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DNV介紹的“Triality” - 原油油輪，LNG燃料的概念 - 在2010年。

海洋環(huán)境保護(hù)委員會(huì)（MEPC）國(guó)際海事組織（IMO），在其第65屆會(huì)議，審議并同意提出的修正案（草案）“防污公約”附則VI第13氮氧化物（NOx）的背景下，修改的日期“第三級(jí)”標(biāo)準(zhǔn)的排放控制區(qū)域內(nèi)（ECAS）2021年1月1日，從目前的生效日期2016年1月1日實(shí)施。海上環(huán)境保護(hù)委員會(huì)第66屆會(huì)議審議的修訂草案將發(fā)給在2014年，與采用。

NOx的控制要求適用于安裝的船用柴油發(fā)動(dòng)機(jī)的輸出功率超過(guò)130千瓦，不同層次（層）的控制采用基于船舶建造日期。第三級(jí)控制只適用于指定的船舶，同時(shí)經(jīng)營(yíng)在指定限制氮氧化物排放量（目前北美排放控制區(qū)和美國(guó)加勒比海地區(qū)）的出口信貸。等領(lǐng)域之外，“第二層”的控制應(yīng)用。

MARPOL附則VI第13.10條要求進(jìn)行審查技術(shù)的發(fā)展，以實(shí)現(xiàn)2016年第三級(jí)的NOx排放限值的狀態(tài)。回顧2013年可完成。

第三級(jí)控制得到落實(shí)，到2015年，運(yùn)營(yíng)商將不得不選擇安裝廢氣清潔系統(tǒng)稱為洗滌或轉(zhuǎn)用低硫燃油的所有船舶在非洲經(jīng)委會(huì)經(jīng)營(yíng)。液化天然氣（LNG）的使用，例如，是一個(gè)解決方案，幾乎沒(méi)有硫含量，其燃​​燒產(chǎn)生低NOx相比，燃料油，船用柴油。

的DieselNet制品提交的MEPC對(duì)應(yīng)集團(tuán)的一份報(bào)告說(shuō)，在第65屆會(huì)議上，審議所需的技術(shù)，以符合Tier III的NOx標(biāo)準(zhǔn)的提供，并建議三級(jí)氮氧化合物排放的規(guī)定生效之日起在規(guī)定13.2.2 13.5.1。“防污公約”附則VI應(yīng)予保留。

然而，一個(gè)俄羅斯領(lǐng)導(dǎo)的代表團(tuán)根據(jù)PortNews，成功地認(rèn)為，只有技術(shù)在確保落實(shí)規(guī)定的標(biāo)準(zhǔn)（SCR技術(shù)的基礎(chǔ)上尿素水溶液）在今天的市場(chǎng)有本質(zhì)的弊端。

DieselNet解釋說(shuō)，修正案草案將送交締約國(guó)政府考慮，然后提交給海上環(huán)境保護(hù)委員會(huì)第66屆會(huì)議于2014年，以領(lǐng)養(yǎng)為出發(fā)。一些代表團(tuán)強(qiáng)烈反對(duì)這一決定，并保留自己的位置，這樣的決定是可能，以滿足強(qiáng)烈反對(duì)。反對(duì)團(tuán)體也可能尋求替代措施，通過(guò)標(biāo)準(zhǔn)比2021年提出的實(shí)施，充分利用當(dāng)前的投資在新技術(shù)的發(fā)展和造船，包括液化天然氣為燃料的船舶。

àDNV報(bào)告優(yōu)惠2020項(xiàng)目超過(guò)10艘新造船舶在未來(lái)10年將交付液化天然氣（LNG）燃料發(fā)動(dòng)機(jī)，如果重油（重油）和LNG增加之間的價(jià)格差。“如果液化天然氣的價(jià)格下降到低于30％的HFO，液化天然氣的攝取增加至13％，并且在極端情況下的液化天然氣的價(jià)格低70％的HFO，新造船舶的LNG購(gòu)是30％。在總?cè)藬?shù)中，13％，相當(dāng)于約1000艘。“

The Marine Environment Protection Committee (MEPC) of the International Maritime Organisation (IMO), in the context of its 65th session, considered and agreed to proposed draft amendments to MARPOL Annex VI regulation 13 on Nitrogen Oxides (NOx), to amend the date for the implementation of “Tier III” standards within emission control areas (ECAs) to 1 January 2021, from the current effective date of 1 January 2016. The draft amendments will be circulated for consideration at MEPC 66 in 2014, with a view to adoption.

NOx control requirements apply to installed marine diesel engines of over 130 kW output power, and different levels (Tiers) of control apply based on the ship construction date. Tier III controls apply only to specified ships while operating in ECAs designated to limit NOx emissions (currently the North American Emission Control Area and the United States Caribbean Sea Area). Outside such areas, “Tier II” controls apply.

Regulation 13.10 of MARPOL Annex VI called for a review of the status of technological developments to implement the 2016 Tier III NOx emission limits. The review was to be completed by 2013.

Had Tier III controls been implemented, by 2015 operators would have had to choose between installing exhaust gas cleaning systems known as scrubbers or switching to low sulphur fuel for all ships operating in an ECA. Use of Liquefied Natural Gas (LNG), for example, is a solution that has virtually no sulphur content and its combustion produces low NOx compared to fuel oil and marine diesel oil.

A DieselNet article says that a report from the MEPC Correspondence Group tabled at the 65th session meeting, considered the technologies needed to meet Tier III NOx standards to be available and recommended that the effective date of the Tier III NOx standards in regulations 13.2.2 and 13.5.1. of MARPOL Annex VI should be retained.

However, according to PortNews, a Russian-led delegation successfully argued that the only technology available in the market today among those ensuring implementation of the required standards (SCR-technology based on urea-water solutions) has essential drawbacks.

DieselNet explains draft amendments will be sent to contracting governments for consideration and then submitted to MEPC 66 in 2014, with a view to adoption. A number of delegations strongly opposed the decision and reserved their position so the decision is likely to meet strong opposition. Opposing groups may also seek alternative measures for adoption of standards earlier than the proposed 2021 implementation, to take advantage of current investment in new-technology developments and shipbuilding, including LNG-fuelled ships.

A DNV report Shipping 2020 projects more than 1 in 10 newbuildings in the next 10 years will be delivered with liquefied natural gas (LNG) fuelled engines, more if the price differential between HFO (heavy fuel oil) and LNG increases. “If the LNG price goes down to 30% below HFO, the uptake of LNG increases to 13% and, in the extreme case of LNG price 70% below HFO, the LNG share of newbuildings is 30 percent. In total numbers, 13% is equivalent to approximately 1,000 ships.”