RTA96C Engine Selection and Project Manual
E. Engine emissions
E1 IMO-2000 regulations
E1.1 IMO
The International Maritime Organisation (IMO) is
the specialized agency of the United Nations (UN)
dealing with technical aspects of shipping. For
more information see http://www.imo.org.
E1.2 Establishment of emission limits
for ships
In 1973 an agreement on the International Con-
vention for the Prevention of Pollution from ships
was reached. It was modified in 1978 and is now
known as MARPOL 73/78. Annex VI to Marpol
73/78 contains regulations limiting the allowed air
pollution produced by ships. In this new annex re-
gulations have been introduced to reduce or pro-
hibit certain types of emissions from ships. One of
these regulations prescribes the maximum allow-
able emissions of nitrogen oxides (NOx) by en-
gines installed on ships. This regulation is the only
one being of direct concern for propulsion engine
design.
E1.3 Regulation regarding NOx
emissions of diesel engines
The following speed-dependent curve shows the
maximum allowed average emissions when run-
ning with marine diesel oil (MDO) (figure E1).
The emission value for an engine is calculated ac-
cording to the Technical Code which is part of An-
nex VI and is almost identical with ISO 8178. As
this is an average value it does not imply that the
engine emits nitrogen oxides (NOx) below the
given limit over the whole load range.
Wärtsilä Switzerland Ltd E–1
bsNO x
[g/kWh]
25
20
15
10
5
0
0 100 200 300 400 500 600 700 800 900 1000
Engine speed [rpm]
F10.3278
Fig. E1 Speed dependent maximum average NOx
emissions by engines
E1.4 Date of application of Annex VI
During the Conference of Parties to MARPOL
73/78 in September 1997 the final draft to An-
nex VI has been adopted. The protocol of the con-
ference is not ratified yet. But the regulations will
come into force backdated.
Therefore the regulations on NOx emissions are
applicable (with exceptions stated in the regula-
tions) to all engines with a power output of more
than 130 kW which are installed on ships con-
structed on or after 1st January 2000. The date of
construction is the date of keel laying of the ship.
Engines in older ships do not need to be certified
unless they are subjected to major modifications
which would significantly alter their NOx emission
characteristics.
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Engine Selection and Project Manual RTA96C

E. Engine emissions

E1.5 Procedure for certification of engines

The compliance of an engine with IMO emission Engine power
[% R1]
limit usually has to be proven by emission 100 R1
measurements during the shop trial. If it can be RTA96C engines
Low NOx
shown that the subject engine has exactly the 95
tuning
same design as an already certified engine, a so- R3
90
called parent engine, no testing is required. The
certification will be surveyed by the administrations 85 extended
or delegated organisation. measures

80
E2 Measures for compliance with the
IMO regulation 75

The rating field of the Sulzer RTA96C is divided

70
into two areas as shown in figure E2 and comprises R2
R4
the following measures:
Engine speed
65 [% R1]
E2.1 Low NOx Tuning 70 75 80 85 90 95 100

In the upper part of the rating field the IMO regula-

Fig. E2 Sulzer RTA96C: compliance with IMO regulations
tion is fulfilled by the use of the Low NOx Tuning
concept. Low NOx Tuning includes well tested
measures, which lead to lowest disadvantage in
engine costs and fuel consumption maintaining
today’s high engine reliability.

E2.2 Extended measures

In the lower part of the rating field the IMO regula-

tion is fulfilled by extended measures like fuel-
water emulsion operation. Such systems have
also been tested on our test beds and are being de-
veloped for ship board installation. Should you
need detail information please do not hesitate to
contact one of our offices.

Note:
Further engine developments and field experience will aim at
reducing the area of extended measures.

25.56.07.40 – Issue VI.01 – Rev. 0 E–2 Wärtsilä Switzerland Ltd