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ABS: Lessons learned from scrubber installation and operation

Scrubbers have been operating in marine environments for almost 30 years, so owners were not exactly entering a brave new world of technology, says ABS.
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The American Bureau of Shipping (ABS) recently released a post highlighting the challenges and possible solutions that were experienced by operators installing and operating exhaust gas cleaning systems.

At the beginning of this year, the IMO’s global sulfur cap on marine fuels entered into force and shipowners who chose the SOx scrubber pathway to compliance began the modern era of emissions reduction.

Scrubbers have been operating in marine environments for almost 30 years, so owners were not exactly entering a brave new world of technology. But any time a new technology is integrated into an individual vessel’s operating system, lessons are learned; and these lessons create a knowledge base that operators with less experience with scrubbers can draw from.

Leading class societies have been supporting scrubber integration in the marine environment since their first application. ABS, for one, has gathered the depth of market intelligence required to help owners to improve the process of installing and operating most scrubber systems.

Lessons have been learned about everything from installation and commissioning to the most common hardware failures for operating systems, and the type of consumables that are typically needed.

In this post, we will discuss some of the key issues associated with the installation and operation of scrubbers. But for a comprehensive list, please download ABS’s guide, practical considerations for the Installation and Operation of Exhaust Gas Cleaning Systems.

In commissioning SOx Scrubber systems, there can be challenges associated with extensive test periods, usually the result of an owner/operator having limited test plans and/or pre-commissioning work. This may be relatively intuitive, but following an approved test plan and completing the pre-commissioning activities are the fastest way to avoid these problems.

Another recurrent problem we are seeing, specifically during the installation process, is when washwater is carried over with the exhaust gas. This is commonly the result of unsuitable or inefficient flowpaths for the exhaust gas and can be resolved by optimizing the flowpath and/or modifying the design of the demister, which removes liquid droplets from the vapor stream.

Below are some more symptoms that operators are experiencing, and potential solutions:

HIGH EXHAUST BACK-PRESSURE:
This is likely due to either undersized scrubbers, sharp bends in exhaust piping, water-spray resistance, or a failure of the bypass-isolation valve interlock. Ultimately, the system’s design usually can be improved through simulations that identify the potential sources of back-pressure.

INTERRUPTED OPERATIONS
In the case of washwater supply, the problem can be caused by clogged filters in the supply piping. But when frequent operational interruptions become problematic, it is constructive to thoroughly examine your redundancy options. A failure mode and effect analysis can support this process.

NON-COMPLIANT PERFORMANCE
(eg., washwater pH value, SO2/CO2 ratio): These symptoms could be due to inadequacies in the washwater, low alkalinity in the water supply or simply an ineffective water-spray pattern. Improving the overall design, a process that can be verified through the use of computation fluid dynamics modeling, and verification of alkalinity levels in the water supply may resolve the issue.

POOR RELIABILITY OF MONITORING SYSTEMS
(including instrument malfunction): These symptoms can be caused by many issues, including the simple fact that the monitoring system may not be designed for marine applications. Other possible causes include that it may not be calibrated or installed correctly. Start by ensuring that the monitoring system is approved for marine use, and then follow the manufacturer’s instructions for calibration and maintenance.

HARDWARE FAILURE
When a SOx Scrubber system suffers a hardware failure there can be multiple causes. Below are some that industry-operating history suggests owner/operators may want to consider investigating when searching for solutions:

  • The sampling tubing may have become clogged, preventing accurate readings of SO2/CO2 ratios in the exhaust gas
  • The pressure transducers at the bottom of the pipe run may have become clogged with debris because the sensors were located in the wrong places
  •  The demister in the scrubber chamber may have malfunctioned due to a build-up of deposits
  •  Defective welds on piping system could have allowed washwater to leak
  •  Low-grade stainless steel (e.g. SS316 for fittings inside the scrubber chamber) may not have held up to       the corrosive operating environment
  •  The metallic pipe section on the side shell used to discharge washwater also may be corroded
  • The air pump that samples exhaust gases may not be working properly
  •  The scrubber’s uptake damper cannot be operated in manual mode
  •  The mechanical seals for the washwater feed pumps may have failed
  • The automation controls for printed circuit boards may have failed

MAJOR INCIDENTS CAUSING ENGINE SHUTDOWN AND DAMAGE:
History has taught the industry that most costly asset failures are the result of human error. The actions may be well-intentioned, but crews need to be fully trained to operate specific systems and to discourage any efforts to operate them in a mode that would disregard the control system, or manufacturer recommendations for upkeep.

In one recent event, a main engine stalled due to high backpressure after a scrubber by-pass damper failed to open when the scrubber uptake damper was closing. The programmable logic controller that was designed to control the interlock of the by-pass and uptake dampers had failed. Regular maintenance and testing in accordance with manufacturer’s instructions could have identified the problem.

The incident made clear that safety features require regular maintenance and testing in accordance with the manufacturer’s instructions, and that crews in charge of any system need to be familiar with basic starting procedures, such as checking damper positions and safety features.

In general, the industry has learned a lot about exhaust-gas scrubbers in the 30 years since they were first used in marine applications. The average owner may have become relatively familiar with the individual systems they chose to use.

However, leading class societies such as ABS will have learned the lessons from many systems, and have the depth of knowledge to help owners with any challenges they may face.

 

Photo credit: Cameron Venti from Unsplash
Published: 7 October, 2021

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Winding up

Singapore: High Court to hear Norvic Shipping Asia winding up application on 31 July

Application for the winding up of Norvic Shipping Asia Pte Ltd was filed by Netherlands-registered Mur Shipping BV on 8 April, according to Government Gazette notice.
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RESIZED singapore high court

An application for the winding up of Norvic Shipping Asia Pte Ltd was filed by Netherlands-registered Mur Shipping BV on 8 April, according to a Tuesday (21 July) notice on the Government Gazette.

It noted the winding up application is directed to be heard before the Judge sitting in the General Division of the High Court at 10am on 31 July.

Any creditor or contributory of the company desiring to support or oppose the making of an order on the winding up application may appear at the time of hearing by himself or his counsel for that purpose.

A copy of the winding up application will be furnished to any creditor or contributory of the company requiring the copy of the winding up application by the solicitors of the applicant’s, Oon & Bazul LLC, on payment of the regulated charge for the same.

The Applicant’s address is Hiridostraat 5, Gebouw Prismatrium, 1101CW Amsterdam, The Netherlands.

The Applicant’s solicitors are Oon & Bazul LLC of 103 Penang Rd, #04-04/05/06 Singapore 238467. 

Queries on the winding up application may be directed to the following email addresses: [email protected] and [email protected].

 

Photo credit: Manifold Times
Published: 22 July, 2026

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Methanol

World Fuel and partners complete first green methanol bunkering of car carrier in Shanghai

Operation involved the delivery of approximately 2,800 MT of green methanol to “Arctic Tern” via a ship-to-ship transfer using SIPG Energy’s dedicated methanol bunkering vessel “M/V Hai Gang Zhi Yuan”.
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World Fuel and partners complete first green methanol bunkering of car carrier in Shanghai

Marine fuel provider World Fuel on Tuesday (21 July) said it successfully completed the first green methanol bunkering of M/V Arctic Tern, with EUKOR Car Carriers and SIPG Energy at the Port of Shanghai. 

Arctic Tern is the first vessel in the new Shaper Class series of car carriers. 

The operation involved the delivery of approximately 2,800 MT of green methanol to Arctic Tern via a ship-to-ship transfer using SIPG Energy’s dedicated methanol bunkering vessel M/V Hai Gang Zhi Yuan, the largest vessel of its kind in operation. 

The bunkering operation was carried out at Haitong Terminal, Waigaoqiao Port Area, Shanghai Port, with cargo handling operations conducted simultaneously during bunkering.

This marks EUKOR Car Carriers’ first green methanol operation and the first time Arctic Tern has bunkered methanol since its delivery on 9 July. The operation marked the first bunkering at Shanghai Port of green methanol produced locally in Shanghai for an international PCTC operator. 

It also demonstrated the city’s integrated green methanol value chain, spanning local production, storage and bunkering, and established a replicable “Shanghai Model” for green methanol supply.

World Fuel arranged the supply and delivery of the fuel on behalf of EUKOR Car Carriers, working with SIPG Energy as the physical supplier at the Port of Shanghai.

The green methanol supplied was produced from municipal solid waste, ISCC-EU certified, and had a carbon intensity value below 25 gCO₂e/MJ.

Arctic Tern is the first of fourteen Shaper Class vessels ordered by Wallenius Wilhelmsen. With a capacity of 9,300 car equivalent units and methanol dual-fuel capability, the vessel will be operated by EUKOR Car Carriers, jointly owned by Wallenius Wilhelmsen and Hyundai Motor Group. Following her first green methanol bunkering, Arctic Tern will continue her maiden voyage from Asia to Europe.

Xavier Leroi, COO Shipping Services at Wallenius Wilhelmsen and CEO of EUKOR Car Carriers, said: “Completing Arctic Tern’s first green methanol bunkering shortly after delivery is a significant milestone towards our decarbonisation ambition for both EUKOR Car Carriers and Wallenius Wilhelmsen. It demonstrates how investments in next-generation vessel technology and fuel flexibility are being translated into real-world operations. 

“This achievement reflects the strong collaboration between all parties involved. Together, we have shown how partnerships across the maritime value chain can help make lower-emission fuels available and operationally viable at scale.”

Mark Tamsitt, SVP Global Marine Sales at World Fuel, said, “The first bunkering event with a new fuel is a significant moment for any shipowner, and our role is to make it as seamless as possible. By connecting EUKOR Car Carriers with SIPG Energy’s proven green methanol capability at the Port of Shanghai, we were able to deliver on reliable supply, fuel quality, and safe processes. As more of our customers bring methanol dual-fuel tonnage into service, we are committed to being the partner that makes these kinds of operations routine.”

Mr. Zhang Da, General Manager of SIPG Energy, said, “Welcoming Arctic Tern to the Port of Shanghai for her first green methanol bunkering demonstrates the strength and maturity of our supply capability. Building on our well-established methanol ship-to-ship bunkering services for container vessels, we have already extended such services to pure car and truck carriers (PCTCs). This bunkering sets a new record for the largest single SIMOPs green methanol bunkering for PCTCs in China, marking another step in building Shanghai’s position as a global green energy hub for international shipping.”

This operation follows Wallenius Wilhelmsen’s announcement on 9 July that Arctic Tern would complete her first methanol bunkering shortly after delivery. The vessel entered service on routes between Asia and Europe immediately following handover from China Merchants Jinling Shipyard in Nanjing.

 

Photo credit: World Fuel
Published: 22 July, 2026

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Ammonia

HPA and MB Energy develop safety concept for STS ammonia bunkering

HPA says the Port of Hamburg will become “bunker ready” for ammonia, laying the groundwork for safe and reliable ammonia bunkering in the future.
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July 22, 2026

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HPA and MB Energy develop safety concept for STS ammonia bunkering

The Hamburg Port Authority (HPA) and integrated energy company MB Energy on Tuesday (21 July) said they have completed a comprehensive risk analysis and developed a dedicated safety concept for ship-to-ship ammonia bunkering.

MB Energy said the analysis lays the groundwork for the safe introduction of ammonia as a future marine fuel.

“With our planned ammonia import terminal in Hamburg-Blumensand, MB Energy intends to provide the reliable land side supply infrastructure needed to support this transition across northern German ports,” it said in a social media post. 

Mabanaft Group was renamed to MB Energy last year and merged over 50 existing brands under one identity. 

Separately, HPA said the Port of Hamburg will become “bunker ready” for ammonia, laying the groundwork for safe and reliable ammonia bunkering in the future.

“The focus is in particular on container ships, cruise ships as well as RoRo and ConRo (Container/RoRo) ships,” it said. 

“We expect ammonia to establish itself as an alternative marine marine fuel in the coming years. With our preparatory work, we are already creating the conditions to welcome the first ammonia-powered ships in Hamburg and to bunker them safely.:

HPA added that the import terminal for ammonia planned by MB Energy from 2029 will make a decisive contribution to ensuring the reliable availability of ammonia as a bunker fuel in northern German ports in the long term. 

“The use of an ammonia bunker barge is considered a possible addition to the landside infrastructure to enable ship bunkering in the port and beyond in the future,” it said.

Related: Mabanaft Group renames as MB Energy, merging over 50 brands under one identity

 

Photo credit: Hamburg Port Authority
Published: 22 July, 2026

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