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S cap 0.10% (no date given so far)

scrubbers/abatement technologies allowed with the limit at 0.4 g SOx/kWh

NOX emissions


Measures on existing engines, i.e. installed onboard ships constructed between 1 January 1990 and 31 December 1999. The NOx emissions at Tier I level (i.e. as engines installed onboard ships after 1 January 2000). Application date should be at the first intermediate or renewal survey or on [1 January 2010], which one occurs later.  Compliance expected through in engine modification (MEPC 57 has to choose between two options) or abatement technologies. The two options

Option 1

applies to all (i.e. 1990 – 1999) engines

if compliance through in-engine modifications not possible, a Port State could:

require the ship to use distillate fuel; or

deny port entry

Option 2

applies to larger (1990 – 1999) engines only ([displacement of and over [30/60/90] liters] or [power output of > 5000 kW])

use of a certified ”upgrade kit”


Tier II NOx limit (emission reductions related to Tier I limits) applies to engines installed on ships constructed on and after 1 January 2011 with the limits:

15.5% reduction (engines with n<130 rpm) (i.e. 14.36 g/kWh)

reductions between 15.5% and 21.8% depending on the engine’s rpm (engines with 130 rpm < n < 2000 rpm)

21.8% reduction (engines n > 2000 rpm) (i.e. 7.66 g/kWh)


Tier III NOx limits will be  80% emission reductions from Tier I limits. It will apply ONLY to engines:

With power output of > 600 kW (a Party to Annex VI can apply the above limits to new engines of 130 kW and above)

installed on ships constructed on & after 1 January 2016

Tier III limits will be required only in Emission Control Areas (outside ECAs NOx limit at Tier II level). Emission levels for Tier III are as follows:

3.40 g/kWh (engines with n<130 rpm)

9*n(-0.2) g/kWh (engines with 130 rpm < n < 2000 rpm)

1.96 g/kWh (engines n > 2000 rpm

Fuel Quality

There are expectations for small but possible important amendments with regard to fuel quality. The fuels may be required to be ”fit for purpose” but MEPC 57 has to clarify the meaning of ”fit for purpose” from a  quality point of view. IMO might invite ISO to revise marine fuels specifications in ISO 8217. In case the future requirement for limits on SOx and PM emissions would be for a global cap (Option 1 above), MEPC 57 has to define the fuel specification. INTERTANKO has also suggested that Annex VI could include limitations of carbon resid and ash content in fuels delivered by ships in order to further reduce PM emissions. Finally, MEPC is supposed to approve a standard procedure to interpret the actual test results of the sulphur content of the MARPOL /commercial samples.


Agenda for the CTC #32Page 29 of 39

To be held in Panama City on the 09 April 2008 Issue No. 1

Our Ref.: AGO­­­­-22713­­/1000003Approved by: H.N. Snaith

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