OnBoard Magazine - Issue XII - 2020 Season

TIER III AT-A-GLANCE • The International Maritime Organization (IMO) is the United Nations special agency responsible for regulating the safety, security and pollution impact of ships. • The IMO started developing emissions standards in 1997 and have revised, amended and significantly strengthened them several times, including in 2008 and 2014. • Nitrogen oxide emissions (NOx) are a greenhouse gas emitted by diesel combustion engines. • Tier III regulations aim to reduce NOx emissions by 70% over Tier II standards. • Vessels over 500 gross tons must already comply with Tier III standards. • Tier III rules will apply to all new yachts (over 24 meters) built after January 1, 2021. • Compliance is most often achieved by using a Selective Catalytic Reduction (SCR) system. • Current SCR technology adds bulky components to a yacht’s engine room along with several tons in weight and the necessity for diesel exhaust fluid (DEF) . • Marine engine and exhaust manufacturers have spent millions to develop more advanced and compact SCR technology for the smaller superyacht segment, but an ideal solution does not yet exist. • Viking’s Pat Healey and many European yacht builders including Princess Yachts are lobbying for an extension of the IMO’s Tier III deadline MAN Engine's SCR proposal is a big space hog too. “We would not be building a better boat by using this technology in its current state.” - Pat Healey, Viking CEO FINDING A WAY Major marine diesel engine manufacturers including MAN and MTU have been pouring resources into their R&D departments to design, test and certify a solution. However, it hasn’t been enough and none of these systems will be yacht- ready by the January 2021 deadline. Tobias Kohl, Senior Manager for Yacht Applications at MTU told Boat International's Kat Lardy, “Considering that we have the highest power density engine (Series 2000), the integration with SCR systems requires intensive testing and optimization.” Kohl continued by suggesting that a transition phase (deadline extension) is needed to further develop and implement the new SCR technology given the technical challenges involved. Rather than wait on engine manufacturers to design and test an all-in-one solution, some yacht builders are seeking the assistance of third-party developers and well-known yacht exhaust specialists like MarQuip. While marine exhaust companies and diesel engine manufacturers are scrambling to create solutions for yacht builders, their efforts are unlikely to be production-ready by the looming IMO Tier III deadline. INNOVATING A SOLUTION European superyacht builder, Feadship, recognized the pitfalls of SCR and has been working to innovate their own solution that does not require bulky SCR equipment or unstable urea storage. Known as Oxywash, their new technology has been tested and demonstrated in the lab and large-scale prototype tests are ongoing ahead of developing certified systems for fitment on the first yachts. This new technology could usher in a whole new way of reducing NOx emissions for the global superyacht market, but the first yacht-ready systems may not be ready in time for the current January 2021 deadline. While environmental responsibility and improved emissions standards are of equal concern while afloat or ashore, it is difficult to accept that the IMO is pushing what appears to be an unfeasible deadline for Tier III implementation. The facts remain that even if outfitted with SCR technology, vessels in this segment will struggle to reach the operating ranges needed for effective catalyzation. According to Healey, “This is a jobs issue! The regulators didn’t consider the people building the engines, the people taking care of the engines and the people building the boats.” The trickle-down effect of a halt to global superyacht production from 90’— 150’ could indeed be staggering. Ancillary businesses providing the materials and equipment to build these boats along with the aftermarket that provides electronics, enhancements, sales and even yacht tenders, may suffer. While it is obvious that SCR is not currently an ideal solution from builders’ perspectives, the industry must acknowledge the importance of reducing their environmental impacts. After all, yachting won’t thrive if we don’t do our part to take care of the environmental resources that these vessels are built to enjoy. That is the spirit and intent of the IMO’s pollution oversight, and it would be in everyone’s best interest to iron out a balanced solution that addresses manufacturers’ concerns while marching towards emissions reduction goals in a meaningful way. Illustration of overhead SCR units in a Viking 92C 38 BLUEWATER