Emission Control Technologies and Regulations for · PDF fileEmission Control Technologies and...

1 © Wärtsilä 13 December 2006 Presentation name / Author, DocumentID:

Emission Control Technologiesand Regulations for Marine Installations

Arnauld FilanciaLos Angeles, Dec 13-15, 2006


Typical Diesel Exhaust Gas Composition

Other residues:

NitrogenOxygenCarbon dioxideWaterArgonOthers

Main components in exhaust gases are similar to those in ambient air:

75 - 77 %-vol N2 78%-vol11.5 - 14 %-vol O2 21%-vol4 - 6 %-vol CO2 -4 - 6 %-vol H2O -0.8 %-vol Ar .9%-vol0.4 %-vol Residue -

Nitrogen oxides NOX Relatively high, unless controlledSulphur oxides SOX Fuel choice relatedCarbon monoxide CO Low due to good combustionTotal hydrocarbons THC Low due to good combustionVolatile org. comp. VOC Low due to good combustionParticulates PM Relative low at steady state operation

Influenced by fuel ash and sulphur contentSmoke Related to low load (<50% load), start-up and fast load increase

Ambient Air


MARPOL Annex VI - Chapter III

Reg 12 Ozone Depleting SubstancesReg 13 Nitrogen Oxides (NOx)Reg 14 Sulphur Oxides (SOx)Reg 15 Volatile Organic CompoundsReg 16 Shipboard IncinerationReg 17 Reception FacilitiesReg 18 Fuel Oil QualityReg 19 Platforms & Drilling Rigs


IMO & EU

20082006 2007 20102005 20092004

Ratification ofIMO Annex VI

19 May 2004

0,5%S

0,1%S

SECA North Seaand English Channel1,5% Sulphur max.or exhaust cleaningto 6 g/kWh

August 2007

0,1% Sulphur max.On all marine fuelin EU ports and inlandvesselsAlternatively exhaustcleaning to 0.4 g/kWh

01 January 2010

Entry into force ofIMO Annex VIGlobal limit 4,5%S

19 May 2005

EU Parliament passesSulphur Directive1999/32/EC

14 April 2005

Publication ofSulphur Directive2005/33/EC

22 July 2005

1,5%S

EU directive entersinto force:

- 1,5%S max in Baltic- 1.5%S max for

passenger ship andEU territorial seas inregular service to orfrom EU ports

- Alternatively exhaustcleaning to 6 g/kWk

11 August 2006

SECA Baltic sea1,5% Sulphur max.or exhaust cleaning to 6 g/kWh

19 May 2006

1,5%S

SECA North Seaand English Channel1,5% Sulphur max.or exhaust cleaningto 6 g/kWh

22 Nov. 2007

EU review on furtherproposal for:- new SECAs- 0,5%S max.- alternative measures

including trading

in 2008

possibly

SECA next sulphurstep ?

?


IMO NOx regulation 13

Nominal Engine Speed (rpm)

NO

xEm

issi

ons

(g/k

Wh)

Current IMO Regulation

2010 - between -20% and - 40%

-20%

56789101112131415161718

0 100 200 300 400 500 600 700 800 900 1000 1100

1234

0

-40%

-80%

2015 - probably -80%

IMO

Tier III

Tier II

Tier I

Tier III

Tier II

Tier I

BLG 10 Oslo talksNov 2006


IMO SOx regulation 14

1%

4% 4%

8%

21%

25%23%

12%

2%0%

Below0.5

0.5-1.0 1.0-1.5 1.5-2.0 2.0-2.5 2.5-3.0 3.0-3.5 3.5-4.0 4.0-4.5 Above4.5

Residual fuel oil sulphur content, % m/m

1999 - 2005444’904 samples

435 Mt

%of

sam

ples

1,50,50,1

Option B : max 4,5%S

1,0

today2015 2010

today2012 2010 Option C : Distillates

Tier III Tier II Tier I

Option A : status quo

Option D : C + EGCS

BLG 10 Oslo talksNov 2006


Implications


Available Technologies for NOX reduction

-20%

-40%

-80%

IMO

2015

Tier III

2010

Tier II

Tier I

NOX

todayPrimary DRYTechnologies

Primary WETTechnologies

SecondaryTechnologies

Low NOX TuningMiller timingCommon Rail

Air intake HumidificationDirect Water InjectionWater-Fuel Emulsion

Specific Catalytic Reduction


Available Technologies for SOX reduction

2015

Tier III

2010

Tier II

Tier Itoday

Fuel switchingor

SecondaryTechnologies

1,0%S

0,5%S

0,1%S

1,5%S

2,5%S

3,0%S

SOX

-50%

-67%

-83%

-97%

-40%

-60%

-80%

-96%

-33%

-67%

-93%

1,5%S


Ease of compliance to SOX abatement

Running MDO

Balance emission

Running 1,5%S

Blending onboard

Gas scrubbing

Run full time on MDO

Balance emission between equipment so that the ship is globally compliant.

Change over to 1,5%S fuel or MDO in SECA areas

Blend fuel prior to use in engines or boilers to match area requirements

Install an exhaust gas cleaning system onboard

ConvenientNo change over

ConvenientLower operatingcost then MDO

FlexibleSmall investment

FlexibleLow investment

Lowest costUse everywhereEasy operationWorks with high %S

High operating costTank size

High operating costReal time basissulphur monitoring

High operating costFuel change overFuel availabilityBN management

Operating costBlending stabilitynot easy to implementVerification by class

ROI depends onLSHFO fuel price

Emission trading could have been a solution but it is not yet in place for SOx.Cold ironing by definition is only proposed at berth, an consequently can not be considered as a solution for SOx abatement at sea.


Overview of Methods & Technologies


Emissions Control Technologies

VIC

SCRScrubberESP

Common Rail

WETPAC -H

WETPAC -EWETPAC -DWI

NOx SOx PM Smoke

Conversion to gas

Low NOx tuning

Switching to light fuel


Sizes & Physical Characteristics of various Dusts

TEMP. ATMOSPHERIC IMPURITIES PERMANENT ATMOSPHERIC IMP.ZINC OXIDE FUMECEMENT DUST

INCINERATOR DUST

VIRUSPOLLEN SO3 MIST

BACTERIAFOUNDRY SANDFLY ASH CARBON BLACK

PULVERISED COALTOBACCO SMOKERAINDROPFUMEDUSTGRIT

MICRON SIZE 1000 100 10 1 0.1 0.01

MIST FOGTYPICAL RANGE OF ATMOSPHERIC IMPURITIES

SETTLING CHAMBERS

CYCLONES

HIGH EFFICIENCY CYCLONES

SCRUBBERS

TYPICAL RANGE OF COLLECTORS

Particles below 0.2 μm in diameter are considered to reach the lungs.

FABRIC FILTERS

ELECTROSTATIC PRECIPITATORS


Primary Technologies, Dry


Low NOX Engine Tuning NOx SOx PM Smoke

OptionalMachine piston to acquire clearance for the inlet and exhaust valves.New cylinder liners and anti/polishing rings matched to increased compression ratio.Turbocharger specification with air waste gate to optimize charge air pressure.Modification of the charge air cooling system to reduce charge air temperature.

New conrods or shim to increase compression ratio.Fuel pumps and injection valves settings to retard fuel injection & increase opening pressure of fuel injection.


Diesel NOx Reduction

Main element of Dry Low NOx TechnologyAvailable for new built engine or as retrofit packages:

Late fuel injection start

High compression ratio

Optimized combustion chamber

Fuel system:• 4-stroke: Fuel rate shaping

(CR Technology)• 2-stroke: Flexible fuel injection

pattern (RT-flex Technology)

Valve system • 4-stroke: Early inlet valve closing

(Miller timing)• 2-stroke: Flexible (late) exhaust

valve closing (RT-flex Technology)

NOx SOx PM Smoke


Common Rail, 4-stroke

1) Injector

2) Accumulator

3) HP-pump

4) Shielded HP-pipes

5) Drive cam

NOx SOx PM Smoke


Fuel

Inje

ctio

n pr

essu

re (b

ar)

Engine load50% 100%0

500

1’000

1’500Common RailFree selection of fuel injection pressure

0%

Injection Pressure

Conventional mech. fuel injection- constant speed operation- decreasing injection pressure with

decreasing engine load

Conventional mech. fuel injection - propeller curve operation- decreasing injection pressure with

decreasing engine load and speed

NOx SOx PM Smoke


0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

1.1

0 10 20 30 40 50 60 70 80 90 100

Engine load (%)

Filte

r Sm

oke

Num

ber F

SN

Common Rail, 4-stroke

Test results on 4-stroke Common Rail versus Conventional FIEVisible smoke typically at FSN > 0.3 -0.4

Conventional low speed Fuel Injection system4/stroke Common Rail

NOx SOx PM Smoke


Variable Inlet Valve Closing

Standard Miller Timing- Inlet Valve opens at crank angle 35° bTDC- Inlet Valve closes at crank angle 16°±1 bBDC

VIC Timing- Inlet Valve opens at crank angle 35° bTDC- Inlet Valve closes at crank angle 16°±1 aBDC

Delay in Inlet Valve Closing

Increase on air quantity & compression

pressure

Better combustion

process = LESS SMOKE

NoticeDelayed timing is actuated only below 50%loadOver 50% the system returns to standard Miller Timing

NOx SOx PM Smoke


Variable Inlet Valve Closing

After VIC

50%

50%

40-50% less smokelower smoke visibility point at about 30%below that point it will still reduce particles emissions by some 40%

NOx SOx PM Smoke

< 10% load


Primary Technologies, Wet


WETPAC -H

Evaporised water is partly re-condensingin the charge air coolerCompressor

Water injection 130-135 bar

Heat from cooling wateris reducing re-condensing

Saturated air40…70°C

Injected water mist is evaporated and hot air after compressor is cooled tosaturation point

Unevaporised watercaptured in WMC and re-circulated

NOx SOx PM Smoke

Scavenge Air Humidification


WETPAC -DWI NOx SOx PM Smoke

Direct Water Injection (DWI)


Secondary Technologies


Specific Catalytic Reducer NOx SOx PM Smoke

Nitrogen oxides (NOx) are deoxidized intonitrogen (N2) and water vapour (H2O) usingammonia or urea at a suitable temperature onthe surface of the catalyst. Process controlenables the amount of inactive ammonia in theflue gas to be kept low.

<- 4-stroke2-stroke ->


Seawater Scrubber (SWS)

SeawaterpH management with

engine cooling water

pH

pHpH

NaOH unit

Open loop is often met for seawater scrubber, the sulphur is neutralized by water alkalinity.

Optionally NaOH can be added to compensate drop in alkalinity for those vessels who navigate in different waters.

NOx SOx PM Smoke

Scrubber

ExhaustGas

WaterTreatment

Open loop


Fresh Water Scrubber (FWS)

Scrubber

pHpH

NaOH unitFresh or Greywater source

WaterTreatmentHeat

Exchanger

ExhaustGas

Seawater pH management with seawater

pH

Closed loop needs freshwater, to which NaOH is added for the neutralization of SOx.

NOx SOx PM Smoke

Closed loop


Trade Off and Costs


The NOX trade-off

Many measures taken to reduce particle emissionsalso tend to increase NOX emissions.

“… there are trade-offs with improving NOX emissions on other emissions such as particle matter and CO, as shown in Figure 4.2. Manufacturers must use a synergetic approach to gain a competitive edge by balancing the reduction of one type of engine emission against another, keeping in mind that fuel economy must not suffer.”

Source: CIMAC Guide to ExhaustEmission Control Options, 4-4

Em

issi

ons

(ppm

)

Specific Fuel Consumption (g/kWh)

NOX HCPMCO


NOX emissions versus BSFC

Many measures aimed at reducing NOX emissions also increase fuel consumption and the formation of particulates. Optimization of an engine’s emission levels therefore requires that all these factors are taken into account.


Cost to reduce emissions

Table 5.2: Costs of different emissions reduction methods


Conclusions


Considerations

• Low Sulphur Heavy Fuel Oil (LS-HFO) can be manufactured in refineries, but blending efficiency and stability is limited to 1,5%S

• Producing LS-HFO with sulphur content lower than 1,5% would require very heavy investment from fuel manufacturers

• These investments would be back charged as a fuel premium, getting the LS-HFO around +100$/ton compare to HFO

• Today low differential between LS-HFO and HFO (~25$/ton) is due to higher offering with lower than expected demand for SECA Baltic Sea

• In Nov 2007, SECA North Sea and English Channel will enter into force, volume demand will peak. LS Fuel premium is expected to be >60$/ton

Sources: CONCAWE review Spring 2006Lloyd’s Register Fairplay, New York 2006


Comments

• Emission reduction regulations ultimate goal is to reduce Air Emissions, especially along sea shore where community leaves, but not to limit technologies to achieve the required levels.

• Regulating fuel isn’t a holistic approach as:it will increase carbon foot print from land base production facilities and logistics chainsit only solves SOX while having low or no effect on PM, and other harmful particulates

• Primary & Secondary technologies combination can achieve high emission reduction, also on non-regulated particulates, while minimising investment on land base infrastructure and having no negative impact on carbon foot print

• Emission trading, already in force for CO (Nordic countries) and NOX (US land base facilities) is an enabler with proven effect on global emission reduction.

Sources: SEAaT studies andLloyd’s Register Fairplay Event London 2005


Total switch to Distillate workable?

©Ll

oyd’

s Li

st, N

ov 1

5th,

200

6

Date post:	19-Mar-2018
Category:	Documents
Upload:	trankiet
View:	219 times
Download:	5 times

Emission Control Technologies and Regulations for · PDF fileEmission Control Technologies and...

Documents