International Maritime Organization Regulations Research Articles

A Review of On-Board Carbon Capture and Storage Techniques: Solutions to the 2030 IMO Regulations

The maritime sector is among the most polluting industrial sectors in the world. To oppose this and following the global trend towards carbon neutrality, the International Maritime Organization (IMO) introduced the objective to reduce the CO2 emission of vessels by the year 2030 of 40% and at the same time the European Union will introduce the maritime sector into the ETS system. Therefore, there is a need to reduce the emissions of the working vessels, and this can be accomplished through the Carbon Capture and Storage (CCS). There are many possible CCS technologies that can be applied to vessels: the one that has already been studied the most is the ammine scrubbing of the exhaust gasses. In parallel, other technologies have been proposed to reduce volume and energy needs, which are the Molten Carbonate Fuel Cells (MCFCs), membrane technologies, fixed bed absorption processes and limestone. The review shows how, depending on the used vessel type, the technology to be used may vary, and proposes some preferential options for different applications. The obtained results can be of relevant importance in the present context of energy transition promoting immediate retrofitting to respond to the urgent request for intervention.

Investigation of Applying Technical Measures for Improving Energy Efficiency Design Index (EEDI) for KCS and KVLCC2

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO2 emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO2 capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO2 capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO2 capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2–3.5 m and height of 11.3 m. The stripper column was 0.6–1.5 m in diameter and 8.8–9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO2 capture system may be required for Phase 5.

Decarbonizing in Maritime Transportation: Challenges and Opportunities

As global warming caused by greenhouse gases grows (GHGs) into a global environmental threat, carbon dioxide emissions are drawing increasing attention in these years. Among all emission sources, transportation is a major contributor to climate change because of its high dependence on fossil fuels. The International Maritime Organization (IMO) has therefore been promoting the reduction of fuel usage and carbon emissions for container ships by such measures as improving shipping route selection, shipping speed optimization, and constructing clean energy propulsion systems. In this paper, a review of the impact of carbon dioxide emissions on climate change is presented; the current situations of carbon dioxide emissions, decarbonizing methods, IMO regulations, and possible future directions of decarbonizing in the maritime transportation industry are also discussed. Based on the result, it is found that in the case that non intelligent ships still occupy the vast majority of operating ships, the use of new energy as the main propulsion fuel has the defects of high renewal cost and long effective period. It is more likely to achieve energy conservation and emission reduction in the shipping industry in a short period of time by using intelligent means and artificial intelligence to assist ship operation.

Reconstruction mechanism and strategy of global maritime green supply chain against the backdrop of nuclear pollution.

Owing to the nuclear accident at Fukushima, everyone involved in the supply chain began to reflect on the ongoing efforts to minimize the environmental impact. Being part of the green supply chain, it is important for maritime companies to restructure their mechanism and strategy for the future. This study analyzes the framework of the reconstruction mechanism and strategy of the global maritime green supply chain against the backdrop of nuclear pollution in four dimensions, namely, ecology, management, economy, and society. On the basis of these four dimensions, 20 suitable evaluation indicators are constructed to develop an expert questionnaire. These indicators are used to identify the importance of the maritime green supply chain through the fuzzy analytic hierarchy process so that decision makers can discover the intrinsic key competencies. According to the results of the study, the indicators of critical success factors (CSFs) are as follows: 1. "Reduction of waste discharge and pollution treatment"; 2. "Construction of environmentally friendly fleets, desulfurization retrofit, and fleet replacement to comply with the International Maritime Organization's regulations and improve energy efficiency"; 3. " Regular audit, assessment, and review of compliance with environmental laws and regulations"; 4. "Priority access to ports and increased profitability by participating in the Green Ship Incentive Program"; and 5. " Dedicated management units and departments responsible for policies related to green capabilities." The results provide a reference for the decision making of maritime companies to identify the key reconstruction mechanism and CSFs in the maritime green supply chain and explore future service models as a way to build competitive advantage and ensure sustainable operations. This study integrates the ecological theory and concept of the green supply chain management. Furthermore, the results of this study provide policy implications for stakeholders, such as maritime companies and governments, in implementing and promoting green supply chain practices.

Economic feasibility study due to implementation of dual fuel engine of mini-LNG carrier in LNG distribution to power plants in Bali and Lombok

The fact that the maritime transport contributes 2.8% of global greenhouse gas (GHG) emissions challenges the ship to reduce the CO2 emissions. International Maritime Organization (IMO) requires limiting the sulphur to 0.5% m/m in the fuel oil used on board ships operating outside designated emission control. One of strategies to comply the IMO regulations is by using the alternative fuels which may contain low or zero sulphur for ship main engine and that is liquefied natural gas (LNG). Instead of retrofitting the diesel engine which economically requires higher cost, engine conversion to dual fuel diesel engine is preferable in this study. Before the conversion of dual fuel diesel engine is implemented, the feasibility study should be performed, both technically and economically. This study focused on the economic analysis due to conversion of dual fuel engine using LNG fuel. The study case in this research is the plan of dual fuel engine conversion of Landing Craft Tank (LCT) as mini-LNG carrier for distributing the LNG ISO tank to power plants in Bali and Lombok. The economic analysis in this study was carried out to adjust several components in Capital Expenditure (CAPEX) and Operational Expenditure (OPEX) that occurred due to dual fuel engine conversion. Finally, the result of this papers shows that the dual fuel engine conversion for mini-LNG carrier for gas distribution is economically feasible since it gives the smaller cost compared to diesel engine.

Assessment of Energy Efficiency for the Existing Cargo Ships

In order to address the decarbonization policy, International Maritime Or-ganization (IMO) has been dealing with energy efficiency of ships for more than a decade. Firstly, procedures for energy efficiency assessment are intro-duced through the regulative, but only for new ships. Consequently, IMO also introduced energy efficiency criterion for already built ships that is set to be applicable starting from 2023. Regulative is already having an impact on ship design. While the new ships can be adapted in design phase, built ones will not have so many options. So far, almost all the solutions include reduction of the speed, i.e., slow steaming. Nevertheless, there are numerous technical and operational measures. The paper presents the calculation of energy efficiency performed for the fleet of existing 11 cargo ships categorized into four differ-ent ship classes. Calculation is based on the current IMO regulations covering the evaluation of energy efficiency of existing ships index (EEXI). Input pa-rameters for analysis are obtained using two approaches: technical files (de-sign parameters of the ship) & sea-trial reports and statistical method (when technical files & sea-trail reports are not available). Authors examined if the difference in two input approaches and potential class notation change could lead to different energy efficiency evaluation results. Moreover, the main goal of the research was to investigate on how the present conventionally de-signed cargo ships compare to the novel regulations.

Seakeeping and Safety Assessment of Fishing Vessel 30 GT

In Indonesia, many fishing vessels are made from generation to generation in a traditional way. As a result, the ships built did not comply with the regulations and permits of the naval architects. The fishing industry is one of the most dangerous because it works on the high seas. Therefore the performance in hydrodynamics and safety should be evaluated on these traditional vessels. The main objective of this research is to evaluate the hydrodynamic performance and safety of fishing vessels. Following standard specifications or criteria, seakeeping performance is evaluated using Maxsurf Ship Design software. Assessment of existing safety equipment uses IMO (International Maritime Organization) regulations and the Torremolinos protocol. As a result, the ship can only operate at a wave height of 0,1-0,5 meters or undersea state 3. Ship safety inspections reveal that they still do not meet the required requirements and do not have the necessary equipment specified by the World Maritime Organization (IMO) .

Performance of Abuja MOU on Port State Control in Enforcement of IMO Regulations on Maritime Safety

Abstract The study evaluates the performance of the Abuja Memorandum of Understanding (MoU) on port states control (PSC) with a view to providing empirical evidence and information on the rates of change in inspection efforts, detention efforts, and poor inspection performance of PSC Officers in the Abuja MoU. It examined the performance of the Abuja MoU and the level of compliance with International Maritime Organization (IMO) regulations in the West and Central African sub-region. Secondary data obtained from the database of the Abuja MoU administration was used. The findings indicate that the implementation of the instrument has improved maritime safety in the region. The result also shows that trends of inspection efforts, poor inspection performance, number of inspections with and without detected deficiencies grew in the monitored period. The detention rate declined, which implies a decline in the trend of deploying unseaworthy vessels in the waters of the region, which is good for maritime safety administration in the region. About 92.5 % of the total inspections are fully compliant with the IMO safety regulation while 7.44 % of the inspection efforts show shortcomings and failure to comply with IMO regulations in the region

High temperature fuel cells to reduce CO2emission in the maritime sector

Recently the interest in the sustainability of the maritime sector has increased exponentially. The International Maritime Organization (IMO) set as objective the reduction of CO2emissions by 2030 by a margin of 40% compared to 2008. Recent studies showed that, according to the ships and the emission mitigation method applied, only 15–25% of CO2reduction is de facto needed. Fuel cells represent an answer to meet this regulation. We propose two different solutions: (i) produce with SOFCs instead of engines the minimum power necessary to cut 20% of the emissions, or (ii) reduce the engine power of about 10% balancing the power requirement using MCFCs with CO2capture. Using Aspen Plus each solution was investigated. The analysis contemplated LNG steam reforming to produce the H2necessary for cell operation and the separation and liquefaction of CO2. Two case studies were considered comparing existing passenger ships with engines working on HFO and on LNG respectively. Although both solutions showed potential for the reduction of CO2emissions respecting the IMO regulations, the SOFC solution requires a major change in the design of the ship, while MCFCs are proposed as an urgent solution allowing ship retrofitting without demanding update.

THE APPLICATION OF FUZZY AHP – VIKOR HYBRID METHOD TO INVESTIGATE THE STRATEGY FOR REDUCING AIR POLLUTION FROM DIESEL POWERED VESSELS

The negative impact of air pollution on human health had become a vital issue as a result of the increasing use of fossil fuels in recent years. In this context, maritime transportation is one of the most contaminant sectors by using much more fossil fuels. Ships which have a major role in maritime transport, directly affect human health via its emissions, especially in marine areas close to the land such as around the ports, canals, and straits. In this study, strategies were gathered by evaluating International Maritime Organization (IMO) regulations, European Union (EU) recommendations and the applications of the ship owner companies to reduce air pollution stem from ships, and considering the priority perception of these strategies, the effect level of the strategies at the marine areas where ships are approaching the land was analysed by the Fuzzy Analytic Hierarchy Process-Visekriterijumska Optimizacija I Kompromisno Resenje (AHP- VIKOR) hybrid method. As a result of the study, the most effective strategies appeared as “Forbiddance of Heavy Fuel Oil (HFO) usage on Ships” and “Detection of Low Sulphur Fuel Usage by the help of Remote Detector Systems”, and it was seen that these strategies would be most effective in canal or strait passing of the ships. It was also revealed that the relevant expert opinions and IMO regulations meshed together, and it was pointed out the applications for increasing fuel quality.

MV Wakashio grounding incident in Mauritius 2020: The world's first major spillage of Very Low Sulfur Fuel Oil

Very Low Sulfur Fuel Oils (VSLFO, <0.5% S) are a new class of marine fuel oils, introduced to meet recent International Maritime Organization regulations. The MV Wakashio was reported to have released 1000 t of VLSFO when it grounded on a reef in Mauritius on 25th July 2020. A field sample of oily residue contaminating the Mauritian coast was collected on 16th August 2020 and compared with the Wakashio fuel oil. Both oils were analyzed for organic and elemental content, and stable isotope ratios δ13C and δ2H measured. Comprehensive two-dimensional gas chromatography with high-resolution mass spectrometry was used to identify and compare biomarkers resistant to weathering. The aromatic content in the VLSFO was relatively low suggesting that the potential for ecosystem harm arising from exposure to toxic components may be less than with traditional fuel oil spills. The Wakashio oil spill is, to our knowledge, the first documented spill involving VLSFO.

Preliminary Study of Ship Maneuvering Prediction of Container Ship

Ship maneuvering is defined as the inherent capability of a vessel to turn its path based on the hydrodynamics principles. The maneuvering performance becomes important to the safety of navigation when a ship operates. In case of vessel turning motion, International Maritime Organization (IMO) requires the maximum tactical diameter is five times of the ship lengths. Tactical diameter is the distance travelled by the ship’s center of gravity in a parallel direction to the ship’s initial path. In this paper, semi-empirical approach proposed by Clarke (1983) was used to obtain the first derivative of hydrodynamics equation. After that, the maneuvering performance was calculated using Son and Nomoto’s mathematical model (1981). Based on IMO regulations, the calculation of tactical diameter was conducted with 35° of rudder position. The calculation and analysis of tactical diameter was carried out according to relevant procedure of the ship maneuvering provided by IMO. The calculation result shows satisfactory result based on IMO regulations. The maximum tactical diameter does not exceed the requirements of IMO maneuvering standards. A further investigation was performed to see whether there was any impact on ship’s main dimensions to the maneuverability performance. In the future study, the development of open source software program to analyze the ship maneuvering performance is considered. It is expected to be able to contribute for facilitating in the preliminary ship design process.

The Application of Fuzzy AHP - VIKOR Hybrid Method to Investigate the Strategy for Reducing Air Pollution from Diesel Powered Vessels

The negative impact of air pollution on human health had become a vital issue as a result of the increasing use of fossil fuels in recent years. In this context, maritime transportation is one of the most contaminant sectors by using much more fossil fuels. Ships which have a major role in maritime transport, directly affect human health via its emissions, especially in marine areas close to the land such as around the ports, canals, and straits. In this study, strategies were gathered by evaluating International Maritime Organization (IMO) regulations, European Union (EU) recommendations and the applications of the ship owner companies to reduce air pollution stem from ships, and considering the priority perception of these strategies, the effect level of the strategies at the marine areas where ships are approaching the land was analysed by the Fuzzy Analytic Hierarchy Process-Visekriterijumska Optimizacija I Kompromisno Resenje (AHP-VIKOR) hybrid method. As a result of the study, the most effective strategies appeared as “Forbiddance of Heavy Fuel Oil (HFO) usage on Ships” and “Detection of Low Sulphur Fuel Usage by the help of Remote Detector Systems”, and it was seen that these strategies would be most effective in canal or strait passing of the ships. It was also revealed that the relevant expert opinions and IMO regulations meshed together, and it was pointed out the applications for increasing fuel quality.

Ship's compliance with a traffic separation scheme and speed limit in the Gulf of Panama and implications for the risk to humpback whales

To reduce the whale-vessel strike risk in the Gulf of Panama, the International Maritime Organization (IMO) adopted a Traffic Separation Scheme (TSS) with corresponding inshore traffic zones and seasonal (Aug–Nov) speed limits of ≤10 kn (Speed Over Ground, SOG) commencing December 2014. Here, we assessed compliance rates to these new regulations. Vessel traffic data in the area were obtained between 2014 (pre-TSS implementation) and 2016 using Automated Identification System (AIS) transponders. Most vessels (86.1 and 89.8% in 2015 and 2016, respectively) promptly adhered to the TSS. Significant differences were also detected in speed compliance rates among years, but overall speed compliance was low, i.e., only 19.0% of ships in 2015 and 9.7% in 2016 traveled at ≤10 kn. Compliance rates with the TSS and speed limits varied significantly by vessel type. These divergent compliance responses were likely due to inadequate communication to mariners and notes on printed and digital charts. Speed compliance could be enhanced, e.g. via education programs to raise awareness of endangered whales, along with collaborative initiatives between the maritime industry and port authorities, and law enforcement. In addition, continued monitoring of compliance with IMO regulations, as well as ship-related cetacean injuries/mortality by local environmental authorities should aid assessing the efficacy of these conservation measures and mitigating the whale-vessel strike risk in the Gulf of Panama. Above all though, authorities need to evaluate a mandatory speed regulation by the IMO or unilaterally, based on the newly modified and extended baseline for nation's internal waters.

Simulation Study of the IAMSAR Standard Recovery Maneuvers for the Improvement of Serviceability

Recovery maneuvers are highly important for rescuing a person overboard at sea. This is the prime reason why the International Maritime Organization (IMO) has published the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual III, which aims to assist vessels and aircrafts in the performance of a search, rescue, or on-scene co-ordinated efforts with aspects of search and rescue (SAR) which pertain to their own emergencies. The IAMSAR Manual III includes the Williamson turn, the Anderson turn and the Scharnov turn. Furthermore, the Lorén turn has been newly included in the 2019 edition of the Manual. Although several studies have pointed out that the Williamson turn needs to be applied in a modified form for proper application, in terms of returning ability to the original track line, it has not yet been modified in the Manual. Therefore, the purpose of this study is to analyze the serviceability of the four standard recovery maneuvers through a series of ship-handling simulations with representative types of ships. Our main results are as follows: firstly, the Anderson turn is the fastest recovery method, regardless of engine power and rudder efficiency; secondly, the actual paths of the Williamson turn are not consistent with the expected ones; and, finally, no correlations were found between the returning ability of the Williamson turn and any ship configuration or maneuvering ability factors, or their combinations. Thus, based on the experimental results, this paper proposes revising the descriptions of the standard recovery maneuvers and IMO regulations on ship maneuverability, as well as posting the actual tracks of the Williamson turn on the bridge in order to improve its serviceability.

Operational Profile Based Optimization Method for Maritime Diesel Engines

This paper presents an approach to a new engine calibration method that takes the engine’s operational profile into account. This method has two main steps: modeling and optimization. The Design of Experiments method is first conducted to model the engine’s responses such as Brake Specific Fuel Consumption (BSFC) and Nitrogen Oxide ( N O x ) emissions as the functions of fuel injection timing, common rail pressure and charged air pressure. These response surface models are then used to minimize the fuel consumption during a year, according to a typical load profile of a ferry, and to fulfill the N O x limits set by International Maritime Organization (IMO) regulations, Tier II, test cycle E2. The Sequential Quadratic Programming algorithm is used to solve this minimization problem. The results showed that the fuel consumption can be effectively reduced with the flexibility to trade it off with the N O x emissions while still fulfilling the IMO regulations. In general, this method can decrease the manual calibration effort and improve the engine’s performance with a tailored setting for individual operational profiles.

Maritime Cyber Threats and Challenges

The maritime trade becomes crucial for countries' economy, security and sovereignty. Side by side to the growth of shipping, the vessels themselves and the sea-ports become more and more sophisticated, advanced and controlled by computerized and automated systems. Most of the maritime industry companies (from sea ports to shipping companies) are not ready and protected enough against cyber-attacks. Furthermore, there are no world regulation for the maritime industry yet, although the IMO (International Maritime Organization) is working on regulation that will fit the maritime industry, focusing on vessels. The IMO regulation is expecting to be implemented during 2021.

Economic benefits of introducing LNG-fuelled ships for imported flour in South Korea

As the concerns about air pollution have steadily increased, the perception that ships are the source of pollutants and toxic emissions is also expanding. Thus, the International Maritime Organization (IMO) is tightening maritime regulations to reduce air pollution from ships. Currently, the government and related industries are trying to replace heavy fuel oil with liquefied natural gas (LNG) to counter future IMO regulations. Since the use of LNG is expected to increase costs, it is necessary to estimate the social benefits to determine the legitimacy of the replacement. The purpose of this study is to analyse the public’s willingness to pay (WTP) for products imported in LNG-fuelled ships using the contingent valuation method. Flour, the most of which is currently imported in South Korea, is chosen as the subject of empirical analysis. As a result, the mean additional WTP was KRW 571 (USD 0.51) per kg. This value corresponds to about 36% of the existing flour price. Therefore, South Korean households are willing to pay a considerable premium on the flour imported via LNG-fuelled ships. These results can serve as useful bases for future LNG bunkering-related policies.

Poboljšanje osetljivosti na vruće prsline i produktivnost upotrebom Super-TIG zavarivanja čelika sa 9% nikla

9% Nickel steel has been widely used for storage of liquefied gases, oxygen, and nitrogen in competition with aluminium and austenitic alloys due to its low cost. The development of 9% nickel steel with low ductile-brittle transition temperatures reformed the LNG industry by extensive storage and transportation. In recent years, the demand for 9% nickel steel fuel tanks increasing due to the International Maritime Organization regulations on the reduction of sulphur oxides from 3.5% to 0.5%. Hence, the LNG fuel tanks made with 9% nickel steel became a major part of the international energy industry. However, the weldability, fabrication cost, and productivity of these steels are one of the major concerns for manufacturers. Flux cored arc welding (FCAW) process is the most commonly used joining method for 9% nickel steel with Hastelloy fillers. In FCAW, the loss of deposited metal due to inter pass cleaning by grinding action caused to a reduction in total productivity. Demands for higher production, low cost, better mechanical properties, and reliability are the main driving forces for new developments in this area. To achieve these, the most recently developed "Super-TIG Welding" with C-type filler was successfully applied to improve the 9% Nickel steel weldability, productivity and, mechanical and metallurgical properties of the butt welds. In SuperTIG welding, alloy 625 filler was used, which is cheaper and good weldability over the Hastelloy fillers. The weldability evaluation tests resulted in improved resistance to hot cracking susceptibility using Super-TIG welding. The mechanical properties of the Super-TIG welded joints performed better than the FCAW joints. Most importantly, the productivity of the welding dramatically improved by Super-TIG welding. Super-TIG welding is capable of producing higher feeding rates with clean beads. Therefore, the alloy 625 C-Filler and avoidance of inter pass cleaning in Super-TIG welding resulting in increased productivity. The newly developed Super-TIG welding achieved many things to obtain satisfactory products in the recent welding industry.

Particulate Matter Emission Reduction from Marine Diesel Engines by Electrohydrodynamic Methods

Abstract Particulate matter (PM) and gaseous compounds (SO2, NOx, VOC) emitted by diesel engines causes serious global environmental problems and health impact. Despite numerous evidences about the harmfulness of diesel particles, the PM emission by diesel engines used by ships, cars, agricultural machines, or power generators is still unregulated, and the efficient removal of PM from diesel exhausts is still the major technological challenge. In order to comply with the International Maritime Organization regulation, the NOx emission is reduced by using selected catalytic reactor, and sulphur oxide emission has been reduced by using fuels of low sulphur content. However, both of those measures cannot be used for the reduction of PM emission produced during combustion of marine fuels. The lack of appropriate regulations results from insufficiently developed technology, which could remove those particles from exhaust gases. Conventional scrubbers currently available on the market remove only sulphur oxide with required collection efficiency, but the collection efficiency for PM2.5 is below 50%. The article discusses the technical means used for the removal of PM from marine diesel engines via applying electrohydrodynamic methods, in particular electrostatic agglomeration, as a method of nanoparticles coagulation to larger agglomerates, which could operate in two-stage electrostatic precipitation systems, and electrostatic scrubbers, which remove particles by electrically charged water droplets. The experimental results were obtained for a 2-stroke 73 kW diesel engine fuelled with marine gas oil (MGO). The agglomerator allowed increasing the collection efficiency from diesel exhausts for PM2.5 particles by about 12%, compared to electrostatic precipitator operating without agglomerator, and the total mass collection efficiency was above 74%. The collection efficiency of electrostatic scrubber was higher than 95wt.%. The advantage of using the electrostatic scrubber is that it can also reduce the SO2 emission by more than 90%, when HFO is used.