This applied dissertation will seek to explore the viability of the use of sulphur filters in merchant vessels. Emphasis will be centred on fuel usage in these vessels given that it is the kind of fuel used that determines the magnitude of sulphur dioxide pollution. This means that the merchant vessels are major emitters of sulphur compounds into the atmosphere as compared to the other modes of transport. It is important to note that the shipping industry contributes a lot to air pollution and if not properly checked may cause major environmental damages. This paper addresses the factors that may lead to this heavy pollution by the merchant vessels and goes ahead to recommend means and ways of implementing cost-effective yet efficient systems including the use of sulphur filters in merchant vessels. The research has adopted an investigative approach. The first part outlines the guidelines for conducting this investigation. Part two reviews literature on the topic and includes key recommendations on pollution reduction with emphasis being laid on the use of sulphur filters. The research is however not conclusive of the topic and future research may address issues not tackled in this paper.
Chapter 1 Introduction
Merchant Vessels are ships that transport cargo and passengers during times of peace. The use of merchant vessels can be traced to ancient times when the organization of constant traffic of very heavy products over long distances made it necessary to build specialised vessels with quite exceptional nautical characteristics, so as to ensure there was regular provision of supplies to different parts of the world. The use of merchant vessels optimised during the imperial period. The various categories of vessels included those vessels used for short and medium-length voyages, to very large merchant vessels (Boetto, 1990).
The prominence in the usage of merchant vessels during the ancient time was attributed to the need to move bulky as well as heavy products across very long distances. This was important given the low costs that were incurred in marine transport as compared to road transport that was considered slow, uncomfortable, and dangerous. The entire vessel navigation often lasted for several days as it solely depended on the movement of favourable winds. For example, it would take three days to travel from Ostia to Africa, six days to reach Alexandria through the strait of Messina, and eight days to cross the entire western Mediterranean from Gades to Ostia. Voyages could also be much longer, lasting up to three months for example crossing from Spain to Italy could take that long (Boetto, 1990).
Merchant vessels are responsible for the largest portion or marine pollution. This is particularly so given that the amount of emission generated by any given marine vessel is to a greater extent dependent on the weight of the vessel. The main pollutants from ship exhausts mainly consist of sulphur oxide and nitrogen oxide. These substances are major ozone depleting substances that really need to be checked to reduce any further damage to the environment. It is thus important that a mechanism for exhaust gas cleaning system is developed that would have significant beneficial impact on the environment and on human life especially that of people living in port cities and the coastal communities (Marine Environment Protection Committee, 2008).
Efforts have since been made to see a progressive reduction in the volume of sulphur oxide that the merchant vessels emit into the atmosphere. According to the Marine Environment Protection Committee, there are limits applicable particularly within the Sulphur emission Control Areas. The volume of sulphur oxide that can be tolerated is to be reduced to 1.00 from the current 1.50 effective July 2010, and this would further be progressively reduced to 0.50 by the year 2015. Similar steps would also be applicable to the volume of nitrogen oxide that is emitted into the atmosphere (Marine Environment Protection Committee, 2008).
The need to control air pollution by the noxious gases from exhausts of ships resulted from the need for international cooperation towards combating acid rain. This followed from studies that indicated that air pollution could travel for several kilometres before pollutants are deposited and resultant damage occurs, particularly damages to crops and forests. Studies also indicate that most acid rain results from atmospheric deposits of sulphur dioxides and nitrogen oxides. These two pollutants mainly originate from coal and burning oil. Merchant vessel engines mainly use these two fuel sources and are therefore ship exhausts are main emitters of sulphur oxide into the atmosphere (Marine Environment Protection Committee, 2008).
During the 1990 Marine Environment Protection Committee Session, Norway which is a member of the Committee made submissions that indicated that the volume of sulphur emissions from merchant vessel exhausts were estimated at nearly 6.55 million tonnes annually, which is about 5 of the total global sulphur emissions. These emissions over the open sea areas are spread out with moderate effects. However, the emissions create major environmental problems on certain routes including the English Channel, South China Sea, and Strait of Malacca (Marine Environment Protection Committee, 2008).
It is on the basis of the need for environmental protection, especially protection against pollution that results from merchant vessels that arouse the need to examine the available techniques as well as develop new techniques for the reduction of emissions air pollutants. The consideration for the need, justification and possibility of controlling volatile organic compounds including sulphur dioxides and nitrogen oxides emitted by merchant vessels has since gained prominence and is a key concern to the entire shipping sector. It is a requirement by MARPOL 7378 that merchant vessels are fitted with certain pollution prevention equipment which includes oil filtering equipment, oil content meters, oilwater interface detectors, and sewage treatment plants (Marine Environment Protection Committee, 2008).
Thesis Statement
Merchant vessels play a very critical role in international cargo transport and thus a very critical part of global commerce. The vessels are very useful for the haulage of bulky cargo over long distances due to the convenience it has over other modes. One major aspect of this mode of transport is the duration of travel taken to transport cargo from one part of the world to another. There are voyages that last for as long as three months. The volume of emissions by merchant vessels are dependent on the size of vessel engine as well as the number of days travelled. Available facts indicate that the worlds largest merchant vessel engine is nearly 110,000 horsepower, which weighs about 2,300 tons.
It is further estimated that each merchant vessel would operate for 24 hours per day for about 280 days annually. There are nearly 90,000 ocean-going merchant vessels globally. The shipping sector contributes close to 10 of the global sulphur oxide pollution. Indeed, a single large ship can generate close to 5,000 tons of sulphur dioxide pollution per year. These statistics indicate the magnitude of damage caused by the merchant vessels. It is therefore important the stakeholders in the shipping sector take a lead in cleaning up emissions. Adopting the use of sulphur filters is one such strategy that should be explored on the merchant vessels.
1.1 Statement of the Problem
Merchant vessel pollution affects the lives of communities in coastal and inland regions around the world, yet pollution from such vessels remain one of the least regulated part of the global transportation system. Merchant vessels have been singled out to be contributing nearly 7 of the worlds sulphur emissions, and these figures are still on the increase, to an extent of threatening the gains so far made by cutting sulphur pollution from land. While the International Maritime Organization has already set new rules on sulphur pollution from ships, it is still being viewed by environmentalists that such measures are not strict enough. These new rules set an upper limit of 4.6 for the sulphur content of marine fuel oil in most waters.
Unless an initiative is aggressively pursued by all stakeholders in the shipping sector towards reducing to the minimum levels possible the volume of sulphur oxide emissions from merchant vessels, then a lot of damage both to the environment as well as human life will still be suffered. Several options exist for the reduction of the volume of pollution from merchant vessels. Some of the options including the building of new engines with low capacity and that can use diesel are being tried out but only to a limited extent. What remains a viable choice given the current state of affairs is to fit the exhausts with filtration devices that would ensure levels of sulphur emissions are significantly reduced.
1.2 Background of the Problem
The shipping sector plays a very critical and indeed the most important role in facilitating the global trade. This is because the largest portion of world trading cargo is transported through the ocean. Despite the crucial role that the shipping sector plays, it is also one of the leading contributors of air pollution in the entire transport sector. Ship engines are powered either by coal or diesel fuels with produce significant volumes of chemical pollutants into the atmosphere. The main components of these chemical pollutants include sulphur oxide and nitrogen oxide.
Merchant vessels are unique in the sense that their engines continue to run even when the vessels are in an idling condition. At such moments, the smokestacks continue to emit pollutants including sulphur oxides into the atmosphere. The shipping stakeholders have for long been concerned about the ways of reducing air pollution that results from ship emissions. Some of the approaches that have so far been explored include the plugging of merchant vessels into electrical outlets on shore and shutting off their polluting exhausts. This initiative however requires very large sums of money that may not be available to all the stakeholders.
Although the International Maritime Organisation is working on a regulation to limit the emission levels for both sulphur oxide and nitrogen oxide from the engines installed on the marine vessels, only the countries that have so far ratified the agreement are bound by the limits. The responsibility is thus left upon the vessel owners to consider investing additional amount of money towards the upgrading of their vessel engines so as to reduce the emission of sulphur oxides into the atmosphere. This noble initiative is however too costly and only a few investors may have the requisite capital for such upgrading.
Though numerous efforts have been explored through legislation and vessel owners initiatives towards reducing the level of pollutant emissions, environmental groups still feel not much has been achieved so far. The option that thus remains feasible to vessel owners is to consider investing in pollution control devices capable of absorbing the noxious emissions. Filtration devices such as sulphur filters would play a significant role in the sense that vessel owners may continue to use the cheaper higher sulphur content fuels without violating the emission level standards (Orol, 2005).
1.3 Justification for the Study
Undertaking the study on the use of sulphur filters in merchant vessels is a timely study given the efforts that the shipping stakeholders is placing on the substitution of less effective and very expensive filters with sulphur filters. The nature of merchant vessel voyages is such that journeys take considerably long duration yet numerous uncertainties also characterise such voyages. This means that the need for a reduction in the volume chemical pollutants during the voyages is very critical. For sustainability to be realised in effective sulphur oxide filtration, it is important not only to explore but also to encourage the use of sulphur filters in merchant vessels. The shipping stakeholders should thus be fully encouraged to consider making a major shift from the use of other filters to sulphur filters.
1.4 Deficiencies in the Evidence
The choice for exhaust emission filtration is to a greater extent determined by the kind of equipments as well as the associated costs. The variations in the levels of technology would to a greater extent be the determining factor in the choice of the mode of filtration that one chooses to utilise. Though the use of sulphur filter is considered of substantial benefit with regard to human health safety, it comes with heavy initial investments and is limited in the magnitude of application. Subsequently, the decision on the type of filter to use may not necessarily depend on the human safety concerns but rather on the needs of any particular investment as well as the availability of resources. The evidence obtained for this study may thus be grossly compromised by the individual investor considerations within the shipping sector.
1.5 Definition of Terms
Sulphur filters Refer to equipments used for the breaking down of sulphur compounds from the exhaust pipes of engines.
Merchant Vessels Refers to ships that transport cargo and passengers.
Emissions These are gases and particles released into the air as by-products of a natural or man-made process. One of these processes is the burning of fuel to power vessel engines.
Pollution Refers to the undesirable state of the natural environment being contaminated with harmful substances as a consequence of human activities. Within the context of this research, pollution refers to the emission of sulphur compounds into the atmosphere from the exhausts of merchant vessels.
Pollutants Refers to the unwanted chemicals or other material found in the air, at high enough concentration to endanger the environment and peoples health.
1.6 Purpose of the Study
This study was based on the concept that the use of sulphur filters on marine vessels would significantly contribute to the reduction of sulphur oxide emission into the atmosphere from ship exhausts. The study was designed to
Assess the potentials that exist for the use of sulphur filters on merchant vessels.
Evaluate the benefits that are associated with the use of sulphur filters in merchant vessels.
Examine the efforts by the International Maritime Organization towards promoting the use of ship pollution reduction systems.
Highlight the problems that are associated with sulphur oxide emissions into the atmosphere.
To come up with recommendations to the shipping sector stakeholders on the sustainable use of sulphur filters.
1.7 Hypotheses
The following hypotheses were tested in this study
H01 Most of the international cargo transportation is undertaken by merchant vessels.
HA1 Most of the international cargo transportation is not undertaken by merchant vessels.
H02 Merchant vessels emit a lot of sulphur oxide into the atmosphere.
HA2 Merchant vessels do not emit too much sulphur oxide into the atmosphere.
H03 The use of sulphur filters will significantly improve the environmental conservation measures.
HA3 The use of sulphur filters will not have any significant implication on environmental conservation measures.
H04 Use of sulphur filters in merchant vessels comes with very huge capital investment that most vessel investors cannot afford.
HA4 The costs associated with the use of sulphur filters are not out of reach of the vessel investors.
1.8 Implications for Environmental Conservation
This study may lead to significant reduction of pollution related issues particularly environmental degradation and emission of sulphur oxide to the atmosphere that have for long time been associated merchant vessel emissions. These changes could result to safe engine emissions in general not only on merchant vessels, but rather a significant achievement that can be copied to other transport sectors. The result of this study may also prompt the vessel investors to consider installing sulphur filters within their vessels as a way of achieving significant reduction in sulphur oxide related pollution. Governments will also be prompted to intensify both legislation and campaigns towards the reduction of sulphur oxide pollution.
1.9 Summary
The use of sulphur filters in merchant vessels would be a very good step in the right direction in terms of environmental conservation through reduction of sulphur oxide emissions to the atmosphere. It will also be very useful to vessel investors given the significant reduction in pollution related costs that are likely to be achieved as a result of the use of sulphur filters. The study has been designed to examine the alternative types of engine pollutant filters that can be used in merchant vessels. Chapter 2 is a detailed literature review on issues that relate to the use of sulphur filters. Special emphasis has however been laid on merchant vessels. Chapter 3 outlines data collection and treatment. Chapter 4 presents the study findings while chapter 5 is a discussion of the findings.
Chapter 2 Literature Review
2.1 Overview Air Pollution from Ships.
Merchant vessels have for long been credited for the very significant role that they play in facilitating international trade. Indeed, transportation of freight by ship is considered an environmental mode of transportation. For a very long time, scientist have not been able to single out what may be the consequence of the exhaust fumes from the ships to the environment. This is despite the fact the emissions from ships is the leading form of emission in the entire transport sector. This has since necessitated the need for steps to be taken towards fixing of this problem just has been done to road transport and air transport (Innovations Report, 2004).
Air pollution from ships has proved to be worse that has always been thought. This is even worse within the very high traffic areas where the exhaust emissions may produce effects on the climate just as much or even more than the other forms of emissions. Ship emissions introduce into the atmosphere as much quantities of sulphur oxide and nitrogen oxide as the combined inland sources of emissions. This has particularly led to the formation of ground-level ozone and acidification of shores. Shipping is currently being seen as a large burden to the environment as one of the biggest air polluters in the world (Innovations Report, 2004).
The emissions from merchant vessels, tankers, and other vessels have turned out to be a complicated mixture of dangerous gases which are being introduced into the atmosphere. The fuels that are mainly being used by the ships known as bunker oil contain very large concentrations of nitrogen and sulphur. The emission of this cocktail of gases into the atmosphere is very hazardous to health, agriculture and vegetation. The sulphates which are found in acid rain have very gross effects on the climate. Scientists have estimated the increase in ground-level ozone to be nearly 100 while the acidification of the coastal areas to have increased by 10 as a result of ship emissions (Innovations Report, 2004).
These estimates according to the experts have been based on the sale of ship fuel and the engine consumption. Experts however contends that estimating the actual levels of emissions from the ships may not be very easy since it is spread all over the world. Failure to come up with accurate calculations of pollutant levels from ships is seen as a major setback to environmental conservation. This is particularly so given that the effects to the environment are considerable. Regulations regarding pollution from ships has also not been very strict enough and is not even included in the Kyoto Protocol. The International Maritime Organisation has since realised this setback and has put up a strong advocacy that would see more countries ratify a new international convention aimed at reducing emissions from ships (Innovations Report, 2004).
2.2 Sulphur Content of Fuels
It is highly considered that sulphur dioxide emissions from ship engines are directly proportional to the sulphur content of the fuel used. This has often meant that the most effective way of curbing the problem of sulphur dioxide pollution is to use fuel oils with low sulphur content. Fuel with regard to shipping sectors is normally put into two main categories the heavy bunker fuel oil - which is highly viscous and with high sulphur content, and the light marine distillate which is less viscous and has low sulphur content. Large vessels such as the merchant vessels normally utilise the heavy bunker fuel oils, though they occasionally switch to lighter fuels for their auxiliary engines (The European Environmental Bureau, 2004).
The sulphur content of the heavy bunker fuel oil is approximately 2.80. Though this high sulphur fuel oil is cheaper compared to the light marine distillate, it comes with the problems of high maintenance costs including engine lubrication and higher risks of operating problems. The lower price of the heavy bunker fuel oil has tended to draw majority of merchant vessel investors to rely on it despite the numerous environmental problems that its use poses. There is the other option of desulphurization of oil. This option is however very expensive and requires investment in refinery desulphurization which is far out of reach of the vessel investors (The European Environmental Bureau, 2004).
2.3 Reducing Sulphur Dioxide Emissions from Merchant Vessels
Several measures are being explored to ensure that the risks of sulphur dioxide emission from ships are significantly reduced. It is further estimated that the cost of reducing such emissions may be between 300 and 600 euro per ton. Legislative measures that have so far been implemented on land equally cost much and in some cases more that that on ships. The switch from high sulphur to low sulphur fuel oils would on average cost below 450 euro per ton sulphur dioxide removed. The costs that are associated with retrofitting flue-gas desulphurization to the current coal-fired large combustion engine may vary a lot and is dependent on the specific engine.
A key strategy that is being explored includes voluntary initiative both on the part of the international bunker industry and the vessel investors. The international bunker industry is being urged to ensure the availability of significant quantities of marine heavy fuel oil whose sulphur content does not exceed 1.5. Port authorities are also being urged to provide incentives that would encourage ships to use land-based electricity or clean onboard power while in the port. The voluntary initiative that is available to vessel investors involves the use of sulphur filters that would facilitate the breaking down of sulphur dioxide into other compounds which are less harmful to the environment.
2.4 Sulphur Filters on Merchant Vessels
One of the most acceptable cost-effective ways of reducing sulphur dioxide emission into the atmosphere as compared to regulations requiring the use of low sulphur fuels is the use of sulphur filters. These filters have the benefit of saving the vessel investors millions in dollars and are also capable of reducing the emissions by close to 80. The use of these devices is supported by the MARPOL Annex VI which allows vessels in the Sulphur Emission Control Areas to use an on-board exhaust gas cleaning system or any other technological mode of reducing the emission of sulphur dioxide from both auxiliary and main propulsion engines to 6.1g sulphur dioxide kWh or even less.
Given the ever increasing costs associated with fuel switching, more and more vessel investors are considering the installation of sulphur filters that would enable them to continue using the less expensive high bunker oil but with significant reduction in the levels of sulphur emission. It is evident that the fleet average marginal cost of sulphur dioxide reduction when sulphur filters are used as compared to policy that prescribe fuel switching would significantly reduce. The overall savings for the whole fleet can be as much as 250 million on an annual basis with sulphur dioxide emission reduction of nearly 85 when the sulphur filters are used.
Given that the use of low-sulphur fuel is not a mandatory requirement for the reduction of other pollutants, which can be easily reduced using selective catalytic reaction systems, the use of filtration devices is most ideal. Vessels would still be able to use the heavy fuel oil while applying the after-treatment technologies that would significantly reduce sulphur emissions without compromising their capabilities for controlling other pollutants. The use of sulphur filters would thus serve as a transition mechanism of reducing sulphur emission from merchant vessels in a very timely and the most cost-effective manner before all vessel owners are legislatively compelled to switch to low-sulphur fuels (Wang et al., 2007).
Chapter 3 Methodology
3.1 Introduction
In research undertaking the methodology section is one of the crucial areas to be tackled in a proposal document. This is due to the fact that it forms the basis of the results of research findings. A research can be faced with big challenges due to a wrong choice of the method to be used. To avoid this, good planning of the method is essential and more in order to get reliable results. The issue of reliability establishes that a research should have the ability to show consistency in the results even after a study is done by different researchers repeatedly. Reliability in research study can also be enhanced through good structure of the methodology. When the correct data collection methods are used, proportional samples are collected and the correct method of analysis is used in a research can achieve validity.
Since this research is of an inductive nature, it prompted the application of a qualitative methodology. That means that the views of the marine fuel experts have been given a lot of weight. This was done by administering both physical and online questionnaires as well as conducting in-depth interviews each lasting nearly 45 minutes. Those interviewed had to be marine engine fuel experts and merchant vessel investors who have been in the sector for at least the last five years, and at the time of the interview were actively engaged in the business, as well as voyage crew in the sector who have served at varied positions. This ensured very rich data was gathered from persons with a wealth of experience.
3.2 Data Collection Methods
The key purpose of data collection was to ensure a rich set of description was obtained. To achieve this, the interviews were transcribed in real time by the interviewer. The responses were then reduced and analyzed by adopting principles of data codification and clustering (Miles et al, 1994). This was supplemented by administration of questionnaires as well as comprehensive review of relevant literature.
3.3 Sources
The data gathered for this research is from a wide range of documentary sources relating to use of sulphur filters in general as well as those specifically relating to the use of sulphur filters in merchant vessels. These mainly included policy documents, academic and the non-academic documents. First, journals on sulphur filters were searched. Second, electronic databases were searched using key words like sulphur filters, merchant vessels Air pollution, and exhaust fume filtration. Third, government website for marine transport including Ministry of transport website was searched. Literature review included both conceptual and empirical works with about 30 articles reviewed for this study.
3.4 Interviews
The interviews dwelt on the following areas
Air pollution by merchant vessels.
The relationship between the engine fuel type and the volume of sulphur dioxide emission into the atmosphere.
The means of strengthening the use of sulphur filters on merchant vessels and how to help vessel crew utilize sulphur filters in their facilities.
What the future hold for the utilization of sulphur filter in the merchant vessels.
3.5 Questionnaires
A questionnaire survey of the shipping sector was conducted to understand the aspects of sulphur filter usage within the merchant vessels. The survey was explanatory in nature as the objective was to gain insight of the use of sulphur filters in merchant vessels. The questionnaire was administered to nearly 200 shipping investors and over 100 engine emission experts. The set sent to the investors included a cover letter detailing explanation on the purpose and need for the study, the questionnaire document and a pre-paid reply envelope. Letters reminding the respondents of the questionnaires were later sent to those who had not responded within the three weeks duration.
3.6 Case study
This research involves classical use of case studies to gain a deeper insight through the application of a set of ideas. A multiple case study approach helps in developing a theory which is better grounded, more accurate and more generalized (Eisenhardt et al, 2007). Case studies are introduced to test the practical effectiveness of the use of sulphur filters, and the users adoption and of one over the other. The use of case study is important in practical testing of theories with practitioners in real life situation. The case study organizations are selected based on the idea of theoretical sampling. This is because when it comes to building of a theory, theoretical sampling tends to be preferred as compared to generalized concept found in statistical studies. This means that the cases are chosen for theoretical and not for statistical reasons (Schroeder et al., 2008). An analysis has been developed on how the use of sulphur filters is steadily gaining popularity amongst investors in shipping, and particularly the merchant vessels.
3.7 Survey Analysis
From the nearly 200 questionnaires that were mailed to the shipping investors, 175 were returned. This represented an 85 response to the questionnaires. However, those that contained usable data were only 150, thus a satisfactory response rate can be said to have been reasonably attained. From the 100 questionnaires administered to engine emission experts, 80 were duly completed and handed over. From these about 80 contained usable data representing nearly 80 response rate which can be considered satisfactory.
Chart 1
3.8 Treatment of data
In research the data collected need to be synthesized in order to make sense in regard to what is being studied. The data from the questionnaires in this research was analyzed extensively (Zikmund 2003, p. 1-745) to retrieve the information contained in them. The triangulation method for data analysis and interpretation was used to interpret the data collected basing arguments on grounded theory (Dick 2000 Knafl Breitmayer 1991). In addition the information obtained from the case study was analyzed individually and thereafter a comparison was made between the different data sources.
3.9 Research Limitations
The main limitation that may be pointed out in this research is the use of a single case study. But it is also true that the use of sulphur filters is still a recent concept that has not gained much popularity among shipping investors. At the same time, the single case approach has weight in he sense that it allows or very deep analysis to be achieved. Some of the information has also not been validated through multiple case analyses so as to provide a solid and practical basis for understanding the use of sulphur filters in merchant vessels.
3.10 Rigor, Validity, Reliability, and Ethics
The four categories of quality management in research will be highly considered. This include validity, reliability, ethics and rigor (Zikmund 2003). Reliability of a research is its ability to have consistence in results. This will be done on controlling the sample by stratifying the population to get a more representative sample. Validity is the ability of a scale to measure what it is intended to measure but not going beyond the topic of the study. The triangulation method will be used to control this aspect in research. Ethics involves adherence to the norms accepted in gathering of information. This will be ensured by providing secrecy on the information collected from the investors. The rigor of the research will be directed towards efficient sample size in a critical facet in any investigation. The main purpose a researcher will utilize a sample is to reduce the charges and collect important data faster (Zikmund, 2003).
3.11 Human Rights Protection
The people who will be interviewed will be assured of their confidentiality. In addition, the information that will be gathered will be assured of the peoples privacy. The investors and the investments will have their rights protected.
3.12 Research Schedule Timeline
This research will take a period of eight weeks. This is considered ideal timeframe given the busy schedule of some of the business owners who will be interviewed and have granted appointments at later dates. A detailed summary of the work plan for the research has been tabulated below
Table 1 Work Plan
Week 1Research proposalWeek 2Preliminary literature review searchWeek 3Literature review and writingWeek 4interviewsWeek 5Case study collectionWeek 6Interview editing, coding and interpretationWeek 7Report interpretationWeek 8Report writing and presentation
Chapter 4 Results
The investigation on the use of sulphur filters in merchant vessels sought to obtain the views of merchant investors in the shipping industry which is the main sector with very limited regulations regarding environmental pollution. The views of engine emission experts were also sought on a comparative assessment as well as the sustainability of the use of sulphur filters in merchant vessels. The sample size included 200 subjects in the shipping industry and 100 engine emission experts. The key survey question focused on the reduction or sulphur oxide emission into the atmosphere, suitability of the use of sulphur filters in merchant vessels, comparative costs of other ways of reducing engine pollution, and the environmental cost implication of the use of sulphur filters in merchant vessels.
According to the research findings, merchant vessels play a key role in the entire world trade transport which translates into heavy engine emissions. The results indicate that the shipping sector currently contributes up to 70 of the transport sector sulphur emissions. The road sector contributed 20 of the sulphur emissions while 10 was contributed by other transport sectors.
Chart 2
The key areas of sea transport sector included merchant vessels, power boats, and tourist ships. Merchant vessels were the single biggest contributor of sulphur oxide emissions within the sea transport sector given the heavy loads that they carry and the longer travel duration they take. Tourist ships were the second biggest contributor of sulphur emissions given the high speed of such ships. Power boats were the least contributor within the sea transport sector. The results indicated that merchant vessels contributed 55 of sulphur oxide emissions tourist ships contributed 38 while power boats contributed 10. The other sea vessels contributed the remaining 2 of the sulphur oxide emissions.
Research findings indicated that the main source fuel used in merchant vessels is diesel. Indeed, the use of diesel to power merchant vessels accounted for up to 52 of the fuel sources. Use of coal was also common in steam vessels and accounted for 30 of the fuels sources. Electricity was selectively used especially when the vessels docked for loading and offloading. Electricity thus accounted for 10 as a source of energy. Other fuels including gasoline accounted for only 8 of fuel sources in merchant vessels.
Chart 3
These findings indicate that diesel is the main fuel used in merchant vessels and yet diesel combustion is the main producer of sulphur oxides into the atmosphere. It is therefore evident that merchant vessels will continue to emit a lot of sulphur oxide into the atmosphere.
The research identified two main risks that are associated with the continued use of diesel as the main fuel in merchant vessels. Emission of sulphur oxide into the atmosphere was identified as the main hazard associated with diesel engines. Other dangers including spillage accounted for 30 of the environmental risks, while marine poisoning was considered for only 5 of such risks. The research identified atmospheric pollution as the main reason for the need to use systems that reduce emissions from engine exhaust of merchant vessels. This accounted for 68 of the reason for the need to fit pollutant filtration systems while fuel efficiency accounted for 33 of the reasons for the need of such filtration systems.
The research also sought views of engine emission experts on the viability of the use of sulphur filters in merchant vessels. Research findings indicated that the experts were of the opinion that the use of sulphur filters was 72 viable, changing fuel type was 42 viable, engine upgrading was 25 viable while other measures such as electricity was only 15 viable.
Chart 4
A survey of the shipping sector indicated that carbon dioxide emission was the main environmental pollutant of the merchant vessels and accounting for 60 of the pollutants. Sulphur oxide accounted for 25 of the pollutions while nitrogen oxide accounted for 15 of the pollutants. The survey identified engine powering as the main use of fuel accounting for 52 of diesel use, lighting and refrigeration accounted for 40 of diesel fuel use while other uses accounted for 8.
Chart 5
Research findings indicated that the high cost involved in engine upgrading was the main deterrent to the use of fuel efficient engines in merchant vessels. The other problems related to the reliability and sustainability of the use of various other forms of filtration devices in the merchant vessels. On the use of sulphur filters in merchant vessels, high initial cost was identified as the main deterrent to its usage and accounted for 60 of the low usage. Reliability and sustainability concerns accounted for 30 of the deterrents to the use of sulphur filters.
Chart 6
62 of those interviewed however agree that the use of sulphur filter is cheap in the long run while 30 were of the opinion that it would take very long time to recover the very high initial costs involved. 8 of those interviewed would not give their evaluation and preferred to use whatever was readily available.
When asked whether the International Maritime Organisation was doing enough to promote the use of sulphur filters in merchant vessels, 60 of those interviewed were of the opinion that the campaigns by the International Maritime Organization have made significant achievement while 35 felt that the organisation should intensify its campaigns and legislation on this matter. 5 of the informants did not see any relationship between International Maritime Organization and the decision to use sulphur filters.
The views on the sustainability of the use of sulphur filters indicated that 72 of the experts expressed optimism that with relevant expertise, the use of sulphur filters in merchant vessels can be sustained. 25 of the experts expressed concerns on sustainability given the large volumes of sulphur oxide emissions produced by the merchant vessels. 12 of the experts totally doubted the sustainability of the use of sulphur filters.
Research findings indicated that 80 of all those who were interviewed were of the opinion that the use of sulphur filters in merchant vessels had a future. 12 expressed doubts on the future of sulphur filter usage while 8 remained non-committal on the future the use of sulphur filters on merchant vessels.
Chart 7
Chapter 5 Discussion
Merchant vessels play a very significant role in facilitating the movements of goods from one word trading region to another. It is thus a pertinent component of international trading that will continue to be in operation for several more years to come. The shipping sector is particularly important in the transportation of very heavy and bulky commodities which would otherwise be very expensive to transport through other modes of transport. Shipping is highly dependent on investment in marine vessels with varied characteristics ranging from small and fast vessels to very large and much slower merchant vessels. All these marine vessels rely on petroleum power for their engines and are indeed the biggest consumer of diesel fuel. It is on this basis that discussion on the viability of sulphur filters on marine vessels cannot be complete without due consideration being given to the fuel consumption characteristics of these merchant vessels.
Merchant vessels mainly rely on diesel fuels for their engines. The two main kinds of diesel fuels include the high bunker oil and the light marine distillate. The high bunker oil is the most commonly used diesel given its low cost and ready availability. This diesel is however characterised with very high sulphur content, and thus emits a lot of sulphur dioxide into the atmosphere. Marine light distillate is a refined form of diesel and is thus very expensive as compared to the heavy bunker oil. It is however very efficient and emits minimal quantities of sulphur dioxide into the atmosphere. The International Maritime Organisation is thus campaigning for more use of light marine distillate as compared to the heavy bunker oil.
The concern over the continued use of heavy bunker oil in merchant vessels relates the effects of high levels of sulphur dioxide pollutants emitted into the atmosphere by the vessels using this particular fuel. The shipping department is already being considered as the biggest contributor of sulphur pollutants into the environment. This problem has been compounded by the high number of merchant vessels that rely on heavy bunker oils as their main source of fuel. The increased usage of high sulphur oils will continue to pose major threats to the environment if not adequately checked through sulphur dioxide emission that will significantly increase the impact of global warming. The marine environment and the coastal regions bear the biggest brunt of the climate burden.
In order that the possible negative affects that related to sulphur dioxide emission into the atmosphere by the merchant vessels are avoided, it is important to explore the different ways and means that will offer alternative solution to sulphur oxide emission by merchant vessels into the atmosphere. The key areas that have drawn considerable interest include the use of sulphur filters, engine upgrading, and desulphurisation of oil. All these alternatives have the effect of significantly reducing the quantity of sulphur dioxide that is emitted by merchant vessels in to the atmosphere. These alternative approaches however come with varying costs that should be put into consideration by the shipping sector stakeholders and particularly the vessel investors.
The proponents of desulphurisation of oil argue that this approach is the most viable solution to the problem of sulphur emission by merchant vessel. Their argument is based on the premise that a total ban on the use of heavy bunker oil will ensure that all vessels rely on the light marine distillate and thus a total reduction in the quantities of sulphur dioxide emitted into the atmosphere. The equipments that are required for the desulphurisation of oil are however very expensive thus leading to very high cost of the low sulphur diesel. The majority of the vessel investors may not be very embracive of this approach given the additional overhead costs involved. At the same time, only upgraded vessel engines are capable of efficiently utilising this light marine distillate yet most of the merchant vessels do not have such upgraded engines.
The use of sulphur filters according to the proponents would help save the vessel investors a lot of costs that are associated with the use of light marine distillate and engine upgrading. Given the current legislative campaigns by the International Maritime Organisation for the setting up Sulphur Emission Control Areas all over the world as a measure of ensuring that the vessel investors comply to sulphur free policy, the use of sulphur filters become the most immediate and cost-effective solution to this problem. Relying on stiffer legislative measures may not be very easily achieved since not all countries are signatories to the sulphur reduction treaty. At the same time, oil with low sulphur levels is not readily available given the high costs involved in desulphurisation. This means that investment in the use of sulphur filters remain the best choice for use in merchant vessels.
Though the International Maritime Organisation has done a lot through campaigns to promote the use of low sulphur oil in merchant vessels, there are still feeling among the environmentalists that mere campaigns by the organisation are not sufficient. Instead, there are feelings that for any significant gain to be achieved in reducing sulphur dioxide pollution by merchant vessels resources should be specifically set aside and more funds invested in developing low-cost systems that are within the reach of vessel investors. It is on this basis of the potential benefits that the uses of low-cost systems such as sulphur filters pose over other approaches that this study aims at advocating for a major shift among vessel investors to the use of sulphur filters which are capable of reducing sulphur dioxide pollution by close to 80 and still have substantial cost-reduction benefits in the long run. The successful use of sulphur filters in merchant vessels should serve as a showcase that can be applied to other marine vessels all over the world.
