Sulphur Abatement Globally in Maritime Shipping

Abstract

In 2016, the International Maritime Organization (IMO) decided on global regulations to reduce sulphur emissions to air from maritime shipping starting 2020. The regulation implies that ships can continue to use residual fuels with a high sulphur content, such as heavy fuel oil (HFO), if they employ scrubbers to desulphurise the exhaust gases. Alternatively, they can use fuels with less than 0.5% sulphur, such as desulphurised HFO, distillates (diesel) or liquefied natural gas (LNG). The options of lighter fuels and desulphurisation entail costs, including higher energy consumption at refineries, and the present study identifies and compares compliance options as a function of ship type and operational patterns.The results indicate distillates as an attractive option for smaller vessels, while scrubbers will be an attractive option for larger vessels. For all vessels, apart from the largest fuel consumers, residual fuels desulphurised to less than 0.5 % sulphur are also a competing abatement option. Moreover, we analyse the interaction between global SOX reductions and CO2 (and fuel consumption), and the results indicate that the higher fuel cost for distillates will motivate shippers to lower speeds, which will offset the increased CO2 emissions at the refineries. Scrubbers, in contrast, will raise speeds and CO2 emissions.

Growing Trade, But Slowing Unitized Short Sea Shipping: Analysing Finland and Germany

“…In the case of Finland, one of such routes has been very short -sea connection from Helsinki to Tallinn, and from there on with truck to Poland, Germany or somewhere else in Central and Eastern Europe. This shift has been caused by increased sea transportation costs due to sulphur regulation and higher priced maritime diesel oils (or using scrubbers, million euro investment on single ship; Lindstad et al, 2017). Third reason is the competition of major sea container hub, and therefore Finnish export containers do not end up to German sea ports, but e.g.…”

Development of an extended mean value engine model for predicting the marine two-stroke engine operation at varying settings

“…Equation (8), by estimating the BSFC relative change according to Equation (5). Since the fuel injection 9 timing also influences the scavenging receiver pressure (variation up to 6% as can be inferred from Fig.…”

“…Table 3 Percentage errors of the predicted parameters against experimental data from shop trials. Table 4 Coefficients values for Equations (3), (4) and (5). Table 5 Constants of Equation (10).…”

“…Furthermore, recently turbocharging 10 systems with two-stages have been investigated for implementation in marine engines in order to 11 simultaneously increase efficiency and reduce NO X emissions [3,4]. For reducing SO X emissions, two 12 alternative measures have been proposed and used [5]; these include either the engine operation by 13 using a low sulphur fuel or the installation of a scrubber in the engine exhaust pipe. Low sulphur heavy 14 fuel oil (LSHFO), marine gas oil (MGO) and natural gas stored in liquefied form (LNG) are the 15 alternative proposed for immediate implementation by the maritime industry stakeholders, whilst other 16 alternative fuels including methanol, ethanol and hydrogen are proposed for future usage.…”

Slow Steaming as Part of SECA Compliance Strategies among RoRo and RoPax Shipping Companies

“…In this respect, Zis, et al [7] found that the scrubber installation reduces the ship operating cost; however, the lower bunker prices delay the payback period of a scrubber investment. In addition, the findings of Jiang, et al [8] and Lindstad, et al [9] indicate that a scrubber is a better compliance option when the price spread between heavy fuel oil (HFO) and MGO is high (more than 231 Euros per ton), when the remaining lifespan of a vessel is more than 4 years, and when the vessel operates on a long-distance route with high fuel consumption.…”