Page 35: of Marine News Magazine (March 2018)

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“Many owners and operators struggle to understand the installation of and dif erence between ‘scrubbers’ to meet SOx standards versus ‘SCR’ or ‘EGR’ to meet the latest NOx requirements.

Add to that discussions of converting to Liquid Natural Gas (LNG) and being ‘LNG Ready’ and the list of questions grows longer each day.”

REAL WORLD EXPERIENCE

We provide construction and repair supervision at Al- ternative Marine Technologies (AMT). In recent projects ranging from 50,000 & 25,000 deadweight product carri- ers at our Hyundai South Korea of? ce, all the way down to 185,000 barrel U.S ? ag Articulated Tugs and Barges, we have seen how these new regulations have not only created confusion in purchasing and installation but also in com- missioning and delivery trials. These experiences only add to the growing discussion.

It starts with a January 1, 2016 deadline to “lay a keel” or a keel “block” that moved your emission requirements from IMO Tier II to IMO Tier III. Working on foreign ? ag new construction post compliance date, we were inter- ested in inspecting an IMO Tier III large two stroke engine to see how compliance with the regulations could be met.

Visiting many of the major licensees, we found NO Tier

III main engines under construction. All of the engines in the test beds were IMO Tier II. Simply put, there were loopholes around the regulation and without a proven method of NOx compliance available to meet IMO Tier

III, most if not all owners contracted were willing to take advantage of that loophole. We continue to question how compliance with these emissions will be monitored until such time Class or Flag are capable of reviewing actual emissions from the stack.

Separately, and in the U.S domestic market, we watched the confusion continue in the smaller engine market of 130kW to 600kW. Manufacturers serving the workboat, tugboat, offshore and domestic barge markets provide smaller generator engines, cargo pump prime movers www.marinelink.com

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