Features: - Tanker Operator

TECHNOLOGY - EMISSIONS
IMO global sulphur
regulations impact on
marine pumps
minimised
Stricter sulphur limits being imposed by the IMO and other worldwide national
authorities can significantly influence the operating conditions of marine fuel pumps.
In a worst-case scenario, marine diesel
fuel with low sulphur content and
viscosity levels can damage components
in fuel pumps – causing propulsive
power failure or electrical blackout on a
vessel, according to leading German pump
manufacturer Allweiler.
Under the most recent revision of Annex VI
of Marpol 73/78, IMO has adopted stricter
limits to cap the sulphur content of all marine
fuels at 0.5% worldwide from 2020. This
revision lowers current sulphur limits of 1.5%
in Emission Control Areas (ECAs) – such as
the Baltic and North Sea – to 1% in 2010 and
0.1% in 2015. Additionally, EU Directives for
2010 require ships in inland waterways and at
berths to use marine fuel with 0.1% sulphur
content.
Achieving these goals demands technically
and economically sound options, taking into
consideration all ship subsystems.
Allweiler, a Colfax business unit, fully
supports IMO and other international
initiatives to curb shipping emissions, but
advises operators to check how new fuel
parameters will affect the operating conditions
of on board pumps. Lower sulphur marine
diesel fuels exhibit lower viscosity and
lubricity levels, thus affecting the performance
of a wide range of pump brands in the marine
market.
Yuriy Vladimirov, technical superintendent
of the Russian-based Novorossiysk Shipping
Company (Novoship), believes that emerging
emissions regulations will have a big impact
on the industry.
Shipowners face stringent demands by the IMO for 0.5% sulphur content in oil fuels by 2010.
“The IMO, EU, US and Canadian
authorities are moving quickly to restrict NOx
(nitrogen oxides), SOx (sulphur oxides),
particulates and CO2 emissions in ECAs,” he
said. “We expect that maritime authorities in
other regions will do the same.”
Vladimirov explained that to reduce sulphur
emissions, shipowners must either install
exhaust scrubbers or use low-sulphur fuels,
which are more expensive and can cause
safety issues.
“Low sulphur fuels are lighter, so they tend
to leak more – creating a potential fire risk in
the engine room,” he said. “In addition, these
lighter fuels don’t lubricate as well, which
may result in long-term damage to engine,
boiler components and other equipment –
including pumps.”
Since many existing engine components are
not designed to operate with lighter fuels,
shipowners will have to install redundant
systems and separate fuel tanks for heavy,
diesel, and light fuels, which will allow them
to switch to different fuel types when
necessary. While there has been a lot of
industry focus on boilers recently, pumps –
which are especially critical to merchant ship
operation – remain an issue of concern.
“If pumps cannot reliably operate with
lighter fuels, shipowners face significant safety
and environmental risks,” said Vladimirov.
“Through intensive checking, upgrades and
replacements, Novoship has made all
adjustments to guarantee the life cycle and
functionality of pumps, regardless of the liquid
handled and the substances it contains.”
Novoship recognised market initiatives to
manage risks associated with harmful
emissions. For example, DNV has developed
a class notation to manage emissions issues
November/December 2009 TANKEROperator 37