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SCR Catalyst for Your Ship

This image shows the SCR catalyst in an engine room, suitable for both existing and new ship designs.

The Green Deal for inland and maritime shipping is entirely focused on reducing harmful environmental emissions, including nitrogen (NOx) emissions. This agreement not only serves as a driving force behind emission reduction but also marks a noticeable trend where ports, carriers, charterers, and contractors are increasingly choosing cleaner ships. Selective Catalytic Reduction, commonly known as SCR, is a widely accepted technology for reducing nitrogen emissions. Discover our partner’s SCR catalyst, suitable for both existing and new ship designs.

Request a quote

SCR Catalyst for Your Ship

Discover the SCR catalyst from our partner, suitable for both existing and new ship designs.

Request a quote
This is a front view of a ship's SCR catalyst in an engine room.

Technology

When fuel and air are mixed and combusted in an engine, exhaust gases are produced that contain various pollutants, including harmful nitrogen oxides (NOx). Learn more about the processes underlying Selective Catalytic Reduction (SCR) technology to reduce a ship’s NOx emissions.

How the SCR catalyst works

Properties

Whether your engine is non-compliant (pre-CCR), CCR-1, or CCR-2, each SCR catalyst is custom-designed to seamlessly integrate with your specific engines, vessel type, user profile, and available space in the engine room.

These SCR catalysts reduce nitrogen oxides (NOx) emissions by up to 98%, allowing you to easily meet the emission limits of IMO Tier III and EU Stage V.

The design and manufacturing take place in Germany, utilizing high-quality materials, and the housing is engineered for effortless maintenance.

The SCR catalysts are suitable for ships with engine power ranging from 19 to 10,000 kW.

This image shows the SCR catalyst from our partner Fischer Abgastechnik, designed to reduce a ship's NOx emissions.

Inland Shipping

Thanks to the Inland Shipping Emission Performance Label, shipping companies and shipowners active in inland shipping can now also receive recognition for “old” non-compliant engines (pre-CCR), CCR1, and CCR2 engines.

This means that it is no longer necessary to only consider new Stage V-certified engines to stay up to date. Instead, you can now also be rewarded by ports, carriers, and banks for installing exhaust gas aftertreatment by measuring emissions in practice.

However, if you want to achieve the Stage V emission limit values with your non-certified Stage V engines, in many cases, you also need to install a diesel particulate filter alongside an SCR catalyst. This is necessary to bring the emissions of particulate matter (PM) and the number of solid particles (PN) to Stage V levels.

Emission Performance Label
Stage V emission requirements

Maritime Shipping

Since January 1, 2016, the IMO Tier III emission requirements have been in effect for the Nitrogen Oxide Emission Control Areas (NECA), aimed at reducing nitrogen (NOx) emissions from maritime shipping. In addition to the coast of North America and the Caribbean islands, as of January 1, 2021, the North Sea and Baltic Sea have also been designated as NECA areas.

While the IMO Tier III regulations are solely focused on reducing nitrogen emissions on ships and not on reducing particulate matter emissions, we observe that an increasing number of shipping companies in maritime shipping choose to reduce particulate matter (PM) emissions with a diesel particulate filter to the level of Stage V. Especially shipping companies with vessels engaged in contracting apply this method because they need to meet increasingly stringent environmental requirements beyond legal obligations.

Tier III emission requirements >

In Practice

As a practical example, a shipping company decided to modernize its 1964 crane vessel by incorporating an SCR catalyst. These efforts resulted in a long-term contract with the Port of Rotterdam, winning a Green Award, and gaining recognition as a leading player in sustainability.

Another shipping company demonstrated its commitment to addressing nitrogen oxide issues by outfitting a new and innovative barge ship with an SCR catalyst.

Discover crane vessel
Discover barge ship
Explore more projects >
This image shows the innovative barge ship equipped with an SCR catalyst.

Technology

When fuel and air are mixed and combusted in an engine, exhaust gases are produced that contain various pollutants, including harmful nitrogen oxides (NOx). Learn more about the processes underlying Selective Catalytic Reduction (SCR) technology to reduce a ship’s NOx emissions.

Discover how the SCR catalyst works

Properties

Whether your engine is non-compliant (pre-CCR), CCR-1, or CCR-2, each SCR catalyst is custom-designed to seamlessly integrate with your specific engines, vessel type, user profile, and available space in the engine room. These SCR catalysts reduce nitrogen oxides (NOx) emissions by up to 98%, allowing you to easily meet the emission limits of IMO Tier III and EU Stage V. The design and manufacturing take place in Germany, utilizing high-quality materials, and the housing is engineered for effortless maintenance. The SCR catalysts are suitable for ships with engine power ranging from 19 to 10,000 kW.

This image shows the SCR catalyst from our partner Fischer Abgastechnik, designed to reduce a ship's NOx emissions.

Inland Shipping

Thanks to the Inland Shipping Emission Performance Label, shipping companies and shipowners active in inland shipping can now also receive recognition for “old” non-compliant engines (pre-CCR), CCR1, and CCR2 engines.

This means that it is no longer necessary to only consider new Stage V-certified engines to stay up to date. Instead, you can now also be rewarded by ports, carriers, and banks for installing exhaust gas aftertreatment by measuring emissions in practice.

However, if you want to achieve the Stage V emission limit values with your non-certified Stage V engines, in many cases, you also need to install a diesel particulate filter alongside an SCR catalyst. This is necessary to bring the emissions of particulate matter (PM) and the number of solid particles (PN) to Stage V levels.

Discover the Inland Shipping Emission Performance Label
Explore the Stage V emission requirements in inland shipping

Maritime Shipping

Since January 1, 2016, the IMO Tier III emission requirements have been in effect for the Nitrogen Oxide Emission Control Areas (NECA), aimed at reducing nitrogen (NOx) emissions from maritime shipping. In addition to the coast of North America and the Caribbean islands, as of January 1, 2021, the North Sea and Baltic Sea have also been designated as NECA areas.

While the IMO Tier III regulations are solely focused on reducing nitrogen emissions on ships and not on reducing particulate matter emissions, we observe that an increasing number of shipping companies in maritime shipping choose to reduce particulate matter (PM) emissions with a diesel particulate filter to the level of Stage V. Especially shipping companies with vessels engaged in contracting apply this method because they need to meet increasingly stringent environmental requirements beyond legal obligations.

IMO Tier III emission requirements for NECA areas >

In Practice

As a practical example, a shipping company decided to modernize its 1964 crane vessel by incorporating an SCR catalyst. These efforts resulted in a long-term contract with the Port of Rotterdam, winning a Green Award, and gaining recognition as a leading player in sustainability. Another shipping company demonstrated its commitment to addressing nitrogen oxide issues by outfitting a new and innovative barge ship with an SCR catalyst.

Read how this crane vessel from 1964 won a Green Award >
Discover more about the innovative barge ship
This image shows the innovative barge ship equipped with an SCR catalyst.

Frequently Asked Questions

Each SCR catalyst is custom-designed to serve a wide range of vessel types across various sectors. Whether it’s ships in the seagoing shipping, coastal shipping, cruise industry, fast ferries, offshore, inland shipping, dredging, fishing, naval vessels, or megayacht construction, this system is suitable for both new and existing vessels with engine power up to 10,000 kW.

Determining the suitability of this technology for your specific vessel requires consideration of several factors. While the emphasis is on designing SCR catalysts that fit into the most confined engine rooms, a feasibility study is essential. This involves not only assessing whether the catalyst fits with all the pipes, but also whether emission limit values such as IMO Tier III and EU Stage V can be achieved, with or without a thermal management system such as a burner.

Absolutely, with this SCR catalyst, you can not only meet the emission limit values of IMO Tier III and EU Stage V, but you can also further reduce the NOx emissions of your (existing) vessel. In certain cases, for example, it is possible to bring nitrogen oxide emissions back to the level of Euro 6. This certainly gives you an advantage in tenders.

You may be eligible for a subsidy for an SCR catalyst, depending on its availability. At the time of writing, for example, you can participate in the Temporary subsidy scheme for sustainable inland navigation vessels. This scheme is specifically designed for shipowners and shipping companies with existing inland shipping vessels and engines on board.

Additionally, you may qualify for the Environmental Investment Allowance (MIA) and the Random Depreciation of Environmental Investment Scheme (Vamil).

Contact Us

Berger Maritiem, based in the Netherlands, provides global access to sustainable maritime products and services through international partners.

Phone Number:

+31 78 6 414 525

Email Address:

info@bergermaritiem.nl

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How the SCR Catalyst Works

In an internal combustion engine, fuel is mixed with air and combusted, resulting in the production of exhaust gases containing various pollutants, including harmful nitrogen oxides (NOx). Before these exhaust gases reach the SCR catalyst, a liquid-reductant agent is added. In this case, it is AdBlue, a 32.5% solution of urea in demineralized water.

The exhaust gases, along with the added liquid-reductant agent, are then directed to the SCR catalyst, where chemical reactions occur at high temperatures. Within the catalyst, the nitrogen oxides (NOx) react with the liquid-reductant agent, resulting in their conversion to harmless substances such as nitrogen gas (N2) and water vapor (H2O). These cleaned exhaust gases are then expelled through the ship’s exhaust system.

To ensure efficient operation, the SCR catalyst requires a specific operating temperature. In situations where the exhaust gases may not generate enough heat to maintain the optimal reaction temperature, a burner can be used. This burner adds heat to the catalyst, ensuring it continues to operate efficiently and effectively reduces the emission of nitrogen oxides (NOx).

Inland Shipping Emission Performance Label

The Inland Shipping Emission Performance Label, which came into effect on November 15, 2021, marks a significant milestone in efforts to substantially reduce harmful emissions to the air.

For owners of existing cargo ships, passenger ships, and floating equipment with a minimum length of 20 meters, this emission label opens up new opportunities to make their vessels more sustainable. Especially for ship engines that are expected to remain operational for a long time, this label offers various alternatives.

The inland shipping label system is based on actual measured engine performance on board. This not only rewards new Stage V-certified engines but also other technologies such as an SCR catalyst and diesel particulate filter. Through measurements at the exhaust pipe, ports, carriers, and banks can recognize shipowners and operators for their efforts to make their existing inland shipping vessels more sustainable.

In addition to the Air Quality component, which calculates the weighted average of nitrogen (NOx) and particulate matter (PM) emissions, the emission label also considers emissions that affect the climate (CO2). If you operate on cleaner fuels such as GTL, (Bio-)LNG, and HVO, or plan to do so, this is also taken into account in the calculation, and you can achieve a better score for your inland shipping vessel.

The inland shipping label system classifies inland shipping vessels based on a combination of letter and number ratings. The letters (A to E) represent climate emissions, and the numbers (0 to 5) represent air quality emissions. For example, an inland shipping vessel with the label A0 can be considered climate-neutral and emission-free, while a vessel that performs ineffectively on both emissions will receive a letter and number rating of E5.

The performance label is based on the emissions of the engines on board in practice. This is based on grams per kWh performance based on the legally applicable test cycle. The emission label is placed at the ship level (not at the engine level), using the weighted average of all installed inland shipping engines on board with a power of 19 kW or more.

Each inland shipping vessel is practically unique, and customization is required to help make the existing inland shipping fleet more sustainable. The Inland Shipping Emission Performance Label, provided on a voluntary basis, is hoped to be a suitable instrument for this purpose.

Stage V Emission Requirements in Inland Shipping

Stage V in inland shipping refers to the emission requirements for inland navigation engines as set out in Annex II of EU Regulation 2016/1628. As of January 1, 2019, newly purchased main and auxiliary engines in inland shipping with a power below 300 kW must comply with Stage V. For new main and auxiliary engines with a power above 300 kW, the Stage V emission requirements apply from January 1, 2020. But what do these requirements mean for you as a shipowner or operator?

NRMM EU Stage V Emission Requirements for Inland Shipping

European Regulation 2016/1628 applies to non-road mobile machinery, including ship engines. The aim of this so-called “Non-Road Mobile Machinery” (NRMM) regulation is to have the new EU Stage V emission requirements lead to a reduction in air emissions in inland shipping.

The NRMM regulation sets limits for the emissions of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) by inland navigation engines. In addition, standards have been established for both the maximum weight of particulate matter (PM) and the number of solid particulate matter particles (PN). In this context, NOx emissions are 70-84 percent lower and PM emissions are 92.5 percent lower than with CCR-II.

EU Regulation 2016/1628 applies to all newly installed inland navigation engines, both for new construction and for engine replacement.

Classification of Inland Navigation Engines for Stage V

EU Stage V engines for inland navigation are divided into three categories: IWP, IWA, and NRE.

Engine Category IWP

The first category, IWP, includes engines of 19 kW or more that are solely used or intended for the direct or indirect propulsion of inland navigation vessels.

Engine Category IWA

Auxiliary engines with a power greater than or equal to 19 kW, exclusively used in inland navigation vessels, fall under the category IWA.

Engine Category NRE

The NRE category includes engines not primarily intended for inland navigation vessels but may be used for such purposes, with a power of less than 560 kW.

Solution for Existing Engines

Thanks to the Inland Shipping Emission Performance Label, existing pre-CCR, CCR-1, and CCR-2 certified engines with SCR catalysts and diesel particulate filters can be considered more or less equivalent to EU Stage V-certified engines.

Barge Ship

When Johan Faasse was working in his father’s company in 1984, they owned a barge ship of 1150 tons. Later, he took over the company together with his wife Digna. In 2000, they had their first new barge built, the Philipskercke (1810 tons), followed by another Philipskercke in 2006 of 2530 tons. In 2019, they added the Philipskercke II, a barge with a carrying capacity of 3250 tons. This ship has been in operation since October 2019 and has received a Golden Green Award.

The focus in designing this second-generation barge ship was on reducing the environmental footprint per tonne-kilometer. Not only was attention given to the effective emissions, but also to the most optimal hull shape at maximum carrying capacity. For the shipyard Zeeland Maritime Services (ZMS) from Wemeldinge, the realization of this project marks a step towards the future.

Thanks to the sustainable solutions, the Faasse family transports large tonnages of construction raw materials in an environmentally friendly manner with low diesel consumption. This contributes to reducing CO2 emissions on projects of major contractors, dredgers, and builders, promoting the CO2 performance ladder and Corporate Social Responsibility (CSR).

For the onboard power network, the Faasse family opted for a battery pack of 178 kWh, which is charged by the engines while sailing. This allows them to lie silently and emission-free, which is advantageous in heavily populated areas.

Furthermore, the engines have been made EU Stage V-ready. A diesel particulate filter and SCR catalyst from our partner have been installed behind each main engine and the bow thruster engine. These filters reduce particulate matter (PM) emissions by up to 99%, while the SCR catalysts reduce nitrogen oxide (NOx) emissions by up to 98%. By addressing NOx emissions as well, they directly address the current nitrogen oxide issue.

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