Yachts over 24 meters required to meet IMO TIER III engine emissions next year.

All urea tanks and piping will require stainless steel. Urea also has a shelf life that is not friendly to a low usage yacht that may sit for long periods of time.

There is an industry online seminar on the topic Tuesday, September 8th.

https://dlba-inc.com/library/webinar-selective-catalytic-reduction-scr/

Sorta old news. IMO2020 info has been available for sometime (like 2005). It's for the reduction of sulphur in bunker and diesel fuels.

http://www.imo.org/en/MediaCentre/HotTopics/Pages/Sulphur-2020.aspx

It's why we ordered three LNG powered tugs. The first one is already in service. It was either LNG or modifying the 15 conventional tugs. By the time we added up the costs of scrubbers, it was less costly to order new vessels. We sold all but one tug.

Marine industry has been late to the emissions party the trucking industry has had to endure since 2009. Lowered diesel sulphur to 15ppm. Every diesel from a pickup to an otr is required to have a SCR catalytic converter and either use DEF (urea) and/or DPF to reduce NOx. The trucking industry has been the guinea pig for all this tech. Idling a pickup for hours on end is not good for the engine or the environment either. Where it was common pre-93 to do so, now it leads to heavy build up of soot and early failures. But with all the new tech I won't give up my 1992 Dodge 350 with a 12 valve mechanical Cummins. It has 200,000km on the second rebuild.

https://www.capitalremanexchange.com/20-facts-you-need-to-know-about-diesel-exhaust-fluid-def/

https://www.dieselforum.org/about-clean-diesel/what-is-scr

We are past Tier III heading for IV for heavy equipment operators
https://www.crossco.com/resources/articles/what-are-tier-4-diesel-engine-standards/

Eventually the greenies will have that lowered to cover anything longer than 20ft

The on-highway market is so much larger than the marine market, especially when you look at the recreational marine market, it only made sense to address the biggest contributor of emissions from combustion engines first.

Everything we see in marine is a trickle down effect from larger markets.

Oh, no cruise ships will have to converted as well. That was one of the sticking points with Commission. There were three new LNG cruise ships being built. Carnival to receive first one in November
https://www.upi.com/Top_News/US/202...-cleaner-liquefied-natural-gas/9471580331799/

AIDAnova in Germany and the Costa Smeralda in Finland.
https://maritime-executive.com/article/lng-powered-cruise-ships-lead-the-way

DEF is 32.5% urea and 67.5% deionized water. You can't use cow or human in it - not strong enough.
Temperature is also a concern with storage of DEF; which has a limited shelf life depending on the temperature. Storing DEF at 80 degrees will reduce its shelf life to just 12 months while keeping it at 60 degrees can extend its usability to 36 months! And, it freezes at 12F. One gallon of DEF lasts 300mi based on otr making 6mpg. Most trucks hold six to eight gallons. Bigger problem is running out of DEF - which sends a warning to the dashboard and your speed is reduced to crawl speed.

The whole marine industry has had advanced notice of this deadline for years, they can claim ignorance but that is all it is on their part. An infrastructure investment has to be made at all fuel docks that are going to participate in the supply of Urea. Ultimately, the added cost impacts are going to be passed on to the end user.

I think I heard that Urea consumption would run up to 3% of total fuel consumption depending on the operating load profile. The cost of ownership has just gone up for this class of new boat owners.

8000 lbs in a 92 footer is not an issue, that amounts to only 1100 gallons of fuel carried or consumed.

It is a government flow-down from IMO/EPA. Not going to get a lot of public sympathy for 80 - 90 foot yacht owners, plus many of them are willing to embrace a more greener situation.

Marine exhaust for rec boats is predominantly wet, it is cooled and not like a dry exhaust system in a car. The SCR boxes have water injection and will be cooler than the engine on some installations and even give you a silencer effect. The best situation will be to combine the SCR unit into a silencer/exhaust muffler in the future. But even today it may allow you to downsize the muffler a bit as it does knock the noise down some,.

Look at it this way, it creates more billable hours for you, your income potential just went up!

Keep in mind that Tier IV EPA is Tier III IMO.

I had a BMW Diesel Wagon with the urea tank recently (twin turbo, peppy little thing)
No idea it was a big deal like half of the engine size or limited life of the fluid.
Leased it for 3 years, only had 1 or 2 dealer services, no issue with the urea tank or anything else.
(VW tried the same tech without urea, didn’t work out too good.)
Glad the “greenies” are trying to keep the air clean.

Beaudouin of France - www.beaudouin.com has the contract to supply IMO III EPA IV engines for New York City ferries. They have 6 and 12 cylinder models. 4 Ferries were launched in April. If you open marine engines on their site, go to the 12M26.3 and open the English SCR leaflet you get diagrams and some info. Not engines for sport fishers but they might be a solution for passage makers and other yacht types. The latest NYC ferries have 12 cylinder engines, carry over 2000 gallons of fuel and 400 gallons of urea. I do not know how often you top up the urea.

Well all the US builders can abandon that market segment if they choose to stand by and watch the European builders fill the motoryacht market with compliant product. They will need to find a way to become a supplier of reduced emissions products for the future.

It will just come down to a redesign , a 90 footer gives up some lower deck space to be more like an older 80 footer, or you need to go to 100 feet to get all that pre tier 4 interior space of a 90 footer. Not that big of a deal.