MEP SOx Scrubber

Our MEP – SOx Scrubber solution reduces emissions of SOx. SOx is washed out of the exhaust gas by injecting sodium hydroxide as the reacting agent in the process water.

Our scrubber system is composed of the following components:

  1. Scrubber unit: In the Scrubber unit SOx is washed out of the exhaust gas by the process water. The Scrubber unit design is always customized according to the individual vessel and the available space on board.
  2. Dosing unit: Sodium Carbonate is injected in the process water as the reacting agent to remove SOx in the exhaust gas. The Na2CO3 agent is supplied from the dosing unit.
  3. Process tank: The supply of process water for the scrubber unit is taken from the process tank. The process water is also returned to this tank. Fresh water is added continuously and wastewater is taken out for wastewater treatment.
  4. Seawater pump: The cooling system is based on seawater being pumped in to a heat exchanger and from there back to the sea in a closed system without any connection to the internal process water flows.
  5. Heat exchanger: The process water is continuously being cooled for an optimized scrubbing process.
  6. Wastewater treatment unit: Wastewater from the process tank is being treated to separate sludge content and waste water. Sludge content is sent to the ship’s normal sludge tank and waste water is then again cleaned to a quality level that allows discharge of most of the water. The rest of the waste water is sent to a holding tank for disposal in port.


  • Cost-effective solution to emissions regulations
  • We offer turnkey solutions
  • We provide customized designs for retrofit installations
  • Solution includes complete control and monitoring system
  • Low weight and space-saving compact modular design
  • Easy installation
  • Full silencer capability

Reduce your operation cost

Sodium carbonate is injected in the process water as the reacting agent to remove SOx in the exhaust gas. This applies to both closed-loop and hybrid configurations.

When running in closed-loop mode, the circulation water must be dosed with an alkaline additive. Up to now this has always been the liquid additive Sodium Hydroxide (caustic soda), but in this unit a powder like sodium carbonate can be used instead.

Taken aboard dry and loaded into a silo, the powder is mixed with desalinated water before entering the closed-loop circuit. This cuts operating costs, and reduces the potential onboard hazard.

Don’t wait – realize fuel savings now

With a ME Production exhaust gas cleaning system ships can continue to run on the cheaper heavy fuel oil instead of switching to the more expensive low Sulphur fuel – and still meet stringent IMO emission requirements. This means significant fuel savings.

There is still time before the IMO SOx and NOx emission limits come into force in ECAs and worldwide in 2020, but why not realize the significant fuel savings now by installing exhaust gas cleaning systems sooner than required?

Return on investment

The installation of an exhaust gas cleaning system is the most cost effective solution to meet the IMO Sulphur regulations. If a vessel sails roughly 50% of its time in SECA areas, investment in an exhaust gas cleaning system is a solid business-case. In the case of a vessel with large installed power, there is a positive business case even if the vessel sails less than half of its time in a SECA area.

In the end, the return on investment depends on various factors, such as total installation time and downtime, operating costs of the exhaust gas cleaning system, and expectations of future fuel prices.

The marine industry is facing stringent emissions legislation in the years to come. To comply with future emissions standards, ship owners need to switch to the expensive low Sulphur fuel or invest in exhaust gas cleaning technology.

Exhaust gas cleaning technology has proven to be an efficient and cost-effective solution to meet emissions requirements with a typical payback time of three years depending on variables such as the vessel’s operational profile as well as sailing time spent in ECAs.

MEP design philosophy

Designed for installation

ME Production provides the option to have the scrubber unit insulated, assembled, wired. Remaining installation of is connecting inlet- and outlet piping, and power supply and communication to IO box.

This solution provides two opportunities for vessel owners – either to finish the installation during yard stay or leave wiring and pipe work to be carried out during operation.

So far, ME Production has achieved great results with 3-week* complete yard installation for open loop systems. Vessel owner realises fuel cost savings from day one after departure from yard with fully functional scrubber system. This concept provides certainty of system implementation, and a definite deadline.

If vessel owner prefers 6-12 months of installation on-board for piping and final installation, ME Production supports this as well.

Please find link of DFDS Finlandia Seaways departure from (DK) Fayard with working scrubber

*Depending on yard performance, and if whether vessel owner has specific demands for yard selection


Mitigating risk throughout installation

Installation of scrubber systems can be exposed to risk of delays during installation and/or departing yard with significant shortcomings, as of any other marine project.

ME Production provides standalone sub-assemblies, for yard to connect with inlet/outlet piping and power supply and communication to IO box.

As part of contract, a list of scope of supply between parties is made, giving full overview of components for owner or yard to connect to. For open loop systems, a little as 7 individual sub-assemblies to connect. For hybrid or closed loop, 14 sub-assemblies to connect.


Low pressure – high output

The low pressure concept for the spraying system of the MEP scrubber system, not only greatly reduces the consumption of the system, but also enables a variety of benefits for the efficiency of system.

Using larger nozzles, with larger clearance, having much less chance of clogging. For the MEP scrubber, an ordinary sea filter ø5 mesh is recommended, as only filtration needed.

High pressure apply high degree of wear to the spraying nozzles. Low pressure applies low degree of wear to nozzles. MEP expect replacement cycle of absorber spraying nozzle to be 5 years, providing great OPEX figures for the ROI of ownership.

Low pressure applied larger droplets. Combined with the conventional design using random packing as absorber section, the larger droplets are more easily separated from the gas in the demister.

For closed loop operation, many scrubber owners may have difficulties with cleaning the process water, to achieve the requirements of Marpol Legislation in regards of PAH and Turbidity. Using high pressure ~ small droplets, no packing material is used in the absorber section, the downside of this, the oil from exhaust emulsifies with the water, being extremely difficult to separate again. Cleaning systems consisting of separator units – clarifier and purifier – are added with flocculents and coagulents to combat the emulsion of process water.

MEP provides water cleaning separator with clarifier unit only, so far no hybrid installations have required flocculents to comply with IMO legislation. Being the most complex and costly part of the scrubber system to maintain, the water cleaning system (and nozzle replacement) is often the defining parts the OPEX level for the scrubber system.