Draft Fyp 2190328 Muhammad Sufian Bin Suhaimi

MUHAMMAD SUFIAN BIN SUHAIMI
POTENTIALITY OF VARIOUS METHODS IN MINIMIZING SULPHUR

EMISSION ONBOARD MERCHANT SHIP

BACHELOR OF MARITIME TECHNOLOGY
NATIONAL DEFENCE UNIVERSITY OF MALAYSIA

2022
2022
NDUM
UNIVERSITI PERTAHANAN NASIONAL MALAYSIA
√
SUPERVISOR’S VERIFICATION
“I hereby declare that I have read this report entitled Potentiality of

Various Methods in Minimizing Sulphur Emission Onboard Merchant
Ship and this project fulfils the requirement of scope and quality for
the award of Bachelor of Maritime Technology”
Signature : _______________________________________________
Supervisor’s Name : LT CDR Ts. MOHD AZZERI BIN MD NAIEM RMN (RTD)
Date FEBRUARY 2022

: _______________________________________________
POTENTIALITY OF VARIOUS METHODS IN MINIMIZING SULPHUR
EMISSION ONBOARD MERCHANT SHIP
This Final Year Project is to fulfil the requirement for the award of Bachelor of
Maritime Technology
Faculty of Defence Science and Technology

National Defence University of Malaysia
FEBRUARY 2022
THESIS DECLARATION
This project’s report is fulfil the partial requirement for the

award of Bachelor of Maritime Technology
STUDENT DECLARATION
“I hereby declare that the work presented herein is an original work done by
myself and has not been published or submitted elsewhere. Any literature date
or work done by others and cited within this thesis has been given due
acknowledgement and listed in the reference section.”
Signature : ______________________________________________
Author’s Name MUHAMMAD SUFIAN BIN SUHAIMI
: ______________________________________________
I/C Number 001023-02-1053
: ______________________________________________
Matric No. 2190328
: ______________________________________________
Date FEBRUARY 2022
: ______________________________________________
ii
DEDICATION
“All Praise and Powerful Only Allah the Almighty, the God of All Creation
for the Greatest Being of the Wise World, and the Great Visit of Muhammad
Sallalahu Alaihi Wasallam”
To the Beloved Family,
Suhaimi bin Khalid and Hawa binti Endu
Thank you for your sacrifice, support, encouragement, and pray for this success
and help to make this research project possible.
For the Admired Supervisors and Educators,
Lt Cdr Ts. Mohd Azzeri bin Md Naiem RMN (Rtd)
Thank you for being the most important individual in your quest to complete this
research project. The contributions in various matters is greatly appreciated.
To all my follower friends,
Your support and contribution are invaluable in this research.
iii
ACKNOWLEDGEMENT
Thanks to Allah Almighty for His permission I was able to complete this
Research Project within a set time and try my best.
First and foremost, I began my study before completing the requirements

for a Bachelor Degree in Maritime Technology, and I would like to express my
gratitude to my supervisor, Lt Cdr Ts. Mohd Azzeri bin Md Naiem RMN (Rtd),
for all of his support, instruction, and advise on this research. Furthermore, I am
grateful to all of the maritime educators who provided helpful recommendations
for refining this work.
Not to mention my family, notably Suhaimi bin Khalid and Hawa binti
Endu. It was impossible for me to conduct and complete a study endeavour at any
given moment without the blessing and support of their goals. My parents' prayers
and their encouragement for the process of my research project served to
encourage me throughout my studies.
Finally, I'd want to thank all of my friends for their feedback, thoughts,
and support with this report. Indeed, I could never fully convey my gratitude to all
of them. Thank you very much. May Allah bless you all.
iv
ABSTRACT
The aim of this research to reduce sulphur emission to follow IMO new
regulation based on their criteria by studying and compare potentiality of various
methods. Since 1st January 2020, a global sulphur limit of 0.5% is in place and it
is obviously important to all ship operators which also known as IMO 2020
Sulphur Cap. This is because SOx can actually affect asthmatics by stimulating the
nerves in the nose and throat. Other than that, SO 2 can formed acid rain when
being further oxidized with NO2 (nitrogen dioxide) to sulphric acid H 2SO4 which
is dangerous to environment and affect marine life. Sources like journal, articles
and previous research papers were utilised to perform review using Decision
Matrix Method (DMM). Based on the DMM being tabled, the discovery suggest
liquefied natural gas (LNG) with the highest point. However, the study suggest for
ship owners to choose their point of reference before choosing the best possible
method as LNG is a bit pricey in terms of cost for its use. Recommendation for
the next researcher is to learn more by focusing significantly on the issues in
Malaysia itself and whom affected by the new IMO regulation in order to come
out with one abatement method to reduce sulphur emission. Optimizing the
comparison being made by studying more on real life situation regarding to the
topic of reducing sulphur emission onboard merchant ship by getting the feedback
from shipowners or ship operators on what challenges they are being through in
order to comply.
v
ABSTRAK
Tujuan penyelidikan ini untuk mengurangkan pelepasan sulfur untuk

mematuhi peraturan baru IMO berdasarkan kriteria mereka dengan mengkaji dan
membandingkan potensi pelbagai kaedah. Sejak 1 Januari 2020, had sulfur global
0.5% sudah ada dan jelas penting bagi semua pengendali kapal yang juga dikenali
sebagai IMO Sulphur Cap 2020. Ini kerana SOx sebenarnya boleh mempengaruhi
asma dengan merangsang saraf di hidung dan tekak. Selain itu, SO 2 dapat
membentuk hujan asid ketika dioksidakan lebih lama dengan NO 2 (nitrogen
dioksida) kepada asid sulfrik H2SO4 yang berbahaya bagi alam sekitar dan
mempengaruhi hidupan laut. Sumber seperti jurnal, artikel dan penyelidikan
sebelum ini digunakan untuk melakukan tinjauan menggunakan Kaedah Matriks
Keputusan (DMM). Berdasarkan DMM yang dibentangkan, penemuan tersebut
menunjukkan gas asli cecair (LNG) dengan markah tertinggi. Walau
bagaimanapun, kajian mencadangkan kepada pemilik kapal untuk memilih faktor
rujukan mereka sebelum memilih kaedah terbaik kerana LNG agak mahal dari
segi kos penggunaannya. Saranan untuk penyelidik seterusnya adalah menelaah
lebih banyak dengan memberi tumpuan yang besar pada isu-isu di Malaysia itu
sendiri dan yang dipengaruhi oleh peraturan IMO baru untuk mengeluarkan satu
kaedah pengurangan untuk mengurangkan pelepasan sulfur. Mengoptimumkan
perbandingan yang dibuat dengan mengkaji lebih banyak mengenai situasi
kehidupan nyata mengenai topik pengurangan pelepasan sulfur di kapal dagang
dengan mendapatkan maklum balas daripada pemilik kapal atau pengendali kapal
mengenai cabaran yang mereka lalui untuk mematuhi.
vi
TABLE OF CONTENT
CHAPTER TITLE PAGES
BORANG PENGESAHAN TESIS
SUPERVISOR’S VERIFICATION
THESIS DECLARATION
STUDENT DECLARATION ii
DEDICATION iii
ACKNOWLEDGEMENT iv
ABSTRACT v
ABSTRAK vi
TABLE OF CONTENT vii
LIST OF TABLES xi
LIST OF FIGURES xii
LIST OF ABBREVIATIONS xiii
LIST OF APPENDICES xv
1 INTRODUCTION 1
1.1 Introduction 1
1.2 Problem Statement 2
1.3 Research Question 3
1.4 Research Aim 3
1.5 Research Objective 4
1.6 Research Scope 4
1.7 Research significance 5
vii
2 LITERATURE REVIEW 6
CHAPTER TITLE PAGES
2.1 Introduction 6
2.2 IMO Regulation 6
2.3 Emission Abatement Technology 8

2.3.1 Wet Exhaust Gas Cleaning System 8
2.3.2 Dry Exhaust Gas Cleaning System 17
2.4 Changing Fuels 19

2.4.1 Marine Diesel Oil 20
2.4.2 Marine Gas Oil 21
2.4.3 Liquefied Natural Gas (LNG) 23
2.5 Research Review 24
2.6 Method Being Used 29
2.7 Conclusion 29
3 METHODOLOGY 30
3.1 Introduction 30
3.2 Research Analysis Flow 31

3.2.1 Overall of Flow Chart 32
3.3 Data Collection 32

3.3.1 Secondary Data 32
3.4 Data Analysis 33

3.4.1 Decision Matrix Method 34
3.5 Criteria Selection 35

3.5.1 Sulphur Content 35
3.5.2 Capital cost 35
3.5.3 Proficiency of Discarding Junk 36
3.5.4 Linked to Human Healthcare 36
viii
CHAPTER TITLE PAGES
3.5.5 The Capacity of Desulphurisation Unit

Taken Up 36
3.5.6 Cost of The Maintenance and
Functional 36
3.5.7 Proficiency of Reducing PM 37
3.5.8 Proficiency of Reducing GHG
Emission 37
3.5.9 The Desulphurisation System
Heaviness 37
3.5.10 The Cost of Fuel 38
3.5.11 Proficiency in Reducing Sulphur 38
3.6 Weighting the criteria 38
3.7 Point system designation 39
3.8 Rating the method 40
3.9 Conclusion 40
4 RESULT AND DISCUSSION 41
4.1 Introduction 41
4.2 Emission Abatement Technologies Notion 41

4.2.1 Open Loop 42
4.2.1.8 Proficiency in Reducing GHG
Emission 43
4.2.2 Closed Loop 45
4.2.2.5 The Capacity of Desulphurisation Unit
Taken Up 46
4.2.3 Hybrid Exhaust Gas Cleaning System 48
4.2.4 Dry Exhaust Gas Cleaning System 51
4.3 Changing Fuels 54
ix
4.3.1 Marine Diesel Oil 55
CHAPTER TITLE PAGES
4.3.2 Marine Gas Oil 57

4.3.3 Liquefied Natural Gas (LNG) 60
4.4 Decision of Potentiality of Various Methods 63
4.5 Final Abatement Method 75
4.6 Chosen Abatement Method 76
4.7 Conclusion 76
5 CONCLUSION 77
5.1 Introduction 77
5.2 Concluding Remark 77
5.3 Research Contribution 78
5.4 Recommendation for Further Research 79
REFERENCES 80
APPENDIX I 85
APPENDIX II 87
APPENDIX III 94
x
LIST OF TABLES
No. of Tables Title Pages
2.1 The Progression of Sulphur Limits in and out of ECAs

(percentage sulphur content) 2
2.2 SO42- from SOx 2
2.3 NaOH (aqueous state) 2
2.4 SO42- from SOx 2
2.5 Na₂SO₄ from NaOH 2
2.6 Chemical reaction on Dry EGCS 2
2.7 Research review 2
3.1 Weights to the respective criteria 2
3.2 Methods against the criteria 2
4.1 Decision Matrix Table 2
xi
LIST OF FIGURES
No. of Figures Title Pages
2.1 Basic components system of Exhaust Gas Cleaning 2

2.2 Open Loop system of Exhaust Gas Cleaning 2
2.3 Closed Loop Exhaust Gas Cleaning system 2
2.4 Hybrid Exhaust Gas Cleaning system-open loop
operation 2
2.5 Hybrid Exhaust Gas Cleaning system-closed loop
operation 2
2.6 Dry exhaust gas cleaning system arrangement for
multiple engines 2
2.7 Flow schematic of Dry Exhaust Gas Cleaning System
that combined with SCR 2
3.1 The Overall Flow Chart FYP1 2
3.2 The Overall Flow Chart FYP2 2
3.3 Decision matrix steps 2
4.1 Percentage of The Sulphur Content 2
4.2 Percentage of The Capital Cost 2
4.3 The Proficiency of Discarding Junk 2
4.4 The Linked to Human Healthcare 2
4.5 The Capacity of Desulphurisation Unit Taken Up 2
4.6 The Cost of The Maintenance and Functional 2
4.7 The Proficiency of Reducing PM 2
4.8 The Proficiency in Reducing GHG Emission 2
4.9 The Desulphurisation System Heaviness 2
4.10 The Cost of Fuel 2
xii
4.11 The Proficiency in Reducing Sulphur 2
LIST OF ABBREVIATIONS
Ca(OH)2 Calcium hydroxide

CaSO₃ Calcium sulphite
CaSO4 Calcium sulphate
CaSO₄ 2H₂O Calcium sulphate dehydrate
DMM Decision matrix method
ECA Emission control area
EGC Exhaust Gas Cleaning
EGCS Exhaust Gas Cleaning System
FYP1 Final year project 1
FYP2 Final year project 2
GHG Green house gasses
H₂SO₃ Sulphurous acid
H2SO4 Sulphric acid
H₃O+ Hydronium
HFO Heavy fuel oil
HH Henry Hub
HSO₃ Bisulphite
HSO₄– Hydrogen sulphate
ID Induced draught
IFO Intermediate fuel oil
IMO International Maritime Organisation
LNG Liquefied Natural Gas
MARPOL The International Convention for the Prevention of Pollution
MDO Marine Diesel Oil
MGO Marine Gas Oil
xiii
MWh Megawatt per hour
Na₂SO₄ Sodium sulphate
NaHSO₃ Sodium bisulphite
NO2 Nitrogen dioxide
NOx Nitrogen Dioxide
OECD The Organisation for Economic Co-operation and
Development
pH Potential of hydrogen
PM Particulate matter
SCR Selective Catalytic Reduction
SECA Sulphur emission control area
SGMF Society for Gas as Marine Fuel
SO2 Sulphur dioxide
SO3 Sulphur trioxide
SO₃2– Sulphite
SO₄2- Sulphate
SOx Sulphur oxide
xiv
LIST OF APPENDICES
APPENDIX TITLE
I GANTT CHART
II METHODS
III RESEARCH PAPERS
xv
CHAPTER 1
INTRODUCTION
1.1 Introduction
More than 90% of international trade is handled by over 90,000 maritime

vessels throughout the world's oceans. Same goes to other type’s mode of
transportation that use fossil fuels, shipping industry produced a significant
amount of pollutant into the air. Such pollutants are like carbon dioxide, nitrogen
dioxide, particulate matter and sulphur oxide. Surprisingly sulphur emission being
hot discussed environmental perturb over a decade.
The vast majority of total anthropogenic SO 2 is come from burning of

fuels in power plant (73%) and from other activities (20%). Other sources include
high sulphur fuels for railway transport, non-road engines and ships in particular.
(Eyring, 2005) Estimating that 5-8% of global SO2 is come from the maritime
transportation. Many approximation regarding to the sulphur emission have been
recited in many previous research but unfortunately the data is aged as new
stringent regulation have been introduced. Approximately data based on The
Organisation for Economic Co-operation and Development (OECD), (Zis, 2018)
had roughly quoted 3.5% of sulphur emission.
1
Gasses released by ships may be categorised primarily in two categories
which are green-house gases (GHGs) and non-GHGs. Sulphur oxide (SO x) is
under non-GHGs category. SOx is a usual term of one chemical compound that
containing sulphur and oxygen element. Regarding to the marine transportation,
SOx being produced during the combustion of bunker fuels. It will also producing
a major chemical compound sulphur dioxide (SO 2) which has a relative mass of
64.066 g/mole. Modest level of SO2 have been found in atmosphere clearly. It is
produced during sulphur oxidation when fossil fuels are combusted which are coal
and oil. SOx has been reviewed as both local and global contaminants.
International Maritime Organisation (IMO) has introduced IMO 2020

Sulphur Cap onto the sulphur content on board ship and started since 1 st January
2020 (IMO, 2020). Before this emission control area (ECA) on certain area had
been introduced aimed to cut sulphur emission but later the new regulation have
been initiated. The matter arise related to the cutback of sulphur emission is cover
in this research.
1.2 Problem Statement
Since 1st January 2020, a global sulphur limit of 0.5% is in place and it is
obviously important to all ship operators which also known as IMO 2020 Sulphur
Cap. This regulation applies to all vessels either on international journeys,
between two or more nations or national journeys, only in the seas of a MARPOL
Annex Party.
The combination exposure of SO2 and other contaminants can increase the
morbidity and mortality rate at the same time affect pulmonary function badly.
(WHO (World Health Organization), 2005). SOx can actually affect asthmatics by
2
stimulating the nerves in the nose and throat. Other than that, SO2 can formed acid
rain when being further oxidized with NO2 (nitrogen dioxide) to sulphric acid
H2SO4 which is dangerous to environment and affect marine life.
1.3 Research Question
The research question needs to be done so that researcher can achieve the
objective and the aims. The research questions need to be study are:
a. What are the possible methods in order to comply with IMO new
regulation?
b. How the data will be analysed in order to compare the best compliant
method?
c. What condition does the method needs to fulfil in order to give guidelines
for shipowners to choose?
1.4 Research Aim
The aim of this research to reduce sulphur emission to follow IMO new
regulation based on their criteria by studying and compare potentiality of various
methods.
3
1.5 Research Objective
The potentiality of various methods in playing the role of minimizing the

sulphur emission by ships involved the main objective of this research. The main
objectives involved are:
a. To examine the different methods of reducing emissions of sulphur

b. To compare the various methods of reducing sulphur emission to comply
with IMO regulations
c. To suggest potentiality of a method for ship owners as an abatement
choice according to IMO Sulphur Cap
1.6 Research Scope
Scopes of research are:
a. Only apply to all merchant ships in the seas of Marpol Annex Party
b. Focusing on cargo carrier and oil tanker type of ship

c. The current product of exhaust gas cleaning system (scrubbers) in the
market
d. Marine Gas Oil (MGO)
e. Liquefied Natural Gas (LNG)
f. Marine Diesel Oil (MDO)
4
1.7 Research significance
The project aims to reduce the quantity of sulphur oxide now produced by
ships. However, sulphur oxide emissions from ships are not that easy to control
because most of them use heavy fuel oil as their main fuel. The expected result of
this project is thus to lower the emission of sulphur dioxide in accordance with the
new rule of IMO by any possible method. It also contributes to reducing air
pollution indirectly. This research will also allow shipowners to explore possible
solutions to meet very low regulatory restrictions. This study reviews the possible
approaches for lowering SOx emissions from ships.
5
CHAPTER 2
LITERATURE REVIEW
2.1 Introduction
The blend, assessing and recognizing pertinent of literature in certain area

is literature review. It is all about what is already known in certain area, what has
already come out, what is normally being accepted, high pointing what has been
done and how the idea has developed around the area. But indirectly it also finds
what is missing which is the research gap. Thus this is the job for researcher to
express the research gap into this research paper. (MONASH UNIVERSITY,
2020)
In this chapter, researcher will dive deeper into the progression of the
regulation amended by IMO throughout these recent years. Also this chapter will
cover the possible methods that can be chosen as one compliance option.
2.2 IMO Regulation
6
Sulphur emission control area (SECA) which is ECA introduced by IMO
to reduce sulphur emission. Northern Europe (North Sea and Baltic Sea) and
English Channel is the area in ECA. Then it added to US territories in the
Caribbean and North American Coast. After a while nitrogen dioxide also being
selected. as ECAs where emissions of nitrogen oxides are targeted.
Table 2.1The Progression of Sulphur Limits in and out of ECAs (percentage

sulphur content)
Area Years
2005 to 2010 2010 to 2012 2012 to 2015 2015 to 2020 Until 2020
Outside ECA 4.5% 4.5% 3.5% 3.5% 0.5%
Within ECA 1.5% 1% 1% 0.1% 0.1%
The activities by ships in ECA is 0.1% while outside ECA is 3.5% until
the end of 2019. Shipowners get pressured when the limit from 1% to 0.1% was
implemented in January 2015 by IMO.
Changing of fuels and retrofitting of exhaust gas cleaning system are the
existing option to comply IMO 2020 Sulphur Cap (Panasiuk & Turkina, 2015).
Currently, the most realistic technology to reduce SOx of ship exhausts gas are:
 •Marine diesel oil

 •Marine gasoil
 •Liquefied natural gas (LNG).
 •Scrubber
7
2.3 Emission Abatement Technology
Scrubber or also known as the exhaust cleaning gas system of the

retrofitting is necessary to continue using bunker fuels that exceed the sulphur
limit of 0.5% (ECA 0.1%). (Brynolf et al., 2014)
The marine exhaust gas cleaning system (commonly called scrubber) is

designed in numerous ways in removing sulphur oxides and particulates from the
exhaust emissions from ship motors and boilers. It is divided into two types which
is dry and also wet.
For the elimination of sulphur oxide and particulate matter the seawater
can either utilize by the wet system. The elimination also can be using freshwater
with chemical add-on, or in other case is both.
2.3.1 Wet Exhaust Gas Cleaning System
The most four basic components are:
 One unit of scrubber that will allow the exhaust flow from boilers or one
ore more motors, and will be mixed with either seawater or freshwater
(depends on the type of scrubber used) to eliminate sulphur oxides and
other particulates. Usually boats tend to be install at higher place as there
is only available space around the funnel area. Wet EGCS is anti-spark
and also effective silencer as it replace existing silencer in the exhaust
system. Some units can be installed bypass or run dry according to the
design.
8
 One washwater purification unit to remove pollutants before the sludge
being discharge
 A washwater treatment plant that will hold the sludge after have been
purified and cannot be mixed with a vessel’s incinerator
 A system of control and device
There are many EGC units available in practise for a single pipe and
washwater treatment system. In this method, device and control elements will also
likely be shared, so that the ship’s crew can operate and control the system from
the combined screen system, normally placed in the engine control room.
When one single EGCS unit with multi inlet that processing more than one
exhaust stream, it needs to be isolated to prevent the exhaust gas from returning to
the engines or boiler. EGC units are designed to meet all of the operating
situations which function at varying loads so that the exhaust gas passes without
impedance as this may adversely influence the operation and condition of the
combustion unit. In order to make sure of good flow, an induced draught fan (ID)
shall be installed. Due to sensitive to backpressure of boilers as clean boiler flue
gas. Exhaust gas cleaning system for wet type is usually smaller and more feasible
rather than dry type because the space will be used for freight on board merchant
ship.
9
Figure 2.1: Basic components system of Exhaust Gas Cleaning
(Source: (EGCSA Handbook 2012, 2012) )
2.3.1.1 Open Loop
The procedure of seawater to purify exhaust gas and then discharge back
into the sea is a process of open loop scrubbing. This is because the natural
seawater as composition that used to neutralise SOx.
Usually, 45m3 seawater per megawatt hour (MWh) is required to open

loop operation process, if 2.7 % sulphur fuel is used in combustion unit power
(EGCSA Handbook 2012, 2012). Open loop is less favourable than closed loop
10
exhaust gas cleaning system because the wash water will be transfer back into the
sea after have been purify causing acidic sludge to be exposed to marine live.
Figure 2.2: Open Loop system of Exhaust Gas Cleaning
The system above requires seawater to be mixed up with exhaust gas in

order to dissolve SOx. Manufacturers are using different strategies to mix, without
hindering the flow of exhaust gas, since it could lead to back pressure of engine
builder’s outside limit which can affect operation of the engine. Basically sulphur
oxides from ship exhaust gas is sulphur dioxide, SO 2 which will be further
oxidised into sulphur trioxide, SO3. Sulphur dioxide is ionises to sulphite as well
as bisulphite when dissolved in seawater in which are easily oxidised into sulphate
in the seawater that full with oxygen.
11
Table 2.2: SO42- from SOx
Sulphur Dioxide Sulphur Trioxide

SO₂ + H₂ ‘H₂SO₃’ (sulphurous acid) SO₃ + H2O → H₂SO₄ (sulphuric acid)
←→ H+ + HSO₃ (Bisulphite)
1 H₂SO₄ + H₂O → HSO₄–(hydrogen
SO₃2–(sulphite)+ O₂ → SO₄2-
2
sulphate) + H₃O+ (hydronium)
(sulphate)
HSO₃ (bisulphite) ←→ H + SO₃2– HSO₄ (hydrogen sulphate) + H₂O
(sulphite) ←→ SO₄2- (sulphate) + H₃O+
(hydronium)
Excessive H+ ions is produce by ionisation to sulphite and bisulphite which

is acidic. Initially this will be neutralized by the seawater because of its alkalinity
and bicarbonate content. The pH level being reduced to three ionisation of sulphur
dioxide to sulphite when the initial alkalinity is being used. Thus helping EGCS to
be majorly effective at discharging these little components.
The wash water flow from EGCS is optimised, so easy for sulphur dioxide
to be dissolved while the amount of alkalinity capacity is available to reduce the
emissions according to required level. Low wash water inefficient definitely result
to slow reduction SO2 neither excessive of wash water is incompetent in the
weight, component size, as well as pumping power. The designer of system also
need to consider the water temperature available for exhaust gas cleaning as low
temperature, will result to more SO2 will be dissolved.
2.3.1.2 Closed Loop
12
In order to neutralise and clean exhaust gases, freshwater added with the
sodium hydroxide as an alkaline chemical will be use. Majority of wash water is
recirculated back into the system via a process or even buffer tank, which aids in
quantity of the system and prevents any losses in alkalinity and the water level. In
a closed system, the recirculation rate is typically less than 20m3/MWh.
Washwater is bled off into treatment plant prior to release into the open sea. A
discharge rate of 0.1 to 0.3 m3/MWh is typically required for closed loop
operation (2012). When compared to open loop exhaust gas cleaning systems,
closed loop exhaust gas cleaning systems are less hazardous because the wash
water is kept and treated at the port before acidic solution being discharged.
Figure 2.3: Closed Loop Exhaust Gas Cleaning system
Using the closed loop of system exhaust gas cleaning in which requires the
addition of a chemical and the use of freshwater is the process of sulphur oxides
removal by freshwater together with the chemical addition. The majority of closed
13
loop EGCS that used caustic soda (sodium hydroxide) were typically sold as a 50
percent solution to eliminate the use of solid equipment. (EGCSA Handbook
2012, 2012)
Table 2.3: NaOH (aqueous state)
NaOH (S) + H₂O ←→ Na+ (aq) + OH– (aq) + H₂O
The open loop EGCS is also applied to closed loop exhaust EGCS, where
the first key is absorption of SO2 to the watery solution in alkaline freshwater.
This is determined by the pH of the sulphite and bisulphite forms, followed by
oxidation to sulphate.
Table 2.4: SO42- from SOx
SO₂ + H₂O ←→ “H₂SO₃” HSO₃ - (bisulphite) ←→ H + SO₃2–

sulphurous acid) (sulphite)
H₂SO₃ (sulphurous acid) ←→ H+ + 1
SO₃ (sulphite) + O₂ ←→ H + SO₃
2
HSO₃– (bisulphite)
(sulphite)
As a result, overall responses in sodium sulphate, sodium sulphite, sodium

bisulphite, and mix. A precise sulphur proportions vary according to pH and
oxidation level.
14
Table 2.5: Na₂SO₄ from NaOH
SO₂ SO₃
Na+ + OH– + SO₂ → NaHSO₃ (aq SO₃ + H₂O → H₂SO₄ (sulphuric
sodium bisulphite) acid)
2Na+ + 2OH– + SO₂ → Na₂SO₃ (aq 2NaOH + H₂SO₄ → Na₂SO₄ (aq
sodium bisulphite) + H₂O sodium sulphate) + 2H₂O
1
2Na+ 2OH– + SO₂ + O₂ → Na₂SO₄
2
(aq sodium bisulphite) + H₂OF
Availability of alkalinity allows circulation of washwater rate in a closed

loop EGCS to be approximately 20 m3/MW, in which it is less than a half rate of
open loop (EGCSA Handbook 2012, 2012). As a result, closed loop EGCS has
more advantages of reducing the power requirements in pumping, having a zero
or low release rate, as well as having a lower probability of component corrosion.
However, it must also store and handle caustic soda (sodium hydroxide), ensure
that recirculated washwater maintains its temperature via system coolers, and
consider any potential freshwater generating capacity for top-up purposes.
2.3.1.3 Hybrid Exhaust Gas Cleaning System
While hybrid EGCS is combination of closed loop scrubbers as well as

open loop scrubbers, as the mode is determined by the system design. Due to its
high alkalinity, seawater is generally used in open water, whereas addition in
chemical is required to enclosed water due to low alkalinity of the seawater in the
inlet.
15
Figure 2.4: Hybrid Exhaust Gas Cleaning system-open loop operation
Figure 2.5: Hybrid Exhaust Gas Cleaning system-closed loop operation
16
2.3.2 Dry Exhaust Gas Cleaning System
Instead of water that includes calcium sulphate (CaSO4) as the reaction

product, sufficient amount of hydrated lime that granulated (calcium hydroxide –
Ca(OH)2) will be used in medium scrubbing in dry EGCS. This usually will be
place after the turbocharge that operates temperature ranging from 240°C to
450°C as well as serves as a silencer (EGCSA Handbook 2012, 2012). Exhaust
gas cleaning unit can be installed before a ship's waste heat boiler or economiser
when reaction of the exothermic process causes zero loss of exhaust gas
temperature during the cleaning process. The greater the use of granulate if it
operates at low temperatures. The cleaning process will remove SOx as well as
particulate matter since it is designed to prevent exhaust gas flow horizontally in
order to optimise the chemical reaction.
Table 2.6: Chemical reaction on Dry EGCS
Sulphur dioxide Sulphur trioxide

SO₂ + Ca(OH)₂ → CaSO₃ (calcium SO₃ + Ca(OH)₂ + H₂O → CaSO₄
sulphite) + H₂O ·2H₂O (calcium sulphate dehydrate –
2CaSO₃ + O2 → 2CaSO₄ (calcium gypsum)
sulphate)
CaSO₄ + 2H₂O → CaSO₄ ·2H₂O
(calcium sulphate dehydrate –
gypsum)
Fresh granules are kept on top of exhaust gas cleaning unit in supply silo,
while removal control of reacted granules and any particulate matter at the bottom
ensures proper gravity feed. To ensure compliance with regulations, an
automation system with an integrated exhaust emissions monitoring system is
installed at the control cabinet.
17
The most common method in removing the spent granulate storage and
filling supply silo is with a pneumatic conveyor system. Conveying pipelines are
designed to be flexible, allowing containers and storage tanks to be placed
anywhere on board.
The residence time of exhaust gas from exhaust gas cleaning can be up to
98 percent of sulphur oxide removal, as cited for the similar installation of shore
side, and 99 percent during on board merchant ship trials. Particulate matter
accounts for up to 80% of removal.
Figure 2.6: Dry exhaust gas cleaning system arrangement for multiple engines
18
The flow shows dry Selective Catalytic Reduction (SCR) combined with
Exhaust Gas Cleaning System for the removal of NOx. In the event that the entire
system must be bypassed, the dampers allow for control of the exhaust flow.
Figure 2.7: Flow schematic of Dry Exhaust Gas Cleaning System that combined
with SCR
The dry EGCS facilitates the downstream mount of SCR System. NO x are
reduced from the emissions into nitrogen and water by SCR. Although reaction
catalysts in marine systems generally require exhaust gas temperature
to exceed 300°C in order to function optimally (EGCSA Handbook 2012, 2012).
Since there is no temperature loss during Dry Exhaust Gas Cleaning and before it
enters the SCR reactor, no need to heat the exhaust gas.
2.4 Changing Fuels
19
Other options for ship owners to comply with IMO sulphur cap is to
change bunker fuels with lower content of sulphur. Researcher will provide an
overview of recent and future bunker fuels that is suitable for ship owners to
choose.
2.4.1 Marine Diesel Oil
Marine diesel oil is the combination of heavy fuel oil (HFO) and many
types of distillates. It is also bogus distillates which make it different from diesel
on land but denser. When being stored MDO does not need to be heated like
HFO. At the refinery, MDO can be blending with dissimilar ratios or just use the
over-ready blending of bunker fuels.
MDO also known as intermediate fuel oil (IFO) because of its proportion.
But in reality it only contain a small proportion of heavy fuel oil. Contrary to
MDO, IFO being classified as heavy fuel oil because of its higher proportion of
heavy fuel oil than MDO.
DMB and RMA 10 is the example of MDO with low quantity of HFO as
claimed by ISO 8217 "Petroleum Products – Fuel (Class F). The colour of DMB
can change from light brown to black because some of its heavy fuel oil fraction
being stored. 2% of sulphur content in DMB is less being used by merchant ship
when emission control area become very stern.(Oiltanking , 2020)
On the other hand, RMA 10 is one of the types of residual fuels because
high ratio of HFO. It has same viscosity as DMB and 3.5% of sulphur content.
IFO is black in colour. ISO 8217 stated that RME, RMG and RMK are counted as
20
residual fuel oil. Thus to ensure these fuels being pumped to marine auxiliary
engine, these fuels need to be heated first.
In the market, IFO 180 and IFO 380 being sell with many divergent
sulphur content as claimed by ISO 8217 but maximally only 3.5% (Oiltanking ,
2020). Shipowners must retrofitting a scrubber onto their vessel as if they using
low sulphur types of MDO which is 1%.
MDO can be used on many different ship engines because of many variant
of sulphur content in MDO. Auxiliary power part, slow to high speed engine and
bigger auxiliary engine can use RMA 10 and DMB. Usually when ship with
bigger engine, it will use the low sulphur MDO when entering stringent area but
change to fuels with higher sulphur emission as soon as it exits the area.
MDO can be classified as low sulphur fuel oil (LSFO). IFO 180 and 380 is
the example of them as these fuel has been desulfurized to have lower sulphur
content of 1%.
2.4.2 Marine Gas Oil
Distillates is the major component of marine gas oil (MGO). Liquid from
the process of condensation in fractional distillation and crude oil that has been
evaporated is the genuine distillates. It is denser if compared to diesel and mainly
have many kinds of distillates blend. Same like MDO, MGO does not need to be
heated when storage.
21
Common heating oil have the same characteristic as MGO. That is why
when MGO is scarcity, heating oil can be substituted claimed by ISO 8217 DMA.
In order to prevent the misused of inexpensive and tax low of heating oil, MGO
needs to be pointed with Yellow Solvent dye 124. This because heating oil and
MGO is barely distinguish as they have the same see through colour.(Oiltanking ,
2020)
Commonly ship’s engine and slow to faster speed auxiliary parts using
MGO. For instance tug boats, ferry and fisherman boat. MDO can easily be
injected at 20°C as it has very low viscosity.
DMX, DMA, DMB and DMZ are the example of MGO and ISO 8217
“Petroleum Products – Fuel (class F)” rated all of them as standard grade.
(Oiltanking , 2020). But DMB cannot be classified as genuine MGO because it
has some ratio of HFO.
Sulphur content in MGO can be produced with distinct level. For instance
low sulphur type of MGO has relatively 0.1% and DMA has 1.5%. The latter will
be used by shipowners if they retrofit a scrubber. While low sulphur type of MGO
being used in ECA.
MGO emit less particulate matter and soot if compared to other

alternatives of marine fuels. Since the price of residual fuel drop and MGO being
produced with relatively low sulphur content, refineries is trying to slow down the
production of residual fuel. This is because in the upcoming years, ship’s engineer
will try to adjust with the new technology and economist expecting more MGO
will be used.
22
However due to its higher cost of using MDO and MGO, heavy fuel oil is
still being use in commercial shipping. MGO is classified as ultra-low suphur fuel
oil (ULSFO) and being chosen since Annex VI of the MARPOL Conventions in 1
January 2015 declared the limit of sulphur content of 0.1% in ECA (Oiltanking ,
2020). This is because LSFO cannot play its role anymore since its only have
content of sulphur of below than 1%.
2.4.3 Liquefied Natural Gas (LNG)
Cooling of natural gas has made liquefied natural gas (LNG). Little
amount of noble gas, ethene, propane, butane, nitrogen, ethane, CO2 (carbon
dioxide) and hydrocarbon methane is the main components of LNG. Sulphur
content in LNG has 0.004%.
The gas converted to liquid form and only takes around 1/600th of its
volume approximately at -160°C (Oiltanking , 2020). The gas is cleaned by a
complex process in a special equipment and then cooled in order to produce LNG.
Unique tanker with wrapped storage tanks and pipelines can be used to transport
LNG to respective destination. Before arrive at the respective destination, LNG
usually change to gas and will be heated at the terminals before sent by pipelines.
Pipelines of the natural gas is not connecting in the routes is the main
cause why natural gas being liquefied. This is more beneficial when it is being
sent over a long distance since it needs quarter the energy of the gas and
convoluted.
Currently, the regulations of fuelling on LNG ships is come forth by

groups and several institutes. IMO has already established the Elements of the
23
LNG Bunker Delivery Note. Other than that, Society for Gas as Marine Fuel
(SGMF) is developing other regulations including safety.
The process of liquefaction and premium for transport and fuelling as well
as the price of LNG itself is the main cost of LNG. Either oil or gas indices can
affect the total price of LNG. National Balancing Point (NBP) Index is used in gas
while Brent is usually being used in oil industry. For example, Henry Hub (HH)
Index can be connected to LNG.
Now LNG tanker using LNG as their ship’s oil. It shows that LNG has
become an option in shipping industry. Significantly, in order to reduce sulphur
emission, LNG has become an alluring option for shipowners. One ship require to
have warped storage tanks and dual fuel engine that can run both LNG and oil
based fuel in order to continue using LNG. Since there is less port giving LNG
bunkering or pipelines for LNG, it become less favourable to ship owners.
2.5 Research Review
Jiang et al., 2014 has concluded that €233 per tonne in the distinctive of
pivotal fuel prices in order to undergo fuel-switch scrubber system. (Lindstad et
al., 2017) stated that exhaust gas cleaning offer the lowest cost in order to comply.
(Schinas & Stefanakos, 2014)have considering monetary criteria in order to
choose the best compliance by taking into reflection on total fuel used and the
period spent in ECA. Contradict to the use of scrubbers, (Panasiuk & Turkina,
2015)determined that scrubber has extra advantages in investment part. The
stochastic modelling by (Abadie et al., 2017) is to survey the dissimilar in the
price of fuels and survey if scrubber has less option rather than switching of fuels.
(Brynolf et al., 2014) suggesting LNG for the new alternative of marine fuel by
24
using LCA method or switch to methanol, bioethanol and liquefied biogas (LBG).
(Moreno-Gutiérrez et al., 2015) using bottom up approach to differentiate and
examine 9 different fuels with respective emission. Furthermore (Yang et al.,
2012) use TOPSIS method to study the favourable technique for shipowners to
choose NOx and SOx reduction method.
25
Table 2.7: Research review
No Research Title Author Year Publish Method Test Result
1 Sulphur H.E. Lindstad, 2017 Analytical Secondary Data

abatement C.F. Rehn, G. calculation of fuel
Collection
globally in S. Eskeland consumption for
maritime different
shipping abatement
options.
2 The costs and L. Jiang, J. Kr 2014 Cost Benefit Secondary Data

benefits of onbak, L.P. C analysis on
Collection
sulphur hristensen scrubbers vs
reduction MGO
measures:
Sulphur
scrubbers
versus marine
gas oil
3 Selecting O. Schinas, C. 2014 Multi-criteria Secondary Data

technologies N. Stefanakos approach based on
Collection
towards analytic network
compliance process.
with
MARPOL
Annex VI:
The
perspective of
operators
4 Payback T. Zis, P. Ang 2016 Payback period Secondary Data

period for eloudis, M.G. based on NPV for
Collection
emissions Bell, H.N. Psa scrubber
abatement raftis investment as a
alternatives: function of fuel
Role of price differential.
regulation and Activity based
fuel prices fuel consumption
model.
26
5 The evaluation I. Panasiuk, L. 2015 Using Cash Flow Secondary Data
of investments Turkina Modelling to
Collection
efficiency of compare between
SOx scrubber Low Sulphur
installation Marine Gas Oil
and scrubber
6 Adapting the L.M. Abadie, 2017 Stochastic Secondary Data
shipping N. modelling and Net
Collection
sector to Goicoechea, I. Present Value
stricter Galarraga involving factors
emissions of : time at sea,
regulations: time in ECA,
Fuel switching lifetime remaining
or installing a of a vessel
scrubber?
7 Compliance S. Brynolf, M. 2014 Life cycle Secondary Data
possibilities Magnusson, E Assessment to
Collection
for the future . Fridell, K.An compare
ECA dersson methanol,
regulations bioethanol and
through the LBG
use of
abatement
technologies
or change of
fuels
8 Methodologies J. Moreno- 2015 Bottom up Secondary Data

for estimating Gutiérrez, F. methods to
Collection
shipping Calderay, N. compare 9
emissions and Saborido, M. different fuels
energy Boile, R. Rodr with the
consumption: íguez respective
a comparative Valero, V. Du emission
analysis of rán-Grados
current
methods
9 How Tomi 2019 Researcher find Secondary Data

shipowners Solakivi, Sini out which other
Collection
have adapted Laari, Tuomas abatement method
27
to sulphur Kiiski, Juuso is suitable and the
regulations – Töyli, Lauri instalment of
Evidence from Ojala scrubber.
Finnish
seaborne trade
10 How to Paul 2019 Researchers Secondary Data
decarbonise Balcombe, identify the
Collection
international James options to
shipping: Brierley, decarbonise
Options for Chester international
fuels, Lewis, Line shipping by taking
technologies Skatvedt, into consideration
and policies Jamie Speirs, of fuels,
Adam technologies and
Hawkes, Iain policies.
Staffell
11 Selection of Z. Yang, D. Z 2012 This paper Secondary Data
techniques for hang, O. Cagl develops a
Collection
reducing ayan, I. Jenkin subjective generic
shipping son, S. Bonsal methodology for
NOx and l, J. Wang, M. providing ship
SOx emissions Huang, X. Ya owners in order to
n reduce SOx and
NOx
12 Global Thuy Chu 2019 This study giving Secondary Data

impacts of Van, Jerome an overview on
Collection
recent IMO Ramireza ,Th how the recent
regulations on omas regulation have
marine fuel oil Raineya, affected refineries
refining Zoran to produce marine
processes and Ristovskib, fuels
ship emissions Richard J.
Browna
13 Determinants Kevin Lia, 2020 This paper Secondary Data
of ship Min Wu, compare the cost
Collection
operators’ Xiaohan Gu, and benefits of
options for Kum Fai current method to
compliance Yuen, Yi Xiao comply with the
with IMO new regulation. It
2020 is found that
MGO and
scrubber are 2
28
undertake options
14 Assessment of Paul Gilberta, 2018 This paper Secondary Data
full life-cycle Conor Walsh , presents a LCA
Collection
air emissions Michael with respect to six
of alternative Traut, emission
shipping fuels Uchenna contaminants:
Kesieme, local pollutants
Kayvan sulphur oxides,
Pazouki, Alan nitrogen oxides,
Murphy and particulate
matter; and
greenhouse gases
carbon dioxide,
methane, and
nitrous oxide.
15 Life cycle Levent Bilgili 2021 Using the LCA Secondary Data
comparison of method to give
Collection
marine fuels the best overview
for IMO 2020 on current option
Sulphur Cap of bunker fuels.
Even though
LSFO can reduce
the SOx emission
but it has more
effect on the
environment.
16 Selection and Ashafi’eMust 2015 Researchers Secondary Data
verification of afa, Mohd compare
collection
kenaf fibres as Fadzli Bin alternatives types
an alternative Abdollah medium of
friction friction materials
material using by using DMM
Weighted method
Decision
Matrix method
17 System Marco Gianni, 2021 Researchers Secondary Data
simulation as Vittorio comparing
Collection and
decision Bucci, different solutions
simulation
support tool in AlbertoMarin of power
ship design ò generation by
DMM method and
aid by one system
simulation
29
The dissimilarity between this research and those researches conducted by
preceding researchers is to explore the fact on the previous paper and compare by
using one method. Researcher will use one existing method to compare those
possible methods against the criteria but contradict with other researchers as they
usually pointing on how those methods been applied on board merchant ship.
2.6 Method Being Used
Based on the recent years there are many researchers that have identify
suitable measures to comply with IMO 2020 Sulphur Cap. However there were
little research on how ship owners can have the guidelines in order to choose the
suitable method and applying on their merchant ship. (Mustafa et al., 2015) has
use decision matrix method (DMM) to compare the possible options of friction
material against the criteria he chosen. Another research, (Gianni et al., 2021) also
applied DMM to undergo a study on comparison of viable solution of power plant
but with a help of system solution. Thus researcher has found a method which is
Decision Matrix Method (DMM). This method being choose as it can select any
method that being compared thoroughly against the criteria.
2.7 Conclusion
In conclusion, the selection of the most appropriate abatement option is

likely to continue to be a recurring theme in both industry decision-making and
future research, particularly given the uncertainty surrounding fuel prices in the
future and also the performance of scrubber to reduce SOx.
30
31
CHAPTER 3
METHODOLOGY
3.1 Introduction
This chapter will discuss the research methodology that will be use by the
researcher. This chapter will consist of research design for qualitative data. Other
than that research methodology will be explained in detail and also a method to
analyze data that will be collected.
Researcher also will be reviewing on how the data being collected and the
ways to achieve the aim of this study. Researcher also explaining the process of
this research based on reading and research related to the topic. Literature review,
journals and publications are the example of secondary data being used.
32
3.2 Research Analysis Flow
Problem Statement and Objectives
Scope
FYP1
Literature Review
Methodology
Data Collection
Figure 3.8: The Overall Flow Chart FYP1
Secondary Data
Data Analysis
FYP2
Discussion and Conclusion
Final Report
Figure 3.9: The Overall Flow Chart FYP2
33
3.2.1 Overall of Flow Chart
According to the flow chart there are two level of this research that will be
carried out. Final year project 1 (FYP1) comprising the researcher gathering much
information from previous research. Researcher also will identify possible method
in order to analyze data in the next FYP2.
When it comes to the FYP2 the researcher will analyze the data that will
be collected. Researcher also will come out with the best possible result and
concluding the best potential method to shipowners for guideline.
3.3 Data Collection
The gathering of data represents the method through which all the data
required for this study is acquired. Qualitative data are the major data collected by
the researcher, because this involves an actual interview, a focus group which
discusses a subject among a group of individuals to gain opinions which might be
used to further investigate and examine the literature. The latter is to be chosen by
researcher to look at published works by other authors as literature review.
Researcher will use secondary data in this project to carry out this research.
3.3.1 Secondary Data
The details gathered by the preceding researcher is the secondary data. It is

much easier to be obtained and relevant to certain types of study. In order to
undergo this study, a lot of information needs to be collected by researcher. This
34
is because there are a lot of ways or methodology by previous researchers to
examine the data that will gathered. Researcher will use the secondary data to
undergo this research as well as to examine it.
3.4 Data Analysis
After the data have been gathered, one data analysis will be carried out.
The more comprehensive when data have been surveyed. In this research,
researcher will be using secondary data to survey.
The data collected will be analysed in this research using the Decision
Matrix Method (DMM) to get a good result. This is when you have a set of
methods to be considered, and a lot of criteria need to be fulfilled in order to
choose the best one. DMM is a functional technique that helps in decision making
process. This is because it is hard to choose when there is no guideline and
unclear options. (Albany, 2017)
After the criteria have been evaluated against the methods extensively, it
will provide a comparative analysis as ingenuity and sentiment being removed
during the process. In order to make DMM to be workable, a researcher must
weighting the methods accordingly to the least or most important one. This really
help to evaluate significant to the respective methods.
Furthermore, the criteria being assess based on point system. This point
system either being at the peak or the lowest or medium after being set by the
researcher for the range of point system. Thus a decision matrix always being
used in achieving the target through precise analytical process.
35
3.4.1 Decision Matrix Method
Researcher using DMM to analyse the methods based on the criteria. But
the result obtained shall not be considered straight from the matrix. DMM is a tool
for researcher to open eyes for a wider perspective in terms of decision making.
Mustafa et al., 2015 use DMM to choose the best natural fibre as a
medium for possible source of friction. He suggested kenaf fibres as the best
medium after have been analysed the factors against the existing medium for
possible source of friction.
Researcher will rate the best method based on the point score from each
criteria. It will be multiplied to the respective weight from each method. Therefore
when planning DMM a right sequence of stages need to be assign as to achieve
the objective.
Methods and criteria identification
Weighting the criteria
Point system designation
Rating the method
Figure 3.10: Decision matrix steps
36
3.5 Criteria Selection
The first step in order to choose the best method for shipowners to comply
with IMO regulation is the selection of criterion. Previous studies will be
benchmark for researcher to select certain criteria to compare those various
methods.
Each of these criteria will be further discuss in the next subtopics with
relevant explanation and points.
3.5.1 Sulphur Content
First criteria is the sulphur content. This will indicate the composition of
certain types of methods in term of sulphur in it. Sulphur content is crucial part as
it will effect emission onboard merchant ship.
3.5.2 Capital cost
One of the most important criteria is the capital cost. This is because the
amount of budget needed to use in order to implement the sulphur controlling
methods in order to reduce the sulphur emission.
37
3.5.3 Proficiency of Discarding Junk
Next, shipowners should also look over the matter of proficiency of

discarding junk. For every type of junk formed by each possible method to reduce
SOx must be considered as it may pollute the environment.
3.5.4 Linked to Human Healthcare
Each of the possible methods will be proven in reducing SO x but

researcher also will be focusing on how those possible methods being linked to
human healthcare. Theoretically, some of the possible methods may reducing SOx
but maybe peril to human’s healthcare.
3.5.5 The Capacity of Desulphurisation Unit Taken Up
The capacity of desulphurisation unit taken up is one of the criteria that is

attentive. The more capacity of desulphurisation unit taken up the less revenue of
one ship make as less freight being transported.
3.5.6 Cost of The Maintenance and Functional
Furthermore, to continue using the method on board merchant ship, one

needs to look detail on the cost of the maintenance and functional of the vessel.
These criteria will involve the equipment and parts of the respective sulphur
controlling methods. Maintenance process will maintain and repair those
38
equipment and parts if its experience failure when operating. Other than that, the
cost to operate certain method varying to each other.
3.5.7 Proficiency of Reducing PM
PM is a type of contaminants that formed after the combustion of a fuel

onboard ship. The criterion is important as this peril contaminant is easily
absorbed into human blood circulation system that can bring heart diseases.
3.5.8 Proficiency of Reducing GHG Emission
The eighth criterion is the proficiency of reducing GHG emission. One

possible method might set up more CO2 as well as reducing sulphur emission.
This is because one of the aims of International Maritime Organization not just
about reducing SOx but also in terms of reducing GHG emission as it will affect
environment.
3.5.9 The Desulphurisation System Heaviness
Next criterion is the desulphurisation system heaviness. When there is

more weight added onto a vessel it will become slow and more time of voyage
needed to transport freight. This criterion will describe how each possible method
of the weight of the system gives effect on the ship weight.
39
3.5.10 The Cost of Fuel
Additionally, the cost of fuel for every type of possible methods must also
be focused on. This criterion is foremost for shipowners to choose best possible
method to use onboard ship.
3.5.11 Proficiency in Reducing Sulphur
One of the criteria that is dominant is the proficiency of reducing sulphur.

This is because shipowners need to choose the best possible method in terms of
efficiency to reduce SOx to comply with IMO new regulation.
3.6 Weighting the criteria
Table 3.8: Weights to the respective criteria
Criteria Sulphur Capita Proficiency Linked to The Capacity of Cost of The Proficienc Proficiency The The Proficiency
Content l Cost of Human Desulphurisation Maintenance y of of Desulphurisatio Cost in
Discarding Healthcare Unit Taken Up and Reducing Reducing n System of Reducing
Junk Functional PM GHG Heaviness Fuel Sulphur
Emission
Method
Weights 5 4 1 3 2 4 1 1 2 4 5
Based on the table 3.1, it shows that weight to the respective criteria.
Weights can be defined as the relatively significant on each criteria in order to
compare various methods. For example, giving the range from 1 to 5 where the
40
highest number indicate that how very significant one criteria can be. On the other
hand the insignificant criteria can be seen from the smallest number of the range.
3.7 Point system designation
Next step is the designing of the point system. Researcher giving a range
of point system (1,2,3,4 and 5). Like the weighting process, same procedure
appertain to the point system designation. Higher number will portray the
excellent score while the lower number will portray the inferior score. This
process will describe how well one methods fulfil the needs of one criterion.
Table 3.9: Methods against the criteria
Criteria Sulphur Capital Proficienc Linked to The Capacity of Cost of The Proficiency Proficienc The The Proficiency Total
Content Cost y of Human Desulphurisation Maintenance of y of Desulphurisation Cost in
Discarding Healthcare Unit Taken Up and Reducing Reducing System of Reducing
Emission
Method
Weights 5 4 1 3 2 4 1 1 2 4 5
Open Loop
Closed Loop
Hybrid EGCS
Dry EGCS
MDO
MGO
LNG
41
3.8 Rating the method
The last step is where the best possible method will be recognised. After
researcher have determined the point scored by each method which depends on
how good it suits respective criterion. The value (point score) then will be
multiplied to the each weights of the criteria. This will giving the total score of
each types of methods derived from the evaluation of researcher through the data
gathered. Thus one possible method will be chosen as having the highest total
score
3.9 Conclusion
Finally, based on the acknowledgment of this research the method being

used is seemed to accomplish the target and aim of this study. One thorough
analysis will be underdo when all the data have been gathered. In order to achieve
the aim the information will be examined using the method. Thus this method will
ensure if the objectives of this research is fulfil or not.
42
CHAPTER 4
RESULT AND DISCUSSION
4.1 Introduction
In this chapter facing with the procedures of evaluating the various

methods of reducing the sulphur oxide SO x emission including to choose the best
method for shipowners to comply with IMO new regulation. Thus, in order to
achieve this target, researcher must have a significant plan in order to get possible
methods. Researcher will describe how the best possible method will be chosen
based on the criteria itself. Decision Matrix Method (DMM) is the way how
researcher will execute this study in order to find best possible method for
shipowners to comply.
4.2 Emission Abatement Technologies Notion
Those emission abatement technologies have been analyzed in the next

subtopics by researcher. All of them being analyzed based on the sulphur content,
capital cost, cost of the maintenance and functional, the cost of fuel, sway on ship
safety, influence on human health, the desulphurization system heavinesss, the
43
capacity of desulphurisation unit taken up, proficiency of reducing PM,
proficiency of trash discharge and proficiency in reducing sulphur.
4.2.1 Open Loop
4.2.1.1 Sulphur Content
As the ship installing EGCS onboard, normally HFO will be used as the
main engine fuel oil. Thus, sulphur content of HFO is 3.5%.
4.2.1.2 Capital Cost
In order to run open loop EGCS, the initial cost is the modest as the
premise is straightforward. There is no intervention as the sludge going into the
sea directly after desulphurization process.
4.2.1.3 Proficiency of discarding junk
Marine life will be harmed by the process of open loop EGCS. As there is
no intervention for the sludge, it goes directly into the sea and affecting marine
life.
4.2.1.4 Linked to Human Healthcare
44
All types of EGCS have been proven in reducing SOx and significant
amount of PM. Frankly the premise is straightforward and does not link to human
healthcare.
4.2.1.5 The Capacity of Desulphurisation Unit Taken Up
Commonly EGCS will take more capacity of the ship. For open loop
EGCS the example of desulphurisation unit that taking up ship capacity are
scrubber effluent dilution pump, scrubber salt wash water monitor, oil and soot
separator, EGC residue tank, deareation unit and others.
4.2.1.6 Cost of The Maintenance and Functional
The maintenance of open loop EGCS may indeed be omitted. This is

because the impeller servicing value is literally low and marine engine does not
affect that much. Besides servicing of multiple impeller and fuel usage to run
open loop EGCS are the example of its functional cost.
4.2.1.7 Proficiency of Reducing PM
The proficiency of reducing PM is 80% by open loop EGCS. When

onboard ship had installed seawater scrubber obviously the vessel is consuming
HFO as its main engine fuel and have higher amount of impurity in it.
4.2.1.8 Proficiency in Reducing GHG Emission
45
The proficiency of reducing GHG emission by open loop scrubber is equal
to zero. Moreover, open loop scrubber which is the wet exhaust gas cleaning
system type will increase the fuel usage of a ship. As a result it will not cut CO 2
emission greatly.
4.2.1.9 The Desulphurization System Heaviness
Roughly seawater scrubber is 20% less heavier if compared to freshwater

scrubber. This is because open loop EGCS varied in terms of desulphurisation
unit and the vessel only use seawater.
4.2.1.10 The Cost of Fuel
For all types of exhaust gas cleaning system installed onboard ship, the
cost of fuel is the same as its main engine fuel is HFO. The average price of HFO
is 10.48 $/MBtu.
4.2.1.11 Proficiency in Reducing Sulphur
The proficiency of reducing sulphur by open loop scrubber is 90 to 95

percent.
46
4.2.2 Closed Loop
The sulphur content of HFO is 3.5%. Generally all vessels that set in
EGCS onboard will be using HFO as the main engine fuel.
It seems to be quite costly for the capital cost of closed loop EGCS. Alkali
unit (NaOH), washwater cooler, bleed-off treatment unit, holding tank and
scrubber washwater cooling monitor are the example of desulphurisation
equipment also need to be installed with freshwater scrubber. Freshwater scrubber
can be considered as sophisticated to handle.
4.2.2.3 Proficiency of discarding junk
Furthermore, shipowners need to know that freshwater scrubber also

resulting in a given quantity of solid waste. This could happen when a significant
amount of porous medium being added into the reacted solution repeatedly.
Significantly the process will help to remove the muck as well as preserve the
fixed PH value of scrubber medium.
47
To be honest, the premise is simple and has nothing to do with human

healthcare. All EGCS have been shown to reduce SO x and a considerable amount
of PM.
As mentioned earlier, closed loop EGCS features scrubber washwater

cooling monitor, holding tank, bleed-off treatment unit, washwater cooler and
Alkali unit (NaOH) which will eats up more vessel capacity. Freshwater scrubber
takes up to 40% of the capacity of a ship.
From literature review, shipowners should be aware that freshwater

scrubber will be running with the presence of NaOH as the porous medium. The
functional cost for closed loop model of EGCS resulting in a greater amount. This
is because the price of porous medium of freshwater scrubber is quite pricey about
250 $/ton. Contradict to the cost of maintenance of the closed loop model as
scrubbers of any sort have little effect on marine engines.
48
When a seawater scrubber is placed on a ship, it is evident that the vessel

is using HFO as its main engine fuel, which has a greater level of impurity. The
proficiency of reducing PM by freshwater scrubber is 30 to 60 percent.
The effectiveness of a closed loop scrubber in lowering GHG emissions is

zero. Furthermore, a closed loop scrubber, which is a sort of wet exhaust gas
cleaning system, will increase a ship's fuel consumption. As a result, it will not
significantly reduce CO2 emissions.
4.2.2.9 The Desulphurisation System Heaviness
Closed loop EGCS in terms of the desulphurisation system heaviness is

20% heavier than seawater scrubber. This happen because freshwater scrubber
features scrubber washwater cooling monitor, holding tank, bleed-off treatment
unit, washwater cooler and Alkali unit (NaOH) that will enhancing a vessel mass.
The cost of fuel for all types of exhaust gas cleaning systems installed
onboard ship is the same since its main engine fuel is HFO. HFO costs an average
of 10.48 $/MBtu.
49
The proficiency of reducing sulphur by closed loop is up to 99%. This is

the highest proficiency of reducing sulphur among other possible method.
4.2.3 Hybrid Exhaust Gas Cleaning System
HFO has a 3.5 percent sulphur content. In theory, all vessels that deploy
EGCS will use HFO as the primary engine fuel.
Furthermore, hybrid scrubbers might be regarded tough to operate. The

capital cost of hybrid EGCS appears to be rather hefty. Desulphurisation
equipment such as an alkali unit (NaOH), a washwater cooler, a bleed-off
treatment unit, a holding tank, and a scrubber washwater cooling monitor must be
installed in conjunction with a hybrid scrubber.
4.2.3.3 Proficiency of Discarding Junk
The premise of hybrid scrubber is that a ship will be running on closed

loop mode when entering area that banned washwater discharged. The vessel will
be continuing on open loop mode or seawater scrubber as it pass certain banned
50
area like in China. Shipowners should bear in mind that hybrid scrubber produces
both solid and liquid junk.
All EGCS have been demonstrated to significantly decrease SO x and PM.

To be frank, the premise is obvious and has nothing to do with human healthcare.
EGCS generally demand additional ship capacity. Contrary with

freshwater scrubber, hybrid EGCS takes up 20% lesser of the capacity of one
vessel. This is caused by lesser fresh water utilized from hybrid EGCS.
Marine engine has almost no effect and the impeller servicing value is
literally low. But when hybrid scrubber runs on closed loop mode the functional
cost will be hefty as the porous medium of NaOH is very expensive. Generally,
the cost of maintenance of different impellers, the cost of scrubbing medium and
the fuel usage needed to run a scrubber are the cost of the maintenance and
functional of all types of scrubbers.
51
If a hybrid scrubber is implemented on a ship, it is clear that the vessel is

utilising HFO as its primary engine fuel, which has a higher amount of impurity.
The proficiency of reducing PM by hybrid scrubber is up to 80 percent.
Furthermore, a hybrid scrubber, which is a form of wet exhaust gas

cleaning device, will increase a ship's fuel consumption. As a result, it will not
significantly reduce CO2 emissions. The efficiency of hybrid scrubbers in
decreasing GHG emissions is 0%.
As mentioned earlier hybrid EGCS employ lesser freshwater rather than

closed loop scrubber. Hybrid EGCS is 20% lesser in the desulphurisation system
heaviness even though it employs lesser freshwater and extra mass added by the
desulphurisation unit of hybrid scrubber.
Because HFO is the primary engine fuel, the cost of fuel for all types of
exhaust gas cleaning systems installed onboard ship is the same. HFO costs
$10.48 per MBtu on average.
52
All types of scrubbers can be deducted to reduce sulphur emission by

onboard ship. In the case of hybrid scrubber, the proficiency of reducing sulphur
when runs on closed loop mode is 99% while 98% when the hybrid scrubber
change to open loop mode in a voyage.
4.2.4 Dry Exhaust Gas Cleaning System
HFO contains 3.5 percent sulphur. In principle, all EGCS-equipped vessels

will use HFO as their principal engine fuel.
In this type of scrubber, dry scrubber used hydrated lime or calcium

hydroxide (Ca(OH)2) that granulated as its scrubbing medium. Water is not used
in the reaction as scrubbing material to work with the granulated hydrated lime to
remove sulphur. Thus, the capital cost to run dry scrubber is quite hefty as the
reactant is very expensive.
53
The type of junk produce by dry scrubber is solid based. It will be

culminating in solid junk after the SO x being removed by the granulated hydrated
lime. It is called gypsum that will be discarding at port and can being utilized as
construction material and fertilizer.
Of being realistic, the concept is simple and has nothing to do with human
healthcare. All Exhaust Gas Cleaning System have been shown to lessen SO x and
a considerable amount of PM.
Contradict with other types of scrubbers, the capacity of desulphurisation

unit taken up is way larger up to 50%. This is because of the size of
desulphurisation unit of dry scrubber itself is bigger. Besides it also requires a
substantial amount of onboard storage to manage the granulated reactants to run
it.
As being mentioned earlier in order to run dry EGCS, the vessel needs to
have the scrubbing medium which is granulated hydrated lime ready onboard
54
ship. There must be an abundant supply of the reactants. The reactants needed are
costlier, and calcium hydroxide is needed for SOx abatement.
The removal of PM is up to 80% accounts by dry scrubber. Generally, the

marine engine has practically no influence, and the cost of impeller servicing is
literally minimal.
The emission of carbon dioxide is 10% when using dry scrubber. The
rising up of GHG emission is because of the scrubbing medium used in the
chemical reaction of dry exhaust gas cleaning system.
The desulphurisation system heaviness of dry scrubber is massive. Not just

the vessel needs to carry the hefty amount of scrubbing reactants but as well as the
dry scrubber equipment.
55
On average, HFO costs $10.48 per MBtu. Since HFO is the main engine
fuel, the fuel cost the same for all types of exhaust gas cleaning systems deployed
onboard ship.
The proficiency of reducing SOx emission is 99% by dry exhaust gas

cleaning system. In addition, scrubbers of all varieties can be used to minimise
sulphur emissions from ships.
4.3 Changing Fuels
Alternative methods for ship owners to comply with the IMO sulphur cap
include switching to bunker fuels with reduced sulphur content. Researcher will
evaluate those types of fuels based on proficiency in reducing sulphur, proficiency
of trash discharge, proficiency of reducing PM, the desulphurization system
heavinesss, the capacity of desulphurisation unit taken up, linked to human health,
cost of the maintenance and functional, the cost of fuel, sway on ship safety,
sulphur content and capital cost.
56
4.3.1 Marine Diesel Oil
The sulphur content of marine diesel oil is below than 1%. IFO180 and
IFO380 are the example of marine diesel oil that have been desulphurised.
Shipowners should bear in mind that one fuel coolant system needs to be
fitted onboard ship. Apparently, if the viscosity of the fuel is below 3 cSt at the
inlet of the engine then a coolant system is needed. In this case IFO 180 needs to
fit one coolant system.
The amount of ash being formed by MDO is reduced. Other than ash,
there is no liquid type of junk being formed by marine diesel oil.
The exhaust gas released by MDO has slightly higher effect than marine
gas oil. Moreover, not just exhaust gas, the toxic substances, soot and sulphur
57
itself are reduced but not as good as MGO. But there is still PM formed when
using MDO.
Since the viscosity of IFO 180 and 380 is not lower than 3cSt, thus no fuel
coolant system needed to be installed. This is contrary to MGO as it needs a fuel
coolant system to pump the fuel. Thus, there is no significant space taken up by
MDO.
The cost of the maintenance and functional of marine diesel oil is about
the same as marine gas oil. However, no fuel coolant system is needed to be
installed onboard ship as the viscosity is higher than MGO.
As mentioned earlier, there is still PM formed when MDO is used as main

engine fuel. Contrary to MGO, the size of PM created are substantially bigger for
MDO. The bigger the size of PM, the less impact to human healthcare.
58
The proficiency in reducing GHG emission by MDO is lower than MGO.
Calorific value by MDO is higher if compared with MDO and that is why.
As mentioned earlier there is no significant of capacity taking up by

desulphurisation unit of MDO. So when there is less capacity taken up by
desulphurisation unit will affect lesser in terms of the desulphurisation system
heaviness.
The cost of fuel for MDO is at an average. For an average price of IFO180
is 11.00 $/MBtu.
The proficiency of reducing sulphur by MDO is slightly lower if compared

with MGO. One of the reasons is because MDO has slightly higher content of
sulphur in it as MDO has variety of permissible sulphur content set by ISO 8217.
4.3.2 Marine Gas Oil
59
Marine gas oil is come from pure distillates. The sulphur content of MGO
is 0.1%. MGO also has its variety like DMA whereas the sulphur content is 1.5%.
Usually shipowners choosing to retrofit scrubber will pick the latter one.
The storage of marine gas oil and building of marine gas oil’s cooling
system as the capital cost is moderate. As the viscosity of MGO is below than 3
centistokes (cSt), a cooling system needs to be installed onboard ship.
After combustion of MGO it also being proved as lessen the ash

production. Marine gas oil also does not produce any kind of junk.
There is no significant effect on human health by marine gas oil’s exhaust

gas emitted after the fuel combustion onboard ship. It also has been proven that
marine gas oil effectively diminished deleterious substances such as heavy metals,
dust and of course sulphur itself.
60
The capacity of desulphurisation unit taken up by marine gas oil is up to
15%. The reason is because not all ships need to be fitted one fuel coolant system
in order to use MGO as main engine fuel rather depends on the type of MGO
choose.
The cost of the maintenance and functional by marine gas oil is the
modest. Not all types MGO being used as main engine fuel needs to install one
cooling system in order to increase the viscosity like DMC.
When compared to other marine fuel options, MGO emits less particulate
matter and ash. Despite marine gas oil been proven in reducing PM, but it is still
lethal to human being. The size of PM being released by marine gas oil after
combustion on average is 1 to 2.5 μm. It is worth mentioning that the smaller PM
being set free, the easier it can penetrate human lungs and directly into blood
circulation. This will be causing breathing and cardiac disorder.
Marine gas oil has proficiency of reducing GHG emission up to 5%.

Theoretically, the usage of MGO will be reduced up to 5% because of marine gas
oil itself has larger value of calorific. Thus when using MGO to do the same
labour it will cut CO2 up to 5%.
61
62
An average weight of fuel coolant system is less than 2 tons from York
Refrigeration Marine company. Thus, the weight of a vessel will increase as if one
fuel coolant system is fitted.
The cost of fuel or the price of MGO on average is 15.57 $/MBtu. It can
be seen that MGO gives higher cost if compared with other alternative changing
of fuels.
As mentioned earlier, the sulphur content of marine gas oil is 0.1%. The
proficiency of reducing sulphur by marine gas oil is up to 97%.
4.3.3 Liquefied Natural Gas (LNG)
The sulphur content of liquefied natural gas (LNG) is about 0.004%.
63
Fifteen to thirty percent beyond that of a building of a conventional vessel

is anticipated for capital cost to design one LNG powered ship. Apart from that
shipowner must know that the rates of piping system and LNG engines is depends
on the varying capacity of a cargo. This is because container ship with varying
capacity of a cargo has different power supply.
Another good thing of using liquefied natural gas as main engine fuel is
that it does not form any types of junk.
Liquefied natural gas (LNG) has been proven the least negative influence
on human wellness. Moreover, since LNG comes from clean sources it does not
release catastrophic pollutants like other types of fuel.
The capacity of desulphurisation unit taken up by LNG is up to 40%. Also,

the capacity being taken up because of the more intricate piping system of
liquefied natural gas (LNG) fuel.
64
Approximately 10% costlier rather than a diesel type of engine for

liquefied natural gas’s maintenance with replacement of certain parts of LNG
engine. Additionally, there are some LNG engine’s parts that can have larger
maintenance cost while at the same time playing role in reducing functional cost
such as pipeline for gas, compressor for gas and gas tank.
The proficiency of reducing particulate matter by liquefied natural gas is

high. Emission level of PM by LNG is nearly non-existent. This happens since
LNG has little contaminants in it.
4.3.3.8 Proficiency of Reducing GHG Emission
For LNG engine that employs high intensity direct injection the
proficiency of reducing GHG emission is 20 percent. On the other hand, there is
no proficiency of reducing GHG emission by low intensity direct injection of
LNG engine. The reason behind this is because there some unreacted methane,
CH4 in the combustion. Bear in mind that CH 4 is more hazardous in terms of GHG
effect.
65
As mentioned earlier, the more convoluted piping system of liquefied

natural gas (LNG) fuel has taken up more capacity of a ship will also be resulting
in more weight adding up to initial ship’s weight. In fact, ships that bunkering
LNG fuel will begin to degrade their endurance capacity to resist compromising
too much cargo capacity.
The cost of fuel for liquefied natural gas (LNG) is about 3.33 $/MBtu.
This is the lowest priced of all types of fuel being compared by researcher.
The proficiency of reducing sulphur by LNG is high. SO x that formed after

fuel burns is nearly negligible. It can be proven as LNG is well below the 0.1
percent threshold for the level of sulphur content set by new IMO regulation
which is 0.004% as mentioned ultimately in sulphur content subtopics.
4.4 Decision of Potentiality of Various Methods
For this subtopic, after researcher have analyzed the data each of the
possible methods will be given percentage. However, the justification is made
solely on how far it manages to meet every single of the criterion by each one of
66
the possible methods. Researcher had identified 30 different research papers to
analyze the data for each of the possible methods. This can be seen in appendix
III.
Next, Figure 4.1 until Figure 4.11 will show the seven possible methods of
reducing sulphur emission with respective percentage being analyzed on eleven
criteria.
Sulphur Content
6%
6%
31% 6%
6%
19%
25%
Open Loop Closed Loop

Hybrid Exhaust Gas Cleaning System Dry Exhaust Gas Cleaning System
Marine Diesel Oil Marine Gas Oil
Liquefied Natural Gas (LNG)
Figure 4.11: Percentage of The Sulphur Content
Figure 4.1 shows the percentage of the sulphur content for the possible
methods of reducing sulphur emission. Pie chart above shows that closed loop,
hybrid exhaust gas cleaning system and dry EGCS shared the same percentage 6%
which are the lowest, MDO gets 19% and 25% of percentage by MGO. The
67
highest percentage is LNG with 31%. Thus it can be seen that LNG has the lowest
content of sulpur.
Capital Cost
6%
17%
22%
11%
11%
22%
11%

Figure 4.12: Percentage of The Capital Cost
Figure 4.2 shows the percentage of the capital cost for the possible
methods of reducing sulphur emission. As can be seen from the pie chart above,
there are three possible methods shared the same percentage of 11% which are
closed loop, hybrid exhaust gas cleaning system and dry EGCS. Open loop model
gets 17%. The highest percentage is acquired by both MDO and MGO with 22%
and the lowest percentage is 6% by LNG. The higher the percentage, the lower
capital cost is needed. Thus the more one workable method managed to meet this
criterion.
68
Proficiency of Discarding Junk
6%
6%
31% 6%
6%
19%
25%

Figure 4.13: The Proficiency of Discarding Junk
In figure 4.3 shows the percentage of the proficiency of discarding junk

for all the types of abatement option. There are three abatement options have the
same percentage of 6% which are closed loop, hybrid EGCS and dry EGCS.
MGO and MDO have the percentage of 25% and 19% respectively. The lowest
percentage is secured by open loop model while the highest percentage of 31%
gets by LNG. That means LNG managed to meet the criteria of the proficiency of
discarding junk in which the method produced less waste.
69
Linked to Human Healthcare
14%
19%
14%
14%
14%
10%
14%

Figure 4.14: The Linked to Human Healthcare
Figure 4.4 shows the percentage of the linked to human healthcare by all
seven abatement options. As can be seen there are four types of abatement option
gets the same percentage of 14% which are closed loop model, hybrid EGCS, dry
EGCS and MGO. Open loop model gets 15% of percentage linked to human
healthcare. On the other hand, the highest percentage is obtain by LNG and the
lower percentage is obtained by MDO. The lower the percentage obtained by a
method means that it can affect human’s health.
70
The Capacity of Desulphurisation Unit Taken Up
7%
14%
21% 7%
14%
7%
29%

Figure 4.15: The Capacity of Desulphurisation Unit Taken Up
Figure 4.5 shows that percentage of the capacity of desulphurisation unit

taken up by all abatement methods. Based on the pie chart, the highest percentage
is acquired by MDO with 29%. Open loop mode and hybrid EGCS have the same
percentage of 14% while LNG, closed loop model and dry EGCS have 7% of
percentage respectively. Marine gas oil gets 22% of percentage for the capacity of
desulphurisation unit taken up. Abatement method with higher percentage had
taken up less space onboard ship.
71
Cost of The Maintenance and Functional
11%
17%
6%
22%
11%
6%
28%

Figure 4.16: The Cost of The Maintenance and Functional
The percentage of the cost of the maintenance and functional is shown in

figure 4.6. The lowest percentage is obtained by closed loop model with only 5%
while the highest percentage is obtained by MDO with 28%. LNG and hybrid
EGCS shared the same percentage which is 11% while open loop model gets
17%. Marine gas oil acquired about 22% and dry EGCS only gets 6%. Abatement
method with low percentage means that had the higher cost of the maintenance
and functional to operate onboard ship.
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Proficiency of Reducing PM
15%
19%
11%
11%
15%
15%
15%

Figure 4.17: The Proficiency of Reducing PM
Figure 4.7 shows the percentage of the proficiency of reducing PM by all

abatement methods. The highest percentage is acquired by LNG with 18% and the
lowest percentage is shared by two different abatement options which are closed
loop model of scrubber and MGO. There are four types of abatement option that
get the same percentage which are open loop, hybrid EGCS, dry EGCS and MDO.
The higher the percentage means that the lower one possible method tends to emit
PM.
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Proficiency in Reducing GHG Emission
13%
25%
13%
13%
19%
6%
13%

Figure 4.18: The Proficiency in Reducing GHG Emission
Figure 4.8 shows percentage of the proficiency in reducing GHG emission.

LNG gets the highest percentage with 25% and the lowest percentage is acquired
by dry EGCS with only 6%. Open loop and closed model of scrubber shared the
same percentage with 12%. MGO gets 19% while hybrid EGCS and MDO have
the percentage of 13% respectively. Possible method with higher percentage has
met the criterion of the proficiency in reducing GHG emission.
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The Desulphurisation System Heaviness
7%
14%
21% 7%
14%
7%
29%

Figure 4.19: The Desulphurisation System Heaviness
Pie chart in the figure 4.9 shows the percentage of the desulphurisation
system heaviness. Marine diesel oil gets the highest percentage with 29% while
LNG, closed model and dry EGCS gets the same percentage with 7% which is the
lowest. Open loop model and hybrid EGCS have the same percentage with 14%
while MGO acquired 22% of the percentage. Abatement method with lower
percentage means that having hefty equipment onboard ship.
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The Cost of Fuel
15%
19%
4%
15%
15%
15%
15%

Figure 4.20: The Cost of Fuel
Figure 4.10 shows the percentage of the cost of fuel. The lowest
percentage is obtained by MGO with only 4%. MDO, dry EGCS and hybrid
EGCS get the same percentage of the cost of fuel with 15%. The highest
percentage is obtained by LNG with 19% while open and closed model of
scrubber get 16% respectively. The lower the percentage means that higher the
cost of fuel for one possible method.
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Proficiency in Reducing Sulphur
10%
17%
17%
14%
14%
10%
17%

Figure 4.21: The Proficiency in Reducing Sulphur
Figure 4.11 shows the percentage of the proficiency in reducing sulphur by

all abatement methods. The highest percentage is 17% and acquired by three
abatement methods which are LNG, closed loop model of scrubber and dry
EGCS. The lowest percentage is 10% obtained by MDO and open loop scrubber
gets 11%. Marine gas oil and hybrid EGCS have the same percentage with 14%.
The higher the percentage acquired by one abatement method, the higher
proficiency of in reducing sulphur.
Table 4.1 depicts the judgement of the 7 types of abatement method

postulated on DMM (Decision Matrix Method)
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Table 4.10: Decision Matrix Table
Criteria Sulphur Capital Proficienc Linked to The Capacity of Cost of The Proficiency Proficienc The The Proficiency Total
Content Cost y of Human Desulphurisation Maintenance of y of Desulphurisation Cost in
Discarding Healthcare Unit Taken Up and Reducing Reducing System of Reducing
Emission
Method
Weights
5 4 1 3 2 4 1 1 2 4 5
Open Loop
1 3 1 3 2 3 4 2 2 4 3 84
Closed Loop
1 2 1 3 1 1 3 2 1 4 5 77
Hybrid EGCS
1 2 1 3 2 2 4 2 2 4 4 81
Dry EGCS
1 2 1 3 1 1 4 1 1 4 5 77
MDO
3 4 3 2 4 4 3 2 4 3 3 104
MGO
4 4 4 3 3 4 4 3 3 1 4 108
LNG
5 1 5 4 1 2 5 4 1 5 5 112
4.5 Final Abatement Method
As can be seen, the benefits and drawbacks for the choosing of one
abatement method depicts by DMM table in table 4.1. Based on the collection of
data from different sources in literature review the judgement and selection of the
method have been made. Liquefied natural gas obtained the highest point
accumulated with 1120 while closed loop scrubber and dry EGCS acquired the
lowest point score with 770 out of 1600.
Thus, the concluding method is chosen based on the highest point score on
the DMM table. The final abatement method is LNG with 112 points.
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4.6 Chosen Abatement Method
As the final abatement method is LNG with the highest score acquired
however there are still pluses and minus of this method. Researcher has made a
comparative study and has identified in terms of the capital cost and the cost of
the maintenance and functional is very high. This one can be the main
consideration for shipowners to be taken into account economically. Nevertheless,
ship owners and operators shall choose their point of reference to select the best
possible method.
Besides, marine gas oil is more optional compared with marine diesel oil.
However, there are some key differences for both abatement methods. MGO is
quite expensive rather than MDO in terms of fuel cost but the proficiency of
reducing sulphur and sulphur content of MGO is way better. Also, good to
mention that in terms of the reducing PM and GHG emission criteria, marine gas
oil is better.
Furthermore, open loop scrubber is more optional for shipowners who

choose to retrofit onboard ship. But hybrid EGCS got the upper hand in terms of
the proficiency in reducing sulphur and also to avoid the compliance for certain
ports in maritime area that prohibit sludge discharged.
4.7 Conclusion
In conclusion, there are lots of attributes and standpoints needed to be

taken into account to fulfill every shipowner’s perspective. In this study,
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researcher had using Decision Matrix Method to choose best possible method for
shipowners to comply with as reference.
80
CHAPTER 5
CONCLUSION
5.1 Introduction
In this last chapter researcher will make an overall closure regarding to the
topic of the potentiality of various methods in reducing sulphur emission onboard
merchant ship. After a thorough study has been conducted one clear abatement
method will be used for the future reference for shipowners to comply with.
5.2 Concluding Remark
To obtain all the material and data needed to make this research,
researcher employed secondary data to do so. To provide an insight of the
potentiality of various methods in minimizing sulphur emission onboard merchant
ship thus this study has been conducted.
To conclude, all this research’s objectives have been met. The primary
objective of this research is to examine the different methods of reducing
emissions of sulphur. Throughout chapter 2, it has been discovered that are seven
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different methods of reducing emissions of sulphur like open loop scrubber,
closed loop scrubber, hybrid scrubber, dry exhaust gas cleaning system, marine
diesel oil, marine gas oil and liquefied natural gas. Articles, reports, websites,
journal and archives are the example of sources gathered by researcher. Moreover,
all these possible methods are varied in terms of sulphur content, capital cost,
proficiency of discarding junk, linked to human healthcare, the capacity of
desulphurisation unit taken up, cost of the maintenance and functional,
proficiency in reducing PM, proficiency in reducing GHG emission, the
desulphurisation system heaviness, the cost of fuel and proficiency in reducing
sulphur.
Furthermore, the next objective is to compare the various methods of

reducing sulphur emission to comply with IMO regulations. To achieve the
objective, the data gathered by researcher have been analyzed. Besides to come
out with valuable suggestion for shipowners to comply with, researcher had
chosen DMM (Decision Matrix Method) to evaluate all the data gathered.
Lastly the third objective is to suggest potentiality of a method for ship

owners as an abatement choice according to IMO Sulphur Cap. Upon completing
the two preceding objectives, this last objective can be attained which is liquefied
natural gas (LNG) as the best abatement method for shipowners to comply with.
Nevertheless, LNG is quite pricey in terms of capital cost and the cost of
maintenance and functional which some shipowners really being particular about.
5.3 Research Contribution
As this review provides a comprehensive description and evaluation of

different possible abatement methods to comply with IMO 2020 Sulphur Cap, to
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the next researchers who intend to pursue can establishing new ideas regarding to
this topic. Primarily the legislative objectives of this research have been met. It is
called the research gap that can be filled from fresh new ideas by the next
researchers.
Furthermore, this research also helps in choosing the best abatement

method especially to shipowners in order to comply with IMO new regulation. A
very thorough analysis by researcher with comprehensive description is suitable
for them to justify the best reason behind their chosen method.
Besides, other researchers may benefit from this research. From that more
enhancements regarding to this topic can be invented by the next researchers.
5.4 Recommendation for Further Research
Regarding to the approval of this research which is the potentiality of

various methods in reducing sulphur emission onboard merchant ship, there are
additional suggestion will be made to future studies. Following are some
proposals for even further research:
1. Optimizing the comparison being made by studying more on real life

situation regarding to the topic of reducing sulphur emission onboard
merchant ship by getting the feedback from shipowners or ship operators
on what challenges they are being through in order to comply.
2. Learn more by focusing significantly on the issues in Malaysia itself and
whom affected by the new IMO regulation in order to come out with one
abatement method to reduce sulphur emission.
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89
APPENDIX I
Gantt Chart FYP I
NO. Semester II Academic Session 2020/2021 - FYP1 - Week

Activity 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Date FYP 1 (2021)
15 22 29 5 12 19 26 3 May 8 May 17 24 31 7 June 14 21
March March March April April April April May May May June June
1 Discussion and confirmation title for FYP 1
with supervisor
2 Problem Statement and objective
3 Research scope, aim and question
4 Literature review
5 Methodology
6 Proposal Submission and proposal presentation
90
Gantt Chart FYP II
NO. Semester I Academic Session 2021/2022 – FY2 -Week

Activity 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Date FYP 2 (2022)
1 Data collection
2 Secondary data
3 Data analysis
4 Discussion and conclusion
5 Final report
6 Thesis submission and thesis presentation
91
APPENDIX II
Table 1 Sulphur Content
Methods Sulphur Content
Open Loop 10
Closed Loop 10
Hybrid Exhaust Gas 10
Cleaning System
Dry Exhaust Gas Cleaning 10
System
Marine Diesel Oil 30
Marine Gas Oil 40
Liquefied Natural Gas 50
(LNG)
Table 11: Capital Cost
Methods Capital Cost
Open Loop 30
Closed Loop 20
Cleaning System
92
System
Marine Gas Oil 40
(LNG)
Table 12: Proficiency of Discarding Junk
Methods Proficiency of Discarding Junk
Open Loop 10
Closed Loop 10
Cleaning System
System
Marine Gas Oil 40
(LNG)
Table 13: Linked to Human Healthcare
Methods Linked to Human Healthcare
Open Loop 30
93
Closed Loop 30
Cleaning System
System
Marine Gas Oil 30
(LNG)
Table 14: The Capacity of Desulphurisation Unit Taken Up
Methods The Capacity of Desulphurisation Unit Taken
Up
Open Loop 20
Closed Loop 10
Cleaning System
System
Marine Gas Oil 30
94
(LNG)
Table 15: Cost of The Maintenance and Functional
Methods Cost of The Maintenance and Functional
Open Loop 30
Closed Loop 10
Cleaning System
System
Marine Gas Oil 40
(LNG)
Table 16: Proficiency of Reducing PM
Methods Proficiency of Reducing PM
Open Loop 40
Closed Loop 30
Cleaning System
95
System
Marine Gas Oil 30
(LNG)
Table 17: Proficiency in Reducing GHG Emission
Methods Proficiency in Reducing GHG Emission
Open Loop 20
Closed Loop 20
Cleaning System
System
Marine Gas Oil 30
(LNG)
Table 18: The Desulphurisation Heaviness
Methods The Desulphurisation System Heaviness
Open Loop 20
96
Closed Loop 10
Cleaning System
System
Marine Gas Oil 30
(LNG)
Table 19: The Cost of Fuel
Methods The Cost of Fuel
Open Loop 40
Closed Loop 40
Cleaning System
System
Marine Gas Oil 10
97
(LNG)
Table 20: Proficiency in Reducing Sulphur
Methods Proficiency in Reducing Sulphur
Open Loop 30
Closed Loop 50
Cleaning System
System
Marine Gas Oil 40
(LNG)
98
APPENDIX III
a. Open Loop
Criteria Sulphur Capital Proficiency Linked to The Capacity of Cost of The Proficiency Proficiency The The Proficiency
Content Cost of Human Desulphurisation Maintenanc of of Desulphurisation Cos in
Discarding Healthcare Unit Taken Up e and Reducing Reducing System t of Reducing
Emission
Research paper
Adachi, M., Kosaka, H., Fukuda, T., Ohashi, S., & Harumi, K. (2014).
Economic analysis of trans-ocean LNG-fueled container ship. Journal of
Marine Science and Technology,19(4), 470-478.
Dong, W. (2013). Experimental research on the scrubbing efficiency of marine √ √ √ √ √ √
University ).
Claremar, B., Haglund, K., & Rutgerson, A. (2017). Ship emissions and the use √ √ √ √ √ √ √
of current air cleaning technology: contributions to air pollution and
Carr, E. W., & Corbett, J. J. (2015). Ship compliance in emission control areas: √ √ √ √ √ √ √
technology costs and policy instruments. Environmental science & technology,
49(16), 9584-9591.
Ammar, N. R., & Seddiek, I. S. (2017). Eco-environmental analysis of ship √ √ √ √ √ √
emission control methods: Case study RO-RO cargo vessel. Ocean Engineering,
137, 166- 173.
LNG- fuelled engines and fuel systems for medium-speed engines in maritime
applications (No. 2011-01-1998). SAE Technical Paper.
https://static1.squarespace.com/static/596f81b0d1758eb9a8358f69/t/5aa11f7f24
a6946185138a23/1520508801712/Fuel_Alternatives_for_Commercial_Ships_i
n _ECA_Era_Rev6_Mar_2018.pdf.
Gu, Y., & Wallace, S. W. (2017). Scrubber: A potentially overestimated √ √ √ √ √ √
compliance method for the Emission Control Areas: The importance of
involving a ship’s sailing pattern in the evaluation. Transportation Research
Part D: Transport and Environment, 55, 51-66.
Ghadikolaei, M. A., Cheung, C. S., & Yung, K. F. (2016). Study of
Performance and Emissions of Marine Engines Fueled with Liquefied Natural
Gas (LNG). Proceedings of 7th PAAMES and AMEC2016, 13, 14.
99
KONES, 18, 169-176.
EMSA.(2010). The 0.1% sulphur in fuel requirement as from 1 January 2015 in √ √ √ √ √ √ √ √ √
SECAs-An assessment of available impact studies and alternative means of
compliance. Retrieved from
http://www.nepia.com/media/221111/Report_Sulphur_Requirementpdf_c_.pdf.
Jiang, L., & Hansen, C. Ø. (2016). Investing in marine scrubber under √ √ √ √ √ √ √ √ √
uncertainty with real option thinking. In The Annual Conference of the
International Association of Maritime Economists. IAME 2016.
preparation room having high-pressure fuel gas supply system for LNG fuelled
ship. Ocean Engineering, 137, 450-468.
ISO.(2017). ISO 8217:2017. Retrieved from √
Herdzik, J. (2012). Aspects of using LNG as a marine fuel.Journal of KONES,
19, 201- 209.
IPCC(2006).2006 IPCC Guidelines For National Greenhouse Gas Inventories. √ √ √
Retrieved from
Moreno-Gutiérrez, J., Calderay, F., Saborido, N., Boile, M., Rodríguez Valero, √ √ √ √ √ √ √ √
R., & Durán-Grados, V. (2015). Methodologies for estimating shipping
emissions and energy consumption: A comparative analysis of current methods.
Energy, 86, 603–616.
Kim, J., Kim, S. Y., Kim, Y., Lee, K. M., & Sung, Y. J. (2017, July).
Experimental Study of Slosh-Induced Loads on LNG Fuel Tank of Container
Ship. In The 27th International Ocean and Polar Engineering Conference.
International Society of Offshore and Polar Engineers.
Jiang, L., Kronbak, J., & Christensen, L. P. (2014). The costs and benefits of √ √ √ √
Panasiuk, I., & Turkina, L. (2015). The evaluation of investments efficiency of √ √ √ √ √ √
Lindstad, H. E., Rehn, C. F., & Eskeland, G. S. (2017). Sulphur abatement √ √ √ √ √ √
globally in maritime shipping. Transportation Research Part D: Transport and
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap
Determinants of ship operators’ options for compliance with IMO 2020 √ √ √ √ √ √
Bi-perspective sulfur abatement options to mitigate coastal shipping ships
emissions: A Case Study of Chinese coastal zone
Review on impacts of low sulfur regulations on marine fuels and compliance
options
The reduction of SOx emissions in the shipping industry: The case of Korean
companies
The costs and benefits of reducing SO2 emissions from ships in the US West
Coastal waters
100
b. Closed Loop
Emission
Research paper
Dong, W. (2013). Experimental research on the scrubbing efficiency of marine √ √ √ √ √ √
University ).
Claremar, B., Haglund, K., & Rutgerson, A. (2017). Ship emissions and the use √ √ √ √ √ √ √
Carr, E. W., & Corbett, J. J. (2015). Ship compliance in emission control areas: √ √ √ √ √
49(16), 9584-9591.
Choi, J. S., Kim, J. G., Park, B. H., & Lee, J. Y. (2017). Study on Wet Scrubber √ √ √ √ √ √ √ √ √ √
Ammar, N. R., & Seddiek, I. S. (2017). Eco-environmental analysis of ship √ √ √ √ √
137, 166- 173.
Gu, Y., & Wallace, S. W. (2017). Scrubber: A potentially overestimated √ √ √
Ghadikolaei, M. A., Cheung, C. S., & Yung, K. F. (2016). Study of √
KONES, 18, 169-176.
EMSA.(2010). The 0.1% sulphur in fuel requirement as from 1 January 2015 in √ √ √
Jiang, L., & Hansen, C. Ø. (2016). Investing in marine scrubber under √ √
uncertainty with real option thinking. In The Annual Conference of the
101
19, 201- 209.
Retrieved from
Moreno-Gutiérrez, J., Calderay, F., Saborido, N., Boile, M., Rodríguez Valero, √ √ √ √
Energy, 86, 603–616.
Jiang, L., Kronbak, J., & Christensen, L. P. (2014). The costs and benefits of √ √ √ √ √
Panasiuk, I., & Turkina, L. (2015). The evaluation of investments efficiency of √ √ √ √
Lindstad, H. E., Rehn, C. F., & Eskeland, G. S. (2017). Sulphur abatement √ √ √ √ √
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap
Determinants of ship operators’ options for compliance with IMO 2020 √ √ √ √ √ √
Bi-perspective sulfur abatement options to mitigate coastal shipping ships √
Review on impacts of low sulfur regulations on marine fuels and compliance √
options
The reduction of SOx emissions in the shipping industry: The case of Korean √
companies
The costs and benefits of reducing SO2 emissions from ships in the US West √
Coastal waters
102
c. Hybrid Exhaust Gas Cleaning System
Emission
Research paper
Dong, W. (2013). Experimental research on the scrubbing efficiency of marine √ √ √ √
University ).
Claremar, B., Haglund, K., & Rutgerson, A. (2017). Ship emissions and the use √ √ √ √
Carr, E. W., & Corbett, J. J. (2015). Ship compliance in emission control areas: √ √ √ √ √ √
49(16), 9584-9591.
Choi, J. S., Kim, J. G., Park, B. H., & Lee, J. Y. (2017). Study on Wet Scrubber √ √ √ √ √ √
137, 166- 173.
KONES, 18, 169-176.
EMSA.(2010). The 0.1% sulphur in fuel requirement as from 1 January 2015 in √ √ √ √
Jiang, L., & Hansen, C. Ø. (2016). Investing in marine scrubber under √ √ √ √
uncertainty with real option thinking. InThe Annual Conference of the
103
ISO.(2017). ISO 8217:2017. Retrieved from √ √
19, 201- 209.
IPCC(2006).2006 IPCC Guidelines For National Greenhouse Gas Inventories. √ √
Retrieved from
Moreno-Gutiérrez, J., Calderay, F., Saborido, N., Boile, M., Rodríguez Valero, √ √ √ √ √ √
Energy, 86, 603–616.
Jiang, L., Kronbak, J., & Christensen, L. P. (2014). The costs and benefits of √ √ √ √
Panasiuk, I., & Turkina, L. (2015). The evaluation of investments efficiency of √ √ √ √
Lindstad, H. E., Rehn, C. F., & Eskeland, G. S. (2017). Sulphur abatement √ √ √ √
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap √ √
Determinants of ship operators’ options for compliance with IMO 2020 √ √ √ √
Bi-perspective sulfur abatement options to mitigate coastal shipping ships √ √ √
Review on impacts of low sulfur regulations on marine fuels and compliance √ √ √ √
options
The reduction of SOx emissions in the shipping industry: The case of Korean √ √ √
companies
The costs and benefits of reducing SO2 emissions from ships in the US West √ √ √
Coastal waters
104
d. Dry Exhaust Gas Cleaning System
Emission
Research paper
Dong, W. (2013). Experimental research on the scrubbing efficiency of marine √ √ √ √
University ).
Claremar, B., Haglund, K., & Rutgerson, A. (2017). Ship emissions and the use √ √ √ √
Carr, E. W., & Corbett, J. J. (2015). Ship compliance in emission control areas: √ √ √ √ √
49(16), 9584-9591.
Choi, J. S., Kim, J. G., Park, B. H., & Lee, J. Y. (2017). Study on Wet Scrubber √ √ √ √ √ √
137, 166- 173.
KONES, 18, 169-176.
EMSA.(2010). The 0.1% sulphur in fuel requirement as from 1 January 2015 in √ √
Jiang, L., & Hansen, C. Ø. (2016). Investing in marine scrubber under √ √ √
105
19, 201- 209.
Retrieved from
Moreno-Gutiérrez, J., Calderay, F., Saborido, N., Boile, M., Rodríguez Valero, √ √ √ √ √
Energy, 86, 603–616.
Jiang, L., Kronbak, J., & Christensen, L. P. (2014). The costs and benefits of √ √ √ √ √
Panasiuk, I., & Turkina, L. (2015). The evaluation of investments efficiency of √ √ √ √ √
Lindstad, H. E., Rehn, C. F., & Eskeland, G. S. (2017). Sulphur abatement √ √ √ √
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap √
Determinants of ship operators’ options for compliance with IMO 2020 √ √ √ √
Bi-perspective sulfur abatement options to mitigate coastal shipping ships √ √ √ √
options
The reduction of SOx emissions in the shipping industry: The case of Korean √ √
companies
The costs and benefits of reducing SO2 emissions from ships in the US West √ √ √ √ √
Coastal waters
106
e. Marine Diesel Oil
Emission
Research paper
University ).
Claremar, B., Haglund, K., & Rutgerson, A. (2017). Ship emissions and the use √ √ √
Carr, E. W., & Corbett, J. J. (2015). Ship compliance in emission control areas: √ √ √ √ √ √
49(16), 9584-9591.
Ammar, N. R., & Seddiek, I. S. (2017). Eco-environmental analysis of ship √ √ √ √ √ √ √
137, 166- 173.
Herbert Engineering Corporation. (2018)Analysis of fuel alternative for √ √ √ √ √ √
Gao, C., & Zheng, Y. (2010). The application of marine distillate fuels cooling √ √ √ √ √
Gu, Y., & Wallace, S. W. (2017). Scrubber: A potentially overestimated
KONES, 18, 169-176.
Jiang, L., & Hansen, C. Ø. (2016). Investing in marine scrubber under
107
19, 201- 209.
IPCC(2006).2006 IPCC Guidelines For National Greenhouse Gas Inventories. √
Retrieved from
Moreno-Gutiérrez, J., Calderay, F., Saborido, N., Boile, M., Rodríguez Valero, √ √ √ √ √ √ √ √ √
Energy, 86, 603–616.
Jiang, L., Kronbak, J., & Christensen, L. P. (2014). The costs and benefits of √ √ √
Lindstad, H. E., Rehn, C. F., & Eskeland, G. S. (2017). Sulphur abatement √ √ √ √ √ √ √ √ √ √
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap √ √ √ √
Determinants of ship operators’ options for compliance with IMO 2020 √ √ √ √ √ √ √ √ √ √
Bi-perspective sulfur abatement options to mitigate coastal shipping ships √ √ √ √ √ √ √ √ √ √
Review on impacts of low sulfur regulations on marine fuels and compliance √ √ √ √ √ √ √ √ √
options
The reduction of SOx emissions in the shipping industry: The case of Korean √ √ √ √ √ √ √ √ √
companies
The costs and benefits of reducing SO2 emissions from ships in the US West √ √ √ √ √
Coastal waters
108
f. Marine Gas Oil
Emission
Research paper
University ).
Claremar, B., Haglund, K., & Rutgerson, A. (2017). Ship emissions and the use √
Carr, E. W., & Corbett, J. J. (2015). Ship compliance in emission control areas: √ √ √ √ √ √ √ √
49(16), 9584-9591.
Ammar, N. R., & Seddiek, I. S. (2017). Eco-environmental analysis of ship √ √ √ √ √ √ √ √
137, 166- 173.
Herbert Engineering Corporation. (2018)Analysis of fuel alternative for √ √ √ √ √
Gao, C., & Zheng, Y. (2010). The application of marine distillate fuels cooling √ √ √ √
KONES, 18, 169-176.
109
ISO.(2017). ISO 8217:2017. Retrieved from √ √ √ √
19, 201- 209.
Retrieved from
Moreno-Gutiérrez, J., Calderay, F., Saborido, N., Boile, M., Rodríguez Valero, √ √ √ √ √ √ √ √
Energy, 86, 603–616.
Jiang, L., Kronbak, J., & Christensen, L. P. (2014). The costs and benefits of √ √ √ √ √ √ √ √ √ √ √
Lindstad, H. E., Rehn, C. F., & Eskeland, G. S. (2017). Sulphur abatement √ √ √ √ √ √ √ √ √ √
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap √ √ √ √ √ √
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Draft Fyp 2190328 Muhammad Sufian Bin Suhaimi

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MUHAMMAD SUFIAN BIN SUHAIMI

POTENTIALITY OF VARIOUS METHODS IN MINIMIZING SULPHUR

MUHAMMAD SUFIAN BIN SUHAIMI

NATIONAL DEFENCE UNIVERSITY OF MALAYSIA

“I hereby declare that I have read this report entitled Potentiality of

Date FEBRUARY 2022

MUHAMMAD SUFIAN BIN SUHAIMI

Faculty of Defence Science and Technology

This project’s report is fulfil the partial requirement for the

To the Beloved Family,

Suhaimi bin Khalid and Hawa binti Endu

For the Admired Supervisors and Educators,

Lt Cdr Ts. Mohd Azzeri bin Md Naiem RMN (Rtd)

To all my follower friends,

Your support and contribution are invaluable in this research.

First and foremost, I began my study before completing the requirements

Tujuan penyelidikan ini untuk mengurangkan pelepasan sulfur untuk

CHAPTER TITLE PAGES

BORANG PENGESAHAN TESIS

TABLE OF CONTENT vii

LIST OF FIGURES xii

LIST OF ABBREVIATIONS xiii

1.2 Problem Statement 2

1.3 Research Question 3

1.4 Research Aim 3

1.5 Research Objective 4

1.6 Research Scope 4

1.7 Research significance 5

CHAPTER TITLE PAGES

2.2 IMO Regulation 6

2.3 Emission Abatement Technology 8

2.4 Changing Fuels 19

2.5 Research Review 24

2.6 Method Being Used 29

3.2 Research Analysis Flow 31

3.3 Data Collection 32

3.4 Data Analysis 33

3.5 Criteria Selection 35

3.5.5 The Capacity of Desulphurisation Unit

3.6 Weighting the criteria 38

3.7 Point system designation 39

3.8 Rating the method 40

4 RESULT AND DISCUSSION 41

4.2 Emission Abatement Technologies Notion 41

4.3 Changing Fuels 54

4.3.2 Marine Gas Oil 57

4.4 Decision of Potentiality of Various Methods 63

4.5 Final Abatement Method 75

4.6 Chosen Abatement Method 76

5.2 Concluding Remark 77

5.3 Research Contribution 78

5.4 Recommendation for Further Research 79

No. of Tables Title Pages

2.1 The Progression of Sulphur Limits in and out of ECAs

No. of Figures Title Pages

2.1 Basic components system of Exhaust Gas Cleaning 2

Ca(OH)2 Calcium hydroxide

More than 90% of international trade is handled by over 90,000 maritime

The vast majority of total anthropogenic SO 2 is come from burning of

International Maritime Organisation (IMO) has introduced IMO 2020

1.2 Problem Statement

1.3 Research Question

1.4 Research Aim