission reductions across a wide number of ships. In the hybrid module, a fan can be installed on the cold side to reduce backpressure if needed. Wärtsilä offer customised designs based on individual requirements and ship operating profiles for maximum flexibility and efficiency.

www.wartsila.com


Scrubber Type Wet scrubber. Both closed- and open-loop as well as a hybrid system.


Both engine and boiler exhaust gas, with safety measures.


3.5 (with venturi) & 2.5 (open-loop inline)

% Particulate Removal Up to 90%

Real-Time Feedback Yes, all systems are installed with continuous emission monitoring both for exhaust gas and water.

Power Requirements Open-loop: ~1.5% of engine powerClosed-loop: ~0.5% of engine power


Regular inspections of spray nozzles, pumps and other equipment. Calibration of measuring equipment is required.

Footprint Depending on engine sizes, type of scrubber (inline or venturi) and preferred system size (single or multiple inlet scrubbers).


For the scrubber installation, some docking is always required, and is planned carefully to follow the ship’s normal docking schedule. Some pre-work and final installations can be done at sea. Approximately three weeks are required for the installation.

Cost of Technology Starting from €1 million (a lot of factors affect the price).

Cost of Installation Price determined by yard, but according to Wärtsilä’s experience it is 1.5 x equipment price.

Cost of Maintenance 1% of equipment cost/year.

Financing Options Available

Yes.

Approval Procedure Scheme B

Class Society Approval According to customer needs.

Technological Maturity Fully developed system that has been installed and approved on many ships. Wärtsilä have a test hall in Moss and long experience of exhaust gas cleaning.

Market Uptake Long reference list on over 50 ships with over 100 scrubber units. References include every type of scrubber in Wärtsilä’s portfolio (venturi, inline, open-loop, closed-loop, hybrid…) and different types of ships (cruise, ferry, tanker, bulker, container and special ships). Most orders so far have come from cruise ships and ferries.

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marine scrubbers: the guide 2015

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