April 11, 2008
No. 11/2008
STATUTORY ALERT Future control of nitrogen oxide (NOx) emissions from marine diesel
engines
APPLICABILITY All shipowners, operators and charterers, and engine manufacturers
INFORMATION Following the International Maritime Organization’s recent Marine Environment
Protection Committee meeting (MEPC 57), and subject to adoption at MEPC 58 in
October 2008, the following revised NOx emission limits have been agreed.
For ships built between January 1, 2000, and December 31, 2010 (Tier I limits):
•
•
•
17 g/kWhr when n* is less than 130 rpm
45.0 x n (-0.2) g/kWhr when n is 130 rpm or more, but less than 2,000 rpm
9.8 g/kWhr when n is 2,000 rpm or more.
These are the current MARPOL Annex VI, Regulation 13 limits.
*n = rated engine speed (crankshaft revolutions per minute)
For ships built between January 1, 2011, and December 31, 2015 (Tier II limits):
•
•
•
14.36 g/kWhr when n is less than 130 rpm
(-0.23)
g/kWhr when n is 130 rpm or more, but less than 2,000 rpm
44.0 x n
7.66 g/kWhr when n is 2,000 rpm or more.
These figures represent a reduction in NOx emissions of about 15%, and are based on
what engine manufacturers believe can be achieved through adjustments within the
engine.
For ships built after January 1, 2016 (Tier III limits):
When operating within a designated Sulphur Emission Control Area (SECA):
•
•
•
3.4 g/kWhr when n is less than 130 rpm
(-0.2)
g/kWhr when n is 130 rpm or more, but less than 2,000 rpm
9.0 x n
1.96 g/kWhr when n is 2,000 rpm or more.
When operating outside a SECA, the Tier II limits will apply.
Operation within a designated SECA will require the use of exhaust gas treatment
systems, such as selective catalytic reduction (SCR) devices.
Continued overleaf
For ships built between January 1, 1990, and December 31, 1999
(existing ships):
Marine diesel engines with a power output greater than 5,000 kW and a swept volume
per cylinder greater than 90 litres will need to comply with the current (Tier I) NOx
limits if an ‘approved method’ for the engine, which has been accepted by an
Administration, exists.
For these engines, an approach based on the development of emissions-reducing
‘kits’ by engine manufacturers (rather than on measurement of emissions and approval
of engines) is being adopted.
When incorporated into an existing engine, these kits will bring emissions below the
Tier I limits. Approval of kits will need to take into consideration the effect on engine
performance, fuel consumption and cost effectiveness.
HELP US TO HELP YOU – if you are an owner or operator and require further
assistance, please get in touch with your local Lloyd’s Register Group office at the
earliest opportunity and we will be happy to assist.
Further information
Contact: Graham Greensmith
T +44 (0)20 7423 2789
F +44 (0)20 7423 2213
E [email protected]
www.lr.org
© 2008 Lloyd’s Register
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