The document discusses emissions to air from ships and strategies for reducing air pollution beyond regulatory compliance. It outlines various air pollutants emitted from ships, such as nitrogen oxides (NOx) and sulfur oxides (SOx), and regulations from the International Maritime Organization (IMO) to limit these emissions. Methods for reducing ship emissions are discussed, including using low-sulfur fuel, exhaust gas cleaning systems, and operational measures like slow steaming. The document emphasizes that reducing emissions requires approaches throughout the combustion process, from fuel preparation to exhaust cleaning.

1. Emission to air from ship -
Towards best practice for beyond
compliance operations and
management for ships
By
Sulaiman Olanrewaju, Oladokun
PhD Researcher ( Marine Technology)

2. Specific Objectives
To discuss :
• The links between air emission,
efficiency, energy conservation and
climate problem
• The source of air pollution from ships
• Air emission regulation regime
• Mitigation option for prevention and
control
• Quantification and assessment
• Environmental Technology- Existing ship
and new - built

3. Presentation Navigation
• Introduction
• Energy, efficiency and environment
• Environmental issues in ship operations
• Regulation built – up
• Ships emission to air and issues of global warming
• Energy and fuel quality
• Good practice towards beyond compliance
• Alternative energy and technology
• Environmental technology
• The future of energy and ship

4. "It does not matter where on Earth you live,
everyone is utterly dependent on the existence of
that lovely, living saltwater soup. There’s plenty
of water in the universe without life, but nowhere
is there life without water. The living ocean drives
planetary chemistry, governs climate and
weather, and otherwise provides the cornerstone
of the life-support system for all creatures on our
planet, from deep-sea starfish to desert
sagebrush. That’s why the ocean matters. If the
sea is sick, we’ll feel it. If it dies, we die. Our
future and the state of the oceans are one."
• Sea Change A Message of the Oceans
• Sylvia Earle, 1995.

5. Introduction
Man, Environment and Technology
• Man
• Biosphere- Water, Air and Soil
• The techno sphere - The ship, The
port

6. Introduction
• Combustion -----> pollution control --->
energy conservation
• Combustion = Generation of electricity +
release of chemical
• Emission from combustion impacts:
Generation of fossil fuel scarcity , Photo
chemical smog, Oil dependent world.
Aggressive quest for alternative
energ,International and local registration
build-up
• Reassessment and revolution work on:
• plan to reduce emission of existing and new
engine
• Challenge of matching energy efficiency at
minimum emission of pollution
• Control of emission is linked to traditional
factors of reliability, fuel economy, per shaft

7. Fuel efficiency linked to pollution
• Maximizing overall energy efficiency-temperature,
electrical thermodynamic, and mechanical
• A well insulated boiler system can achieve combustion
efficiency close to 100% and thermal efficiency of the
order of 90%
• Heat loss by high temperature exhaust gas and in
coolant systems reduce the thermal efficiency
• For electrical energy, 70 percent of the primary energy
is lost in the power generation & transmission stage
• Thermal efficiency is improved by: insulation , recycling
of gaseous effluents, rate of heat transfer in combustion
chamber and liquid coolants
• Designer of combustion chamber -> to achieve high
combustion efficiency - unburnt fuel is considered to be
a pollutants
• Double incentive - complete combustion efficiency and
reduce emission

8. Fuel efficiency linked to pollution
• A good combustion require high temperature, a resident time
sufficient long, present of oxidizer
• Heat transfer from flame to solid surface is composed off
conduction , convection and radiation
• Luminosity and present of solid particles can lead to
significance change in ratio of radioactive to convective heat
transfer
• Problem associated with achieving maximum efficiency are
linked to pollution control
• Complete oxidation and burning of fuel ->increase
combustion efficiency and reduce pollution
• However oxide of nitrogen have presented major problems
due to contradictory requirement of pollutant formation and
combustion efficiency
• Formation of oxides of nitrogen has affinity to high
temperature
• Oxide of nitrogen ->difficult to treat as a pollutant - >
restriction vital before formation
• Sulfur control require removal of sulfur before burning or
extraction from effluent

9. Issue of Today
• Worldwide focus of fuel-> Exhaust gas
emission law by IMO and introduction of
local rules
• Emission limits driving evolution to
development and adaptation to new
technology
• Solution anticipated to maintenance of ship
life cycle at average of 25 years
• Focus is currently more on, NOx and SOx –
HC, Cox and particulate will soon join
• Consideration involve not only fuel use and
design but also OPERATIONAL ISSUE

12. Main Threat
• Freshwater supply and quality – surface & groundwater
• Risk and threats to human health -> collapse of
ecosystem health
• Pollution of the lower atmosphere -> combustion of
fossil fuels and biomass burning
• Land/marine interaction & transboundary issues (
eutrophication)
• Environmental flashpoints/security
• Nuclear waste issues
• Long-term and inter-annual climate change
• Habitat loss and forest fragmentation
• Endangered species, link to food security & economic
impacts
• Sanitation and waste due to crosscutting urbanization
• Chemical and toxic substances – Quality of life
• Critical environmental zones

13. General Impacts
• The alteration and destruction of habitats
and ecosystems
• The effects of sewage on human health
• Widespread and increasing Eutrophication
• The decline of living resources Sediments
• The impacts of Climate Change Rising sea

14. Impact Categories
High Probability and High-Impact Events:
• Landbased resources degradation
• Marine Resource degradation
• Damages due to disasters
• Environmental damages:
-Loss of biodiversity
-Depletion of natural resource bases
-Increased greenhouse gas emissions
Low probability and slow impact events:
• Global climate change
• Stratospheric ozone depletion
• Persistent organic pollutants

15. Global Climate Change Impacts
Stratospheric ozone depletion:
- Loss of biodiversity
- Freshwater degradation
- Desertification and land degradation
- Deforestation and the unsustainable use of forests
- Marine environment and resource degradation

19. Pollution from Ships
Release:
• Water pollution
• Air emission
• Persistent organism
• Accidental - Grounding ,Stranding, Loss of oil,
Hazardous cargo, Noxious liquid, collision with
marine mammals
• Operation - Oil spill, Cargo and Bunker fuel, Emission
( Sox, Nox, CFC & VoC) Antifouling toxins ,Ballast
water discharges, Noise, Waste disposal at sea,
Dredging @dispersal of soil
-Intentional
-Unintentional

20. Flow Process of typical exhaust gas Composition
•Emission is
inherent
consequence of
powered shipping
•Fuel oil burning as
main source
•Continuous
combustion
machineries -
boilers, gas turbines
and incinerators

21. Global Warming Potentials by
Emission Sources
12000
Cox
10000
NOx
8000
CHX
6000
HFC-134a
4000
HFC-227e a
2000 HFC-c-23a
0 CF
GWP (100 Ye ar ITH)

22. Emission Source and Current Reduction Methods

23. UN Agencies Get Serious
• Galvanize the scientific community:
- set up panel's /collaborating scientists and
technical bodies
- use existing scientific bodies and research
centers
- use global observation systems
• Tap on informal sources of information related
to early warning
• Dealing with problem of sharing sensitive data
among countries
• Human capacity
• Rapid spread of Internet as a tool for
information compilation, discussion, and
dissemination

24. Regulation Build-Up
• UN Agencies
• Local agencies
UN Agencies Regulation Cluster
•(Oil Spills Protocol) - Protocol Concerning
Specially Protected Areas and Wildlife (SPAW
Protocol)
•Protocol Concerning Pollution from Land-based
Sources and Activities (LBS Protocol)
•Agenda 21

25. IMO Get Serious – New Strategies
• To address greenhouse gas emissions from
ships- Adoption of control and prevention
measures in 2003;
• To address problems associated with the
transfer of harmful aquatic organisms in ships'
ballast water – adoption of final text of IMO
Diplomatic Conference in 2004;
• To support the International Convention on the
Control of Harmful Anti-fouling Systems in
Ships 2001; and
• To address the ongoing implementation of the
International Convention on Oil Pollution
Preparedness, Response and Co-operation
1990.

26. LEGAL INSTRUMENTS AND REGULATION CLUSTER -
IMO
• International convention for the prevention of pollution from ships (MARPOL)
1973
• It covers accidental and operational oil pollution as well as pollution by
chemicals, goods in packaged form, sewage, garbage and air pollution
• It was modified by the protocol in 1978 relating to (MARPOL 73/78)
MARPOL cover:
• Annex I- Oil
• Annex II- Noxious liquid chemicals
• Annex III- Harmful Goods (package)
• Annex IV- Sewage
• Annex V – Ballast water
• Annex VI- emission and air pollution (Sox, Nox and green house gas,
emission of ozone depletion gas (ODG))

27. IMO
New annex to MARPOL focus :
• Control and management of Ballast water to minimize
transfer of harmful foreign species
• Global prohibition of TBT in antifouling Coating - phase
out scheduled for 2008
• International convention on oil pollution, Response and
cooperation (OPRC) - 1990
• Policy to combating major incidents or threats , control
to prevent, mitigates or eliminates danger of marine
pollution through port to its coastline from a maritime
casualty
• Annex protocol under this convention (HNS Protocol)
covers marine pollution by hazardous and noxious
substances (HNS)
• Air emission from ships

28. MARPOL Annex VI Convention
• Technical code for prevention of air emissions
from ships
• Diesel engine test
• Survey
• Certification of compliance (IAPPC)
• NOx compliance limit -30% reduction
• Review of 5 years interval
• Restriction on use of fluorocarbons on board
• Carbon dioxide emission from ship
• Fuel quality
• SOx Emission Control Areas (SECA)

29. NOx
Requirement for control of emission from ship
• n<130 rpm 17 g/kwh
• N>2000 rpm 45n ^0.2) g/kwh
• N>200 rpm 9.8 g/kwh
Other requirement and standards :
• NOx depends on : Fuel efficiency, Large bore, Low speed
• Fuel grade - ISO 8217
• Emission test - ISO 8178
• One common limits for all engine - International
harmonization of regulation and equipment standards

30. IMO Nox Compliance Line

31. IMO NOx Compliance Line
• Minimizing the NOx emissions from diesel engines is
a pressing international problem
• The above graph shows the international regulation
standards adopted by the IMO in September 1997
• In response to this, engine manufacturers are
exploring all means of reducing NOx emissions
• Low-NOx type marine diesel engine for new series
engines use the following methods to reduce NOx
emissions:
*NOx is generated when combustion gas is held at high
temperature.
To reduce NOx generation, the following steps are
required:
1. Lower the combustion temperature.
2. Shorten the combustion time.
• Improvements aimed at NOx reduction are:
1. Delay of fuel injection time
2. Use of SCR

32. SOx Emission Control Areas (SECA)
• Annex VI to MARPOL 73/78 limits the sulphur
content of MFO to 1.5% per mass and will apply in
designated SECAs.
• The first SECA is the Baltic Sea ->enters into force on
19 May 2006.
• The North Sea Area and the English Channel SECA
will enter into force 22 November 2007.
• The geographical boundaries for these two SECAs
are defined in MARPOL 73/78
• EU directive 2005/33/EC, requires ships to burn fuel
oil with less than 1.5% sulphur in the North Sea
SECA from 11 August 2007.)
• New SECAs are expected to be adopted in the future
based on certain criteria and procedures for
designation of SECAs
• MARPOL Annex VI, Regulation 14 (4b) gives the
option of using an exhaust gas cleaning system
(EGCS) which reduces the total SOX emissions to 6.0
g/kWh.

33. Baltic Sea SECA

34. Current Reduction Potentials

35. Emission Release from Prime Movers
6
5
4 NOx
3 SOx
2 CO
CO2/100
1
0
GTE DFD SSD
SOURCE : Prof. Frankel- MIT

36. COx contents for Different Plants and Fuel

37. Emission of Particulates as a Function of Fuel
Sulphur Content
A large part of the difference between HFO and DO is related to
the sulphur, which together with water forms particulates

38. Mitigation
• Shipboard and waste emission outline –
• Treatment and Elimination - Pollution Prevention
(P2) or Pollution Control-this is backbone of the
thrust in achieving clean ship.
• The basic P2 principles follow:
• Pollution Prevention Use fewer environmentally
harmful substances and generate less waste on
board.
Pollution Control: Increase treatment, processing, or
destruction of wastes on board.
-Eliminating the use of environmentally harmful
chemicals, such as ozone-depleting substance
(ODSs), toxic anti-foulant hull coatings, and other
hazardous materials, may be the best approach for
some potential problems.
• Emission can only be subject to reduction at best
rather than elimination
• Other pollution are subjects to zero discharge or use
of minimum possible given current technology

40. Emission Reduction Potentials
• Recent studies revealed that exhaust emission from ship is
responsible for :
- 14% of the worldwide NOx emission
- 8% of world SOx
• Emissions from ocean-going are forecast to increase
- 9% to 13% by 2010
- 20% to 29% by 2020
• Bulk carrier, container and tanker vessels are the three largest
contributors.
• Low exhaust emission diesel engine could achieves a 25% reduction
in air emissions
• The IMO, NOx emission limit will reduce the average NOx emission
factors for ocean-going vessels by:
- 4.1% for main engines
- 8.3% for auxiliary engines

41. General Mitigation Techniques
Primary measures:
• Use of low sulfur fuel – ( less than 6g/kwh)
Secondary measures:
• Exhaust gas cleaning system or technology
** Sox for ECA (Emission Control Area) & Fuel change over
There are 3 ways by which pollution can be controlled
• Cleaning fuel prior to combustion (fuel preparation
such as fractionation , catalytic cracking ,
desulphurization )
• Reducing the production of pollutants during
combustion ( state combustion, exhaust gas
recirculation and reduced temperature level )
• Cleaning exhaust gas
**(All these methods attracts major design
modification that heat economic of energy balance

42. Existing Emission Mitigation Methods
• Nitrogen reduction -> through choice of
propulsion system
• Sulfur reduction ->in bunker fuel
• On board Catalytic system -> like :
-Converter
-water injection
-Emulsion
• Operationally -> through :
-speed reduction
-Use of shore power connection

43. NOx Reduction Options
For existing engines:
• Use of NOx injectors
• Retarding injection timing
• Temperature control of the charge air
• Exhaust Gas Recirculation (EGR)
• Fuel / water emulsion
• Water injection
• Humid Air Motor (HAM) Technique- addition of wet steam
to the engine
• Selective Catalytic Reduction (SCR)
For new engines:
Engine certification
- Pre-certification,
- Technical file clarification on engine family and group,
- Final certification

44. Operational Measures
-Relifiquation plants for LNG/LPG carriers-> Reduction
of NOx, Sox, + cost saving through boiled off gas
reuse
-Speed reduction at ashore proximity->~ 10-20%
-Alfa Lubricator system - Reduction in cylinder oil
consumption-> reduction in particulate emission
-Electronic control engine -> Programmed fuel injection
and exhaust valve->Emission reduction
-Turbo generator plant –> Use of high efficiency air
flow for power take off –> reduce fuel + reduction of
emission
-System integration ->Humid air Motor (HAM)- engine
intake air operating with water + Exhaust gas
recirculation (EGR) ~50% reduction
- HFO sulfur content - Need for oil company to change
their equipment for low sulfur oil production-> ship-
owner will face high cost
- Additive solution has been expensive so far
- Dual fuel option for low sulphuR restricted areas(
1.5-4.5)– need for additional tanks and

45. Mitigation for Existing Ships

46. Slide Valve Option
•The content of
hydrocarbons in the
exhaust gas from large
diesel engines depends
on the type of fuel, the
engine adjustment and
design.
•sac volume is the void
space in the fuel valve
downstream of the
closing face
•Reduced sac volume in
the fuel valves has
greatly reduced HC
emissions.

47. Slide Valve Option

48. Alfa Lubricator System

49. Alfa Lubricator System
• A high-pressure electronically controlled lubricator that
injects the cylinder lube oil into the cylinder at the
exact position and time -> optimal effect is not always
possible with the conventional lubricators
• A parallel line is followed by the SIP (Swirl Injection
Principle) lubricator, where the oil is injected prior to
piston passage, thereby having the oil distributed by
the air swirl.
• Use for marine engines and engines for power
generation purposes, very low feed rates have been
demonstrated, with oil consumption down to 0.5
g/bhph.
• By applying low oil dosage -> emission is lowered +
less cylinder oil is wasted in the engine- where it could
end up in the system oil, resulting in increased TBN and
viscosity.

50. Particulate Emission - Function of Potential
Lub. Oil Consumption

51. PM Measure
•The picture of the
filters used for dilution
tunnel PM
measurements taken
before and after the
scrubber at 75% load
and 15% recirculation.

52. Scavenge Air Factor
•NOx reduction by
means of SCR can
only take place in
the mentioned
temperature
window
•Because if the
temperature is too
high, NH3 will burn
rather than react
with the NO/NO2.
• At too low a
temperature, the
reaction rate would
be too low, and
•condensation of
ammonium
sulphates would
destroy the catalyst

53. SCR Installation Block Diagram
•To reduce the NOx level by
up to 98%, it is necessary to
make use of the SCR
(Selective Catalytic
Reduction) technique.
•With this method, the
exhaust gas is mixed with
ammonia NH3 or UREA (as
NH3 carrier) before passing
through a layer of a special
catalyst at a temperature
between 300 and 400C,
whereby NOx is reduced to
N2 and H2O.
•The reactions are, in
principle, the following:
•4NO + 4NH3 + O2 → 4N2 +
6H2O
•6NO2 + 8NH3 → 7N2 +

54. SCR System Layout
The amount of
NH3 injected into
the exhaust gas is
controlled by a
process computer
dosing the NH3 in
proportion to the
NOx produced by
the engine as a
function of the
engine load.

55. SCR Performance Reference List

56. SCR Electronic System
•The flexibility of the
electronically controlled
engine can improve the
emission control and
operation of NOX reduction
by means of water emulsion
•When operating with an
SCR catalyst, it is difficult to
maintain the engine
dynamics and the
turbocharger stability at
transient engine loads.
•With the electronically
controlled engine, a faster
load-up by early exhaust
valve opening and late
injection timing is possible
•Also, modulated exhaust
valve timing stabilizes the
turbocharger.

57. SCR Configuration

58. Exhaust Gas Recovery (EGR)
•EGR system has two
water injection stages,
with a simple water
separator unit after both.
•The first water injection
stage involves
humidification with salt
water in order to ensure
that there is no
freshwater consumption
in the second freshwater
injection stage.
•The outlet temperature
of the first stage is
approximately 100oC.
•This stage has a single
multi-nozzle injector.

59. EGR with Water Treatment
•This system is
connected to the exhaust
system in the same way
as the simple EGR system
•But the EGR line is
routed to a .bubble-bath.
scrubber from the which
cleans and cools the
exhaust gas.
•The water loop in the
scrubber system is
cooled and monitored in
a Water Treatment Skid
with a filter and settling
system, cleaning the
used sea water.

60. EGR and HAM System
•The NOx production only
takes place at very high
temperatures (2,200°K and
above), and it increases
exponentially with the
temperature.
•The EGR method is based
on a reduction of the
oxygen content in the
cylinder charge, and the
HAM method is partly
based on reducing the
oxygen content of the
cylinder charge and
partly on increasing the
heat capacity of the
cylinder charge by the
addition of water vapor

61. Typical Pressurized Fuel Oil System with
Homogenizer

62. Humid Air Motor (HAM)
•The addition of water to the HFO by homogenisation increases
the viscosity
•To keep the viscosity at the engine inlet at 10-15 cSt, max. 20
cSt, It is necessary to raise the temperature to more than the
150oC which is standard today (max. 170oC at 50% water)
raise the fuel oil loop

63. NOx Reduction from Emulsification
•10% NOx reduction for each 10% water added
•The water amounts refer to the injected amount
of fuel oil

64. EGR
•At increased
recirculation
amounts, the HC
and PM emissions
are reduced
corresponding to
the reduction of
the exhaust gas
flow from the
engine.

65. Annual Operating Cost for LNG Carrier

66. Case Study – Retrofit Installation of SCR
Norwegian owned LPG-carrier Navion Dania, equipped with
a 6S35MC main engine.

67. Emission Assessment Quantification
• Emissions calculation- using emission factors
and activity data by mode of operation:
• Emissions = Σ[(P x LF x EF)Main+ (P x LF x EF
)Auxiliary] Modex TMode
• P = registered main or auxiliary engine power,
kW;
• LF = load factor relative to registered power;
• EF = emission factor by mode, g/kWh;
• Tmode= time in mode, hours.

68. Emission Factors
• NOx- 12-
17g/kwh
• CO- 1.6g/kwh
• HC-0.5g/kwh
• Cox-660g/kwh
• Sox- 4.2g/kwh

69. Environmental Risk
•Since options are many and money
will be involve, it is better to use IMO
FSA HAZOP method for various
decision on alternatives.
•RISK = Hazard (Toxicity) x
Exposure (an
•estimate on probability that certain
toxicity will be realized)
For example:
•􀁺 Use of X rays has a high AQ (High
benefit, low risk)
•􀁺 Use of Thalidomide has a small AQ
(Small benefit,high risk)
•􀁺 Nuclear war has a very small AQ
(No benefit,very high risk)

70. Risk Management
• Risk management is the evaluation of
• alternative risk reduction measures and the
implementation of those that appear cost
effective
• It must be remember that :
• Zero discharge = zero risk, but
-the challenge is to bring the risk to
acceptable level
-at the same time, derive the max. benefit

71. Cost Benefit Analysis (CBA)
Cost Benefit Analysis:
Maximizing BOTH -> economic return +environmental return +
environmental protection

72. Energy Source and Fuel Quality
• The quests for an efficient fuel friendly to the
environment have been recognized in maritime
industry for a long time in maritime industry.
• Improvements of gasoline and diesel by
chemical reformulation that can lead to
decrease in ozone-forming pollutants and
carbon monoxide emissions
• Inconvenience posed by these reformulation
chemicals are performance problems:
-cold-start ability
-smooth operation
-avoidance of vapor lock
are disadvantages of using reformulated fuels.
• Global trend in de-Carbonization of the energy
system follow the following path: COAL > OIL>
NATURAL GAS > HYDROGEN

73. Potential of Natural Gas
• The drive towards environmentally friendlier
fuels points next at Natural Gas (NG)
• The infrastructures to support that trend are
being pre-positioned by corporate
mechanisms and governmental bodies
worldwide.
• NG is cheap and its reserve is plentiful.
• Natural Gas as fuel is becoming more and
more established in Urban Transport and
Power Generation sectors.
• Its use will also take aggressive approach
for all coastal vessel including ferries due
new regulations.
• Internationally its operational record and
GHG gas score is rated as GOOD.

74. Impact of Using New Fuel
• That technology will transfer
sympathetically to the marine industry via
availability of engines, systems and
technical assistance.
• Marine craft operation in inland water
operation as well as deep sea will require
fuel supplied in bulk rendering the NG
distribution viable
• The use of an alternative fuel for vessel
propulsion will leads to a design review of:
- Power plant
- associated fuel system
- propulsion train;
• + Effectively reshaping areas such as
Machinery Arrangement, Hull Form,
Compartment, Cargo Deck, Payloads,
Superstructure, Interior Layouts, Escape &

75. Environmental Technology For
Emission Reduction
• Alternative energy
• Alternative fuel and dual fuel engines
• Infusion of water mist with fuel and
subsequent gas scrubbing units for slow
speed engines
• Additional firing chamber
• Potential for gas turbine complex cycle
• Potential for turbocharger diesel engine
• Compound cycle with : gasified fuel,
external compressor, combustion with pure
oxygen
• Exhaust after treatment for medium speed
engines

76. Combine Cycle Engine

77. Combined Cycle

78. Round trip emission for 135,000 cubic meter
LNG ship

79. Option for LNG Propulsion System

80. Option for LNG Propulsion System

81. Prime Movers and Drives

82. Comparison of Propulsion Plants
efficiency and System Size

83. Environmental Technology Update
• Lloyd performed a research on exhaust
gas emission assessment
• Roll-Royce built Allen 5000 Series engine
with electronics fuel injectors that
control NOx
• Mak engine has developed a new MDS
engine with reduction in NOX without fuel
penalty

84. Exhaust gas Monitoring Equipments
Come with new technology must be monitoring system –
some of the available monitoring systems are :
• Electrochemical cells
• Chemiluminescent analyzer
• Paramagnetic analyzer
• Analysis of optical radiation
Monitoring mode could be :
-In situ - with simultaneous data analysis
-Extractive systems- data analysis transfer to other location
for processing

85. Sustainability and Maritime
MARITIME INDUSTRY IN NEW WORLD
CHARACTERIZED BY SUSTAINABILITY
CAPACITY BUILDING , EFFICIENCY
OPTIMIZATION OF DEVELOPMENT ,
PRACTICE AND OPERATIONS THAT MEETS
THE NEEDS OF THE PRESENT GENERATION
WITHOUT COMPROMISSING THE ABILITY
OF FUTURE GENERATION TO MEET THEIR
NEED

86. Advantages of Maintaining
•
Quality
Good environmental quality is essential for sustaining
coastal and marine ecosystems20, commercial,
recreational fisheries, and economic growth in coastal
communities.
• It is also an important means of providing natural
protection against rising sea levels and storm damage.
• The health of coastal and marine ecosystems is affected
by water quality, and in turn, water quality is
dependent upon ecosystem health. If one is impaired,
the other is threatened.
• Despite their value and the programs designed to protect
them, many coastal waters are being degraded at an
alarming rate in addition to this.
** Ship that meet environmental requirement will be able
to meet requirement of “GREEN PASSPORT” concept for
ships

87. Advantages of Maintaining Quality
Other advantages are :
• Compliance with all applicable environmental laws
• and regulations;
• No significant adverse environmental impacts;
• Wastes treated or destroyed on board to the extent
practicable;
• No inappropriate dependence on shore facilities for
waste off-load and disposal;
• Minimal energy consumption;
• Minimal logistical costs for waste management; and
• Minimal use of hazardous materials.
**Reducing emission will make ship to meet future
local and international emission regulation.

88. LOCAL MARINE EMISSION RULES
• Today, only a few countries have ratified the IMO-regulations
• Countries like Sweden, Hamburg and Norway have introduced reductions in
harbour fees for ships operating on low sulphur fuel and with a low NOx
level, in order to encourage low pollution applications.
• There is potential for more local rules like these coming up, depending
effectiveness of IMO enforcement regulationEuropean Union
• The EU has adopted the IMO annex VI Marpol convention including
expanding the low-sulphur restricted area the French coast in the English
Channel, and the North Sea.
• Sweden- The Swedish authorities decided to aim at a 75% emission
reduction by the beginning of 2000. In order to reach this goal, the
authorities apply financial incentives in the form of environmentally
differentiated fairway and port due – To stimulate ship's to take measures
which would benefit the environment, such as using catalytic converters or
making other technical improvements that decrease the nitrogen oxide
emissions and promote the use of low-sulphur bunker fuel..
• Norway -The Norwegian Maritime Directorate issues guidelines on emission
limits. The limits do not apply to all ship types and are based on a
calculation of the total emission load factors from NOX, SOX, the type of fuel,
and the use of redundant machinery. The higher the emission factor, the
better the protection of the environment, and the less is to be paid in
tonnage tax by Norwegian owners and operators. This rule became effective
on 28 November 2000, and applies to ships above 1000 net register tons.

89. The future Towards Clean Ship Operation
• The development of new measuring equipment for emission control
will continue in the coming years, and especially techniques like HAM
and EGR
• The concern of local authorities will change from focusing on NOx and
SOx to include also smoke, in particular.
• The IMO Annex VI unconditional ratification for NOx IN 2003 and the
recent inclusion of SOx is sign for more environmental restriction in
future
• Local rules that encourage the use of emission cutting means, such as
SCR reactors, through harbour fee reductions will become more
dominant than today.
• SCR units are preferably installed during the construction of the
vessel, however, retrofitting is has been successfully practiced
• The challenge to ship-owners will increase as vessels are required to
have, or be prepared for, emission control equipment.
• The sulphur content in fuel will be reduced, and vessel tank systems
have to be prepared for dual fuel and dual cylinder lube oil systems.
• In some areas, the operating profile of the ship will have to be
adapted to local rules for reduced smoke emission.

90. The Future Towards Clean Ship Operation
• Land based air pollution regulation is a
foundation for future legislatures in marine
industry
• Fossil fuel is considered the single ;largest
contributor to emission Apart from Nox , others
like CO,HC, particulate matter , Cox, smoke
emission are likely to attract new regulations
• To facilitate adaptation to emission regulations,
operators, officers, engine builders, yards and
ship-owners must have view to achieving the
global target of a cleaner planet.
• The latest generation of electronically controlled
engines are an integral part of that policy.

91. • "... [M]an’s fingerprint is found everywhere in
the oceans. Chemical contamination and litter
can be observed from the poles to the tropics
and from beaches to abyssal depths...But
conditions in the marine environment vary
widely. The open sea is still relatively clean...In
contrast to the open ocean, the margins of the
sea are affected by man almost everywhere,
and encroachment on coastal areas continues
worldwide...If unchecked, this trend will lead to
global deterioration in the quality and
productivity of the marine environment."
The State of the Marine Environment, 1989;Group of Experts on the Scientific Aspects
of Marine Poll

92. Other Environmental Technology Update
• Ozone safe substances- 200-Ton Air- conditioning Plant Conversion Kit -The CG-
47and DDG-51 plants have been successfully converted to the ozone-friendly
refrigerant HFC- 236fa conversion kit has been established by NRL
• Solid waste - Solid-Waste Pulpers -The pulper (especially the large pulper) is the
machine into which you dump tremendous quantities of paper, cardboard, or
food waste. The waste mixes with seawater to form slurry, which is then
discharged overboard.
• Studies show an immediate 100,000-to-1 dilution when discharged into the wake
of a ship. Ships equipped with a pulper can dispose of their paper, cardboard,
and food waste just about anywhere and at anytime—at sea including MARPOL
areas.
• Liquid waste - OWS and Bilge water Polishers: Many bilge cleaners the Navy uses
today contain long-lasting emulsifying agents, which produce stable oil-in-water
emulsions that shipboard OWSs cannot effectively process.

94. Recent Development in Coalition Control
Work
A number of promising developments that exist today are:
• Kutsuro Kijima showed a modeling approach that
permitted analysis of passing situations that would help
set procedural standards for safe passing.
• IanDand reported on the development of models
for ship squat that have shown very good accuracy over the
years.
• Larry Daggett described the advent of dual frequency
DGPS receivers and their role in gathering full-scale ship
trial data. In addition to the excellent horizontal accuracy
of the normal DGPS receiver, these receivers provide
vertical location with an accuracy measured in
centimeters.

95. Measure for Ship Design for Safety
and Environmental Protection
IMO approved interim guidelines for estimating the
maneuverability:
• Rudder size and effectiveness,
• Ability to transit at slow forward speed,
• Propulsion and propeller characteristics,
• Number of available engine reversals,
• Adequate horsepower for control,
• Extra reserve rudder angle needed to allow for ship
crabbing from wind
• forces or moored ship suction,
• Visibility from bridge and bridge arrangement,
• Hull form squat (trim and sink age) characteristics,
• effect of bank forces on moorings and passing ships,
• Air draft, Emergency anchoring ability,
• Amount of tow line leads and line access.

96. General Best Practice for Power Plants
• General conservation practice for machineries are
:
• Fan lubrication
• Pumps lubrications
• Compressors lubrications
• Repair steam and compress air leaks
• Insulate bare steam lines
• Inspect and repair steam traps increase
condensate return
• Minimize boiler blow down
• Maintain and inspect temperature measuring
devices
• Maintain and inspect pressure measuring devices

97. Best Practice for Operation of
Machineries
• Recover energy from hot gases
• Reduce energy from hot liquid
• Reuse hot wash water
• Add effects to existing evaporators
• Use liquefied gases as refrigerants
• Recompress vapor for low pressure steam
• Generate low pressure steam from flash
operation
• Use waste heat for absorption to reduce heat
loss

98. Management Responsibility
• Maintain air- conditioner efficiency and reduce heated
and cooled space
• Maintain boiler efficiency
• Use nature ventilation whenever and wherever
possible, reduce air infiltration and seal leaks in pipes
and ducts
• Raise office temperatures in summer
• Lower office temperature in winter
• Use shading efficiently
• Close windows and other air leaks
• Do not use light necessarily
• Turn off office equipment that is not use

99. Area of Concentration for Domestic Utilities
• Cooking
• Heating
• Hot water
• Cooking
• Lighting
• New equipment application

100. Personal Responsibility
• Buy energy efficient equipments
• Use well tuned engine for gain in efficiency and
safety
• Use natural ventilation wherever it is possible
• Use natural ventilation in dwelling place
• Avoid unnecessary trips
• Do not waste food
• Do not overeat
• Make conscious effort to conduct your life in an
energy efficient basis