cat final report

European Project Semester 2011 Study of Exhaust Gas Cleaning Systems 1

Study of Exhaust Gas Cleaning Systems

for vessels to fulfill IMO III in 2016

Written by:

Alejandro Hombravella

Alican Kılıçaslan

Jérémy Péralès

Carolin Rüß


INDEX

INTRODUCTION ................................................................................................................. 7

CHAPTER I

MARINE ENGINES AND EXHAUST INFORMATION .................... 9

IMO 3 ................................................................................................................................................... 9

Emission Control Areas (ECA) ...................................................................................................... 10

NOx Emission Standards ................................................................................................................ 11

SOx Sulphur Content of Fuel ......................................................................................................... 12

Other Provisions ............................................................................................................................. 14

MAK ENGINES ................................................................................................................................ 15

M 20 C ............................................................................................................................................ 15

M 32 C ............................................................................................................................................ 19

M 43 C ............................................................................................................................................ 23

FUELS ................................................................................................................................................ 28

Heavy Fuel Oil (HFO) .................................................................................................................... 29

Marine Diesel Oil (MDO) .............................................................................................................. 32

EXHAUST GAS CLEANING SYSTEMS ........................................................................................ 35


SCRUBBER TECHNOLOGIES ........................................................................................................ 35

WET SCRUBBER .......................................................................................................................... 35

Ecospec ........................................................................................................................................... 36

Hamworthy Krystallon ................................................................................................................... 41

Marine Exhaust Solutions ............................................................................................................... 46

Wärtsilä ........................................................................................................................................... 48

Aalborg Industries .......................................................................................................................... 56

DRY SCRUBBER .............................................................................................................................. 62

Couple Systems .............................................................................................................................. 62

SCR SELECTIVE CATALYTIC REDUCTION .............................................................................. 70

Johnson Mattey ............................................................................................................................... 72

Hug Engineering ............................................................................................................................. 74

H+H ................................................................................................................................................ 77

Diesel Emission Control ................................................................................................................. 81

Miratech Corporation ..................................................................................................................... 82

Bosch Emissions ............................................................................................................................. 84

BOILER ............................................................................................................................................. 87

SILENCER ......................................................................................................................................... 89

FUNNEL ............................................................................................................................................ 91


CHAPTER II

EGCS ARRANGEMENTS .......................................................................................... 92

SCRUBBER TECHNOLOGIES ........................................................................................................ 93

Wet Scrubber .................................................................................................................................. 93

Dry Scrubber ................................................................................................................................... 99

SCR SELECTIVE CATALYTIC REDUCTION ............................................................................ 101

CONTAINER SHIP ......................................................................................................................... 103

EGCS Solutions ............................................................................................................................ 106

Stability ......................................................................................................................................... 116

CRUISE SHIP .................................................................................................................................. 120

EGCS Solutions ............................................................................................................................ 124

Stability ......................................................................................................................................... 134

TUG BOAT ...................................................................................................................................... 138

EGCS Solutions ............................................................................................................................ 141

Stability ......................................................................................................................................... 144

CONCLUSION ................................................................................................................... 148


APPENDIX

APPENDIX I: MAK Engines ....................................................................................................... 150

M 25 C .......................................................................................................................................... 150

VM 32 C ....................................................................................................................................... 153

VM 43 C ....................................................................................................................................... 157

APPENDIX II: Load and Emissions comparison graphs ................................................................. 161

Container Ship .............................................................................................................................. 161

Cruise Ship ................................................................................................................................... 169

Tug boat ........................................................................................................................................ 177

APPENDIX III: Noise Level Regulation ......................................................................................... 179

APPENDIX IV: EGCS Emissions Reductions ................................................................................ 181

APPENDIX V: EGCS Components dimensions ............................................................................. 182

APPENDIX VI: Weight of Dry Scrubber ........................................................................................ 184

APPENDIX VII: Scrubber Decision Matrix .................................................................................... 185

Container Ship .............................................................................................................................. 185

APPENDIX VIII: Drawings ............................................................................................................. 188

Container Ship with Open Loop Seawater Scrubber .................................................................... 189

Container Ship with Closed Loop Freshwater Scrubber .............................................................. 190

Container Ship with Hybrid System ............................................................................................. 191

Container Ship with Dry Scrubber ............................................................................................... 192

Container Ship without Scrubber ................................................................................................. 193

Cruise Ship with Open Loop Seawater Scrubber ......................................................................... 194


Cruise Ship with Closed Loop Freshwater Scrubber .................................................................... 195

Cruise Ship with Hybrid System .................................................................................................. 196

Cruise Ship with Dry Scrubber ..................................................................................................... 197

Cruise Ship without Scrubber ....................................................................................................... 198

Tug Boat ....................................................................................................................................... 199

APPENDIX IX: Technical Drawings .............................................................................................. 200

Open Loop Seawater Scrubber ..................................................................................................... 201

Closed Loop Freshwater Scrubber ............................................................................................... 202

Hybrid System .............................................................................................................................. 203

Dry Scrubber ................................................................................................................................. 204

SCR ............................................................................................................................................... 205

Reference List .................................................................................................................................. 206

List of figures ................................................................................................................................... 211

List of tables ..................................................................................................................................... 213

List of pictures .................................................................................................................................. 215

List of graphs .................................................................................................................................... 216

List of drawings ................................................................................................................................ 218

List of technical drawings ................................................................................................................ 218


INTRODUCTION

The European Project Semester is a good opportunity for foreign students to learn how to

work in a team. To work with new student workmates from diverse countries is a very good

opportunity to improve English language skills and to know more different cultures. Further to this,

the first month is occupied with lectures and workshops on team building, intercultural management,

business and marketing.

In 2011, the EPS Kiel is composed of six teams of four students. Every team is assigned one

supervisor, who gives academic advices and support to the team.

Team Caterpillar is composed of four students from diverse countries (Germany, Spain,

Turkey and France), taking part in the European Project Semester (EPS) 2011. Carolin Rüss,

Alejandro Hombravella, Alican Kilicaslan and Jérémy Péralès are working with Fachhochschule

Kiel and Caterpillar GmbH.

The goal of the project is to decide on the most efficient Exhaust Gas Cleaning System

(EGCS) arrangements and parts for three different types of ships: container vessels, cruise ships and

tug boats, to fulfill the regulations of the IMO III emission criteria, which will be introduced in

2016. The focus is mostly on stability, costs, availability, environmental pollution and the location

where to arrange the parts in the ship.

The first chapter is information about the legislations, fuel types, engines and several

technologies and suppliers of the EGCS components. Much of the information cited in this part of

the report comes from external sources, such as websites and PDF documents. In the Appendix, a

reference list is available in order to see from where the pictures, figures, tables and graphs are

taken. The second chapter describes the three vessel types and the final decision of the

arrangements, with some drawings to have the overview of the arrangement.


The whole team is very glad to take part in this project and hoping the reader will enjoy this

report.

The responsibilities for the parts of the report are divided as followed:

Alejandro was taking care of Couples System dry scrubber, general description of container

vessels, Appendix VIII (Drawings), Appendix IV (EGCS Emissions Reductions), Appendix V

(EGCS Components Dimensions) and Appendix VII (Scrubber Desition Matrix).

Alican was writing about MAK Engines (Appendix I), Wärtsilä and Ecospec wet scrubbers,

quemical reactions and processes, cruise ship general information and emission graphs in Appendix

II and VI (Weight of Dry Scrubber).

Carolin worked on IMO III legislations, Aalborg Industries wet scrubber, SCR Selective

Catalytic Reduction, scrubber technologies technical description, SCR technical description,

technical drawings (Appendix IX), stability calculations, noise level regulations (Appendix III) and

together with Jeremy on the EGCS solution comments.

Jeremy focused on fuels, Hamworthy Kristallon and Marine Exhaust Solution wet scrubbers,

boiler, silencer, funnel, dry scrubber technical description, tug boat general description, and

together with Carolin on the EGCS solution comments.

The introduction, the information research and the conclusion were group works.


CHAPTER I:

MARINE ENGINES AND EXHAUST INFORMATION

All ships need to fulfill the IMO III regulations in 2016 by reducing emissions. Caterpillar

Kiel is building six different types of engines, using HFO and MDO fuels. To observe the laws, an

exhaust gas cleaning system is needed, composed of a scrubber, boiler, SCR, silencer and funnel.

IMO 3

International Maritime Organization (IMO) is an agency of the United Nations which has

been formed to promote maritime safety. It was formally established by an international conference

in Geneva in 1948, and became active in 1958 when the IMO Convention entered into force (the

original name was the Inter-Governmental Maritime Consultative Organization, or IMCO, but the

name was changed in 1982 to IMO). IMO currently groups 167 Member States and 3 Associate

Members.

IMO ship pollution rules are contained in the “International Convention on the Prevention of

Pollution from Ships”, known as MARPOL 73/78. In September 27th 1997, the MARPOL

Convention has been amended by the “1997 Protocol”, which includes Annex VI titled

“Regulations for the Prevention of Air Pollution from Ships”. MARPOL Annex VI sets limits on

NOx and SOx emissions from ship exhausts, and prohibits deliberate emissions of ozone depleting

substances.

The IMO emission standards are commonly referred to as Tier I to III standards. The Tier I

standards were defined in the 1997 version of Annex VI, while the Tier II/III standards were

introduced by Annex VI amendments adopted in 2008, as follows:

1997 Protocol (Tier I) - The “1997 Protocol” to MARPOL, which includes Annex VI,

becomes effective 12 months after being accepted by 15 States with not less than 50% of

world merchant shipping tonnage. In May 18th 2004, Samoa deposited its ratification as the


15th State (joining Bahamas, Bangladesh, Barbados, Denmark, Germany, Greece, Liberia,

Marshal Islands, Norway, Panama, Singapore, Spain, Sweden, and Vanuatu). At that time,

Annex VI was ratified by United States with 54.57% of world merchant shipping tonnage.

Accordingly, Annex VI entered into force on 19th May 2005. It applies retroactively to new

engines greater than 130 kW installed on vessels constructed on or after January 1st 2000, or which

undergo a major conversion after that date. The regulation also applies to fixed and floating rigs and

to drilling platforms (except for emissions associated directly with exploration and/or handling of

sea-bed minerals). In anticipation of the Annex VI ratification, most marine engine manufacturers

have been building engines compliant with the above standards since 2000.

2008 Amendments (Tier II/III) - Annex VI adopted in October 2008, introduced new fuel

quality requirements beginning from July 2010, Tier II and III NOx emission standards for

new engines, and Tier I NOx requirements for existing pre-2000 engines.

The revised Annex VI enters into force on 1st July 2010. By October 2008, Annex VI was

ratified by 53 countries, representing 81.88% of tonnage.

Emission Control Areas (ECA)

Two sets of emission and fuel quality requirements are defined by Annex VI: global

requirements and more stringent requirements applicable to ships in Emission Control Areas (ECA).

An Emission Control Area can be designated for SOx and PM, or NOx, or all three types of

emissions from ships, subject to a proposal from a Party to Annex VI. The zones are shown in Fig.

1.

Existing Emission Control Areas include:

Baltic Sea (SOx, adopted: 1997 / entered into force: 2005)

North Sea (SOx, 2005/2006)

North American ECA, including most of US and Canadian coast (NOx & SOx, 2010/2012).


Fig. 1: ECA-Zones [1]

NOx Emission Standards

NOx emission limits are set for diesel engines depending on the engine maximum operating

speed (n, rpm), as shown in Table 1 and presented graphically in Fig. 2. Tier I and Tier II limits are

global, while the Tier III standards apply only in NOx Emission Control Areas.

Tab. 1: NOx limits [2]


Fig. 2: MARPOL Annex VI NOx Emission Limits [3]

Tier II standards are expected to be met by combustion process optimization. The

parameters examined by engine manufacturers include fuel injection timing, pressure, rate shaping,

fuel nozzle flow area, exhaust valve timing and cylinder compression volume.

Tier III standards are expected to require dedicated NOx emission control technologies, such

as various forms of water induction into the combustion process (with fuel, scavenging air or in-

cylinder), exhaust gas recirculation or selective catalytic reduction.

SOx Sulphur Content of Fuel

Annex VI regulations include caps on Sulphur content of fuel oil as a measure to control

SOx emissions and, indirectly, Particular Matter (PM) emissions (there are no explicit PM emission

limits). Special fuel quality provisions exist for SOx Emission Control Areas (SOx ECA or SECA).

The Sulphur limits and implementation dates are listed in Tab. 2 and illustrated in Fig. 3.


Tab. 2: MARPOL Annex VI Fuel Sulphur Limits

Sulphur Limit in Fuel

Date SOx ECA Global

2000 1.5% 4.5%

2010.07 1.0%

2012 3.5%

2015 0.1%

2020a 0.5%

a - alternative date is 2025, to be decided by a review in

2018

Fig. 3: MARPOL Annex VI Fuel Sulphur Limits [4]


Alternative measures are also allowed (in the SOx ECAs and globally) to reduce Sulphur

emissions, such as through the use of scrubbers. For example, instead of using the 1.5% Sulphur

fuel in SOx ECAs, ships can fit an exhaust gas cleaning system or use any other technological

method to limit SOx emissions to ≤ 6 g/kWh (as SO2).

Other Provisions

Annex VI prohibits deliberate emissions of ozone depleting substances, which include

halons and chlorofluorocarbons (CFCs). New installations containing ozone-depleting substances

are prohibited on all ships. But new installations containing hydro-chlorofluorocarbons (HCFCs)

are permitted until 1st January 2020.

Annex VI also prohibits the incineration on board ships of certain products, such as

contaminated packaging materials and polychlorinated biphenyls (PCBs).

Compliance

Compliance with the provisions of Annex VI is determined by periodic inspections and

surveys. Upon passing the surveys, the ship is issued an “International Air Pollution Prevention

Certificate”, which is valid for up to 5 years. Under the “NOx Technical Code”, the ship operator

(not the engine manufacturer) is responsible for in-use compliance.


MAK ENGINES

This part of the chapter describes the six different types of Mak engines shown in Tab. 3,

which are produced by Caterpillar Kiel.

Bhp kW

M 20 C

Engine Description

The M 20 C, as shown as in Pic. 1 and Fig. 4, is a four stroke diesel engine, non-reversible,

turbocharged and intercooled with direct fuel injection.

Cylinder configuration: 6, 8, 9 in-line Bore: 200 mm Stroke: 300 mm Stroke/Bore-Ratio: 1.5 Swept volume: 9.4 l/Cyl. Output/cyl.: 170/190 kW BMEP: 24.1/24.2 bar Revolutions: 900/1000 rpm Mean piston speed: 9/10 m/s Turbocharging: single-pipe system Direction of rotation: clockwise, option: counter-clockwise

Tab. 3: Mak Propulsion Engines [5]

Pic. 1: M 20 C [5]

Fig. 4: M 20 C [5]


General data and outputs

The maximum continuous rating (locked output), stated by Caterpillar Motoren, refers to the

following reference conditions according to IACS (International Association of Classification

Societies) for main and auxiliary engines.

Reference conditions according to IACS (tropical conditions): air pressure 100 kPa (1 bar) air temperature 318 K (45 °C) relative humidity 60 % seawater temperature 305 K (32 °C)

Fuel consumption

The fuel consumption data refers to the following reference conditions:

intake temperature 298 K (25 °C)

charge air temperature 318 K (45 °C)

charge air coolant inlet temperature 298 K (25 °C)

net heating value of the Diesel oil 42700 kJ/kg

tolerance 5 %

Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on,

an additional consumption of 1 % has to be calculated.

Increased consumption under tropical conditions 3 g/kWh


Nitrogen oxide emissions (NOx-values)

NOx-limit values according MARPOL 73/78 Annex VI: 11.3 g/kWh (1000 rpm)

11.5 g/kWh ( 900 rpm)

Main engine: CP propeller, according to cycle E2: 9.8 g/kWh (1000 rpm) 10.1 g/kWh ( 900 rpm)

FP propeller, according to cycle E3: 10.0 g/kWh (1000 rpm) 10.5 g/kWh ( 900 rpm)

Technical data

Technical data is listed in Tab. 4 and 5.

Tab. 4: Technical data of M 20 C [5]


M 32 C

Engine description



Cylinder configuration: 6, 8, 9 in-line Bore: 320 mm Stroke: 480 mm Stroke/Bore-Ratio: 1.5 Swept volume: 38.7 l/Cyl. Output/cyl.: 500 kW BMEP: 25.9 bar Revolutions: 600 rpm Mean piston speed: 9.6 m/s Turbocharging: single log, option: pulse Direction of rotation: clockwise, option: counter-

clockwise

Pic. 2: M 32 C [7]

Fig. 5: M 32 C [7]



The maximum continuous rating (locked output) stated by Caterpillar Motoren refers to the



Reference conditions according to IACS (tropical conditions):

air pressure 100 kPa (1 bar)

air temperature 318 K (45 °C)

relative humidity 60 %

seawater temperature 305 K (32 °C)

Fuel consumption





net heating value of the diesel oil 42700 kJ/kg

tolerance 5 %

Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on



Lubricating oil consumption

Lubricating oil consumption: 0.6 g/kWh; value is based on rated output,

tolerance + 0.3 g/kWh.


NOx-limit values according to IMO II: 10.1 g/kWh (n = 600 rpm)

Main engine: CP propeller, according to cycle E2: 9.69 g/kWh

Emergency operation without turbocharger

Emergency operation is permissible with MDO only up to approximately 15 % of the MCR

(Maximum Continuous Rating).


Technical Data

Technical data is shown in Tab. 6.



M 43 C

Engine Description



Cylinder configuration: 6, 7, 8, 9 in-line Bore: 430 mm Stroke: 610 mm Stroke/Bore-Ratio: 1.42 Swept volume: 88.6 l/Cyl. Output/cyl.: 900 / 1000 kW BMEP: 24.4/23.7 / 27.1/26.4 bar Revolutions: 500/514 rpm Mean piston speed: 10.2/10.5 m/s Turbocharging: single log Direction of rotation: clockwise, option: counter-clockwise

Fig. 6: M 43 C [9]

Pic. 3: M 43 C [9]











Fuel consumption





net heating value of the diesel oil 42700 kJ/kg

tolerance 5 %




Soot and emissions (NOx-values)

NOx-limit values according IMO-regulations: 12.98 g/kWh (n = 500 rpm) Main engine: CP propeller, according to cycle E2: 11.78 g/kWh

In combination with Flex Cam Technology (FCT) (optional) the soot emission will be lower

than 0.3 FSN (Filter Smoke Number) in the operation range between 10 and 100 % load.

Emergency operation without turbocharger

Emergency operation, which is listed in Tab. 7, is permissible only with MDO and up to

approximately 15 % of the MCR.

Rotor dismantled: Constant speed 500 rpm, Combinator operation 360 rpm

Rotor blocked: Constant speed 500 rpm, Combinator operation 350 rpm

General installation aspect

Inclication angles of ships at which engine running must be possible: Heel to each side: 15° Rolling to each side: + 22.5° Trim by head and stern: 5° Pitching: + 7.5°

Tab. 7: Technical data of M 43 C- Without Turbocharger [9]


Technical data (900 kW)

Technical data is given in Tab. 8 and 9.

Tab. 8: Technical data of M 43 C (900 kW) [9]


Technical Data 1000 kW

Tab. 9: Technical data of M 43 C (1000 kW) [9]


FUELS

Fuel oil is a fraction obtained from petroleum

distillation, either as a distillate or a residue. Broadly

speaking, fuel oil is any liquid petroleum product that is

burned in a furnace or boiler for the generation of heat

or used in an engine for the generation of power, except

oils having a flash point of approximately 40 °C (104 °F)

and oils burned in cotton or wool-wick burners. In this

sense, diesel is a type of fuel oil. Fuel oil is made of

long hydrocarbon chains, particularly alkanes,

cycloalkanes and aromatics. The term fuel oil is also

used in a stricter sense to refer only to the heaviest

commercial fuel that can be obtained from crude oil,

heavier than gasoline and naphtha.

In Pic. 4 is shown an example of oil tanker taking on bunker fuel.

Bunker fuel is technically any type of fuel oil used aboard ships. It gets its name from the

containers on ships and in ports that it is stored in; in the days of steam they were coal bunkers but

now they are bunker fuel tanks. The Australian Customs and the Australian Tax Office define a

bunker fuel as the fuel that powers the engine of a ship or aircraft. Bunker A is No. 2 fuel oil,

bunker B is No. 4 or No. 5 and bunker C is No. 6. Since No. 6 is the most common, "bunker fuel" is

often used as a synonym for No. 6. No. 5 fuel oil is also called navy special fuel oil or just navy

special; No. 5 or 6 are also called Furnace Fuel Oil (FFO); the high viscosity requires heating,

usually by a re-circulated low pressure steam system, before the oil can be pumped from a bunker

tank. In the context of shipping, the labeling of bunkers as previously described is rarely used in

modern practice.

Pic. 4: An oil tanker taking on bunker fuel [11]


In the maritime field, another type of classification is used for fuel oils:

MGO (Marine Gas Oil) - roughly equivalent to No. 2 fuel oil, made from distillate

only.

MDO (Marine Diesel Oil) - A blend of heavy gasoil that may contain very small

amounts of black refinery feed stocks, but has a low viscosity up to 12 cSt (12

mm²/s) so it needs not be heated for use in internal combustion engines.

IFO (Intermediate Fuel Oil) A blend of gasoil and heavy fuel oil, with less gasoil

than marine diesel oil.

MFO (Marine Fuel Oil) - same as HFO (another naming).

HFO (Heavy Fuel Oil) - Pure or nearly pure residual oil, roughly equivalent to No. 6

fuel oil.

Marine diesel oil contains some heavy fuel oil, unlike regular diesels. Also, marine fuel oils

sometimes contain waste products such as used motor oil.

Heavy Fuel Oil (HFO)

Heavy fuel oils are blended products based on the residues from various refinery distillation

and cracking processes. They are viscous liquids with a characteristic odor and require heating for

storage and combustion. Heavy fuel oils are used in medium to large industrial plants, marine

applications and power stations in combustion equipment such as boilers, furnaces and diesel

engines.

Heavy fuel oil is a general term and other names commonly used to describe this range of

products include: residual fuel oil, bunker fuel, bunker C, fuel oil No 6, industrial fuel oil, marine

fuel oil and black oil. In addition, terms such as heavy fuel oil, medium fuel oil and light fuel oil are

used to describe products for industrial applications to give a general indication of the viscosity and

density of the product.


Heavy fuel oil consists primarily of the residue from

distillation or cracking units in the refinery. Historically, fuel

oils were based on long residues from the atmospheric

distillation column and were known as straight run fuels.

However, the increasing demand for transportation fuels such

as gasoline, kerosene and diesel has led to an increased value

for the atmospheric residue as a feedstock for vacuum

distillation and for cracking processes. As a consequence,

most heavy fuel oils are currently based on short residues and

residues from thermal and catalytic cracking operations.

These fuels differ in character from straight run fuels in that

the density and mean molecular weight are higher, as is

the carbon/hydrogen ratio. The density of some heavy fuel

oils can be above 1,000 kg/m3, which has environmental implications in the event of a spillage into

freshwater.

In Pic. 5, some Heavy Fuel Oil drops can be seen.

To produce fuels, that can be conveniently handled and stored in industrial and marine

installations and to meet marketing specification limits, the high viscosity residue components are

normally blended with gas oils or similar lower viscosity fractions. In refineries with catalytic

cracking units, catalytically cracked cycle oils are common fuel oil diluents. As a result, the

composition of residual fuel oils can vary widely and will depend on the refinery configuration. The

crude oils are processed and the overall refinery demanded.

Residual fuel oils are complex mixtures of high molecular weight compounds, having a

typical boiling range from 350 to 650°C. They consist of aromatic, aliphatic and naphthenic

hydrocarbons, typically having carbon numbers from C20 to C50, together with asphaltenes and

smaller amounts of heterocyclic compounds containing Sulphur, Nitrogen and Oxygen. They have

chemical characteristics similar to asphalt and hence, are considered to be stabilized suspensions of

asphaltenes in an oily medium. Asphaltenes are highly polar aromatic compounds of very high

Pic. 5: Heavy Fuel Oil drops [12]


molecular weight (2000-5000) and in the blending of heavy fuel oils, it is necessary to ensure that

these compounds remain in suspension over the normal range of storage temperatures.

Heavy fuel oils also contain organo-metallic compounds from their presence in the original

crude oils. The most important of these trace metals is Vanadium. Some crude sources, for example,

from the Caribbean area and Mexico are particularly high in Vanadium and this is reflected in high

Vanadium contents in heavy fuel oils produced from these crudes. Vanadium is of major

significance for fuels burned in both diesel engines and boilers because when combined with

Sodium (perhaps from seawater contamination) and other metallic compounds in critical

proportions it can form high melting point ashes which are corrosive to engine exhaust valves,

valve seats and superheater elements. Other elements that occur in heavy fuel oils include Nickel,

Iron, Potassium, Sodium, Aluminum and Silicon. Aluminum and Silicon are mainly derived from

refinery catalyst fines.

Appreciable concentrations of Polycyclic Aromatic Compounds (PAC) can be present in

heavy fuel oils depending on the nature and amount of the low viscosity diluents used and whether

the residue component is cracked or un-cracked. If the residue components are from the

atmospheric or vacuum distillation columns, the concentration of three to seven ring aromatic

hydrocarbons is likely to be in the order of 6 to 8%. If heavy catalytically cracked or steam-cracked

components are used, the level may approach 20%. One of the diluents fractions commonly used is

catalytically cracked cycle oil, which has been reported to contain 58% three to five ring aromatic

hydrocarbons.

Typical properties

Marketing specifications have been established by a number of authorities to ensure the

satisfactory operation of industrial and marine equipment, utilizing heavy fuel oils. Such

specifications include ASTM D-396 (ASTM 1992), BS 2869 for inland fuels (BSI 1988), ISO 8217

for marine fuels (ISO 1996) and CIMAC requirements for residual fuels for diesel engines (CIMAC

1990).


Tab. 10: Range of physico-chemical properties for heavy fuel oils [13]

The composition and resulting toxicity of heavy fuel oils varies depending on the amount

and type of cutter stock used (shown in Tab. 10). Following accidental spillage of this oil, the

lighter one, more volatile components will be lost by evaporation, dissolution and biodegradation.

The water-soluble fraction, which principally contains aromatic hydrocarbons and polar compounds,

will be responsible for the acute toxicity effects on organisms. The remaining heavy fraction will

become attached to the substrate or sequestered in the sediments. Little long-term impact has been

observed in the supralittoral, littoral or pelagic zones following a spill. The tar-like residue will

persist for many years, however, in the sediments with possible re-suspension and continued impact

on benthic organisms.

Marine Diesel Oil (MDO)

Diesel Oil is a type of distillate fuel oil which consists of heavy fractions or the mixture of

light fraction distillate and heavy fraction (residual fuel oil), and have dark black chromatic, but


remain to liquid at low temperature. The usage of diesel oil in general is the fuel for diesel engine

with medium or low rotation (300 - 1.000 RPM). This diesel oil is also known as Industrial Diesel

Oil or Marine Diesel Fuel (MDF).

Marine Diesel Oil (MDO) is a middle distillate fuel oil which can contain traces to 10% or

more residual fuel oil from transportation contamination and heavy fuel oil blending. The diesel oil

is bunkered at a dedicated deck connection for transfer and distribution to the ship’s storage tanks.

A sample cock is provided at the deck connection to permit obtaining fuel samples during the

bunkering process. Diesel oil is transferred from the storage tanks by means of a transfer pump and

a purifier mounted pump. Single stage purification is typically operated at 100% throughput.

However, a reduction in throughput to 60-70% of rated capacity may be made when purifying the

more contaminated diesel oils. The only heating requirement for diesel oil is a pre-heater for

purification purposes. Storage tank stripping connections should be provided to permit pumping the

tank contents to any other storage tank, the purifier, or a sludge tank.

Below are listed the main capabilities:

- Diesel oil sampling while bunkering.

- Diesel oil transfer from storage to service tank by way of the purifier system.

- Diesel oil transfer from any storage tank to any other storage tank, or directly to the service tank.

- Diesel oil supplied to the emergency diesel generator by either the transfer pump or the purifier.

- Diesel oil service tank bottom drains directly to the sludge tank.


Typical properties

The typical properties of MDO are shown in Tab. 11.

Tab. 11: Range of physico-chemical properties for marine diesel oils [14]


EXHAUST GAS CLEANING SYSTEMS

The different parts of an Exhaust Gas Cleaning System are scrubbers, SCR catalyst, boiler

and silencer, which clean the exhaust gas from the engine. They will be explained in the following

pages.

SCRUBBER TECHNOLOGIES

There are two different types of scrubber: the wet scrubber and the dry scrubber. This two

scrubbers will be presented in this chapter.

WET SCRUBBER

The wet scrubber is divided in three different technologies: open loop seawater, closed loop

freshwater and hybrid system. They are called “wet” because they use seawater directly or

indirectly.


Ecospec

The controlling of SO2, NOx and CO2 emissions is mostly

needed, when CSNOX is produced. The CSNOx effectively reduces the

emission of all these three gases in one single process. The CSNOx technology has taken into

consideration the space and storage constraints onboard. It is designed to fit into the most restricted

engine room space available onboard most ships. The simplicity and non aggressive treatment

nature of the CSNOx technology translate to best effective equipment and process cost. These

provide the motivation for the ship owners to implement emission control.

CSNOx Technology

The system consists mainly of 5 subsystems:

I. Seawater Intake System

II. Spray Water System

III. Abator Tower System

IV. Wash Water System

V. Exhaust Gas Monitoring System


I. Seawater Intake System

The intake seawater Bio Fouling Control (BFC) system is a green technology for curbing the

growth of marine organisms, such as barnacles. The system uses a specific varying Ultra Low

Frequency (ULF) waveform to target certain marine organisms. It is an auxiliary system of CSNOx

used for protecting the pipeline of the system.

II. Spray Water System

Booster Treatment System consists of three different components:

• SO2 Absorption Enhancer (SAE)

• Mineral Scale Control (MSC)

• CO2 NOx Reducer (CNR)

To utilize the ULF treated effect and in the process, improve the pH and the reaction

capability of the treated seawater before it is channeled into the abator tower.

Stage 1

Water system starts from the pumping of seawater from the intake of sea chest drawn in by

suction pumps. The seawater passes through the SAE before being sprayed. This is shown in Fig. 7

and 8.

pH Exciter System

The pH Exciter (PHX) system through the use of ULF, conditioned the seawater before

channeling it into the treatment tank to treat for the use for Stage 2 process. The conditioning of the

seawater improves the water absorption capability and also controls scaling in the pipes.


Water Treatment

The purpose of the water treatment system is to scrub the flue gas in the abator tower

efficiently. The water treatment system consists of the PHX system followed by the Ultra Low

Frequency Electrolysis System (ULFELS). Through the use of ULF technology, the seawater is first

treated by PHX system and directed into the ULFELS treatment tank whereby its pH is raised to

between 9.2 and 9.5. The treated seawater is then pumped into the abator tower to remove the

GHGs CO2 and NOx. A level sensor is also added into the water treatment system to control the

water level in the ULFELS treatment tank. When the water level is higher than the sensor level, a

signal will be sent from the level sensor to shut down the suction pump while the booster pump

continues to drain the tank. A standby light will be lighted up during this period. When the water

level drops to below the sensor level, the level sensor will turn on the suction pump to fill the

ULFELS treatment tank. An indicator light will be lighted to show that the suction pump is

switched on.

Stage 2

Stage 2 water system starts from the in-line BFC system. The seawater intake pH quality is

then monitored and a suction pump is used to pump the water through the PHX system before being

channeled into the ULFELS treatment tank for further treatment. A water pressure booster pump is

used to pump the ULFELS treated water through the MSC and CNR systems before it is directed

into the abator tower. The quality of the ULFELS treated water is monitored just before it is

pumped through the MSC and

CNR systems and a pressure

regulator is used to control the

spray from the nozzle into the

abator tower. This stage is for

removing CO2 and NOx.

Fig. 7: Stages 1 and 2 fitted in the ship [16]


Fig. 8: Stages 1 and 2 of CSNOx Ecospec Scrubber Technology [16]

III Abator Tower System

Abator tower serves as a chamber for the reaction between SAE system treated or PHX and

ULFELS treated water and exhaust gas removing the three gases from exhaust gas streams.

IV Wash Water System

The wash water treatment system is used for controlling the quality of water discharged into

the sea. With this system in place, the discharged water will always have a pH of at least 6.5. This is

to ensure that the CSNOx process is both improving the quality of the exhaust gas and enhancing

the quality of the discharged water, protecting the marine eco-system.


V Exhaust Gas Monitoring System

The exhaust gas monitoring system is to observe gas composition, gas pressure, gas

temperature and water level sensor. By analyzing the exhaust gas monitoring system parameters,

like in Tab. 12 and 13, the change in the exhaust gas from inlet to outlet can be observed clearly.

In the verifications, conducted onboard a 100000 ton oil tanker, at 50% gas load (equivalent

to approximately 5 MW engine output), ABS (American Bureau of Shipping) issued a Statement of

Fact on the performance of CSNOx system with the following results:

The removal efficiencies of the CSNOx system allows vessels installed with CSNOx to

continue using normal heavy fuel and yet meet the 0.1% Sulphur content, as required by the EU

Directive effective from 1st January 2010. In other words, there is no need for vessel owners to

convert to distillate fuel or modifying the fuel system for switching to distillate. The removal

efficiency for NOx is the absolute reduction percentage. After translating this removal efficiency

into the NOx emission requirement as per the Tier I, II or III requirements, the CSNOx system is

able to remove NOx to such level that vessels installed with it are able to meet even the strictest

Tier III requirement. Apart from meeting the SO2 and NOx requirements, there is no other cost

effective system currently available to remove CO2 at the rate the CSNOx system is capable of.

CSNOx truly is a cost-effective and efficient solution for solving the emission issues faced by the

ship owners. In addition, the results also affirm CSNOx scalability and suitability for a normal

ship’s operations. CSNOx is extremely efficient in removing SO2, NOx and CO2. Of significance is

also the wash water quality, which met all IMO requirements with most parameters surpassing the

strict criteria by a large margin.

Tab. 13: Removal efficiencies [16] Tab. 12: Wash water quality [16]


Hamworthy Krystallon

Hamworthy is a market-leading global company providing

specialist equipment and services to the marine, oil and gas and

industrial sectors.

Through a mix of market-led organic development and strategic acquisitions, Hamworthy

has built a business that is now regarded as a global leader with enviable expertise, providing

specialist equipment and service to a broad range of markets. Their key markets are marine oil and

gas. Their marine markets are predominantly for the specialist ship types of oil and gas carriers and

cruise ships, although they serve the entire merchant fleet with a wide range of equipment and

services. For the oil and gas industry they support

production facilities with systems that address issues of

process efficiency and environmental compliance.

Although they have a strong marine heritage, many of their

products and systems naturally find industrial applications.

Headquartered in Poole (UK), Hamworthy has design,

development and production facilities in the UK, Norway,

Denmark, Germany, Singapore, and a modern assembly plant in China. In addition, there are sales

and service offices in Korea, China, USA, The Netherlands, Spain, India and the Middle East.

Wherever they operate, they remain committed to continuous improvement and to their promise to

always deliver.

The scrubbing technology

Hamworthy Krystallon has undertaken extensive Environmental Impact Assessment (EIA)

studies on a seawater scrubber installed on a 1MW auxiliary engine, on the ferry “The Pride of

Kent”.

Hamworthy Krystallon Seawater Scrubber technology will remove more than 98% of

Sulphur from exhaust gas emissions along with the majority of PM from a 3.5% Sulphur residual


fuel, providing compliance under the equivalency section of the IMO regulations. It removes 70%

or more of the PM of Carbon present in exhaust gas.

The principle reaction is the neutralization of the SO2/SO42- by carbonates and other

compounds existing in the wash water.

The Hamworthy Krystallon Seawater Scrubber (shown in Fig. 9)

is based on the same process used in their Inert Gas scrubbers for

almost 50 years. The technology is suitable for both, new build and

retrofit applications and is a simple, globally accepted and proven

solution.

The scrubbing process

The carbonate/Bi-carbonate in seawater neutralizes the SO2 in

the exhaust gas, in a three-stage scrubbing process.

1. Venturi section

The exhaust gas enters the venturi section and is cooled down and saturated with a seawater

spray. This seawater spray also provides an ejector effect, reducing the total pressure drop over the

system.

2. Bubble plate

The gas flow is turned upwards and led through a patented

bubble plate arrangement, seen in Pic. 6. This creates a very

turbulent mixing of the water and exhaust gas, wetting the

particles and absorbing the SO2.

The bubble plate is a unique technology that allows a

higher gas velocity through the scrubber, which again leads to a

smaller footprint, without an increase in pressure drop.

Fig. 9: Hamworthy Krystallon

Scrubber 3D view [19]

Pic. 6: Bubble plate [20]


3. Wet filter

After the bubble plate there is a wet filter to polish remaining Sulphur from the gas and a

demister to avoid carry-over of water droplets in the cleaned exhaust gas.

In Fig. 10, a schematic of the seawater scrubber and its other different parts are presented.

Fig. 10: Hamworthy Krystallon scrubbing circuit [21]


Plume control

A plume control situated after the scrubber avoids potential steam plume generation. A

steam plume is harmless, but still undesirable.

Wash water

The wash water is monitored for pH, PAH (Hydrocarbons), turbidity and temperature when

it is pumped up through the sea chest. It is then distributed to the venturi, bubble plate and wet filter

sections. The discharge from the scrubber is passed through a hydrocyclone, either by natural

gravity or via a booster pump and discharged overboard. The discharge is again monitored and

compared to the intake measurements to make sure that it is in line with the discharge criteria.

Sludge

The particulate matter captured in the wash water is transferred to a small sludge tank. The

collected sludge is categorized as being non-hazardous, but must be disposed to shore.

Neutralization process

The majority of neutralization is provided by carbonates in the seas, oceans, and coastal

waters, however about 4.0% of the neutralization is provided by borates and other ions in low

concentrations.

The process of neutralization follows the following generally accepted paths.

CO2, pH and carbonates are all related by the following three equations:

1. CO2 + H2O H2CO3 (Carbonic Acid)

2. H2CO3 H+ + HCO3 - (Bicarbonate)

3. HCO3 H+ + CO32- (Carbonate)


Addition of acids (increasing H+) shifts the equations to the left, which at the end leads to a

release of one molecule of CO2 per proton added.

CO2 evolution from the neutralization process

Considering the reactions above in terms of relative SO2 evolution based upon one ton of

marine heavy fuel oil with a global average 2.7% S content is as follows:

2.7% S = 27 kg Sulphur/ton of fuel and Sulphur (32 g/mol) = 843.75 Moles S

1 mole SO2 results in 1 mole H2O4 which has 2 protons, therefore creates 2 moles CO2 according to

the equations above.

The neutralization of Sulphur can produce 1687.5 moles CO2 = 74.25 kg CO2 if the

equilibrium would be shifted all the way.

Taking into account that about 4% of neutralization is undertaken by borates and other

compounds the amount of carbonate alkalinity is thus only 96% of the neutralization process.

Multiplying the CO2 evolution by this factor of 0.96 from a 100% carbonate process reduces the

emission to 71.28 kg CO2. Hence one ton of 2.7% S fuel may evolve 71.28 kg of CO2 through a

neutralization process with bicarbonates. Due to the reduction in bicarbonate, some protons will be

consumed through reaction 3, producing more bicarbonate. The equilibrium constants are such that

this reaction will only occur to a small extent, but this will nevertheless further reduce the amount

of CO2 that will effectively be released.


Marine Exhaust Solutions

Marine Exhaust Solutions Inc. is part of the DME Group

(Diversified Metal Engineering Ltd.) of companies.

DME has grown into an international business with clients around the world. DME has

recently formed a wholly owned subsidiary, Marine Exhaust Solutions Inc. (MES), which has spent

the past six years in research, development and commercialization of an exhaust gas scrubbing

technology for marine diesel engines. This technology is called the MES EcoSilencer®.

DME equipment has been installed internationally in locations such as: USA, England,

Ireland, Bermuda, Palestine, China, Japan, Colombia, Kazakhstan, Mexico, Turkey, Brazil and

more.

The MES EcoSilencer® is a unique product that utilizes advances in seawater scrubbing to

achieve dramatic reductions in SO2 emissions.

EcoSilencer seawater scrubbing system is an economic solution which is saving millions of

dollars in expected low Sulphur fuel cost premiums, and provides superior reduction rates for SO2

removal over switching to low Sulphur residual fuel.

Up to 90% SO2 exhaust emissions reduction allow you to burn the maximum 4.5% Sulphur

fuel and still surpass the regulated reduction to 1.5% Sulphur fuel.

The system is compatible with any engine size from 100 kW to 100000 kW. It’s safe,

reliable low maintenance, no reagents, no catalysts, no filters to replace or clean.


Scrubbing technology

The principle of operation of

EcoSilencer®, presented in Fig.

11, is based on using seawater

as scrubbing medium for SO2,

NOx, soot and particulate

removal. Overboard seawater

(cooling water) enters the

system through a sea chest and

a set of strainers and is

pumped by seawater pump into

a heat exchanger. After

passing through the heat

exchanger, the cooling water is discharged overboard.

Before entering the heat exchanger, an amount of overboard seawater is directed into a

separate water circulating system (scrubbing water). The scrubbing water is pumped through a

bottom part of each installed EcoSilencer®. One EcoSilencer® is provided for each diesel engine.

Inside each EcoSilencer® engine exhaust gas passes through a shallow bath of scrubbing seawater.

In the process, SO2, NOx, soot and particulate are removed from the exhaust gas.

After scrubbing process, the scrubbing water is pumped out from each EcoSilencer®

through a water filtration plant where it passes through a series of primary and secondary hydro-

cyclones. Primary hydro-cyclones remove heavy fractions like soot particles and other solids.

Secondary hydro-cyclones remove light fractions such as oils. Removed soot, solids and oils are

diverted into a settling tank for further separation, by gravity and onshore disposal.

After filtration, a portion of cleaned scrubbing water joins the cooling water line and is

discharged overboard. The remaining portion of scrubbing water passes through the heat exchanger,

which removes the excess heat from the scrubbing water, before returning back into the water

circulating system. The engine size determines the size of the cooling and scrubbing water systems.

Fig. 11: Marine Exhaust Solutions scrubbing technology circuit [22]


Wärtsilä

Wärtsilä is a global leader in complete lifecycle power solutions

for the marine and energy markets. By emphasizing technological

innovation and total efficiency, Wärtsilä maximizes the environmental

and economic performance of the vessels and power plants of its

customers.

Wärtsilä enhances the business of its customers by providing integrated systems, solutions,

and products that are efficient, economically, and environmentally sustainable for the marine

industry. Being a technology leader in this field, and through the experience, know-how and

dedication of their personnel, Wärtsilä is able to customize innovative and optimized lifecycle

solutions to the benefit of their clients around the world.

Wärtsilä supports its customers throughout the lifecycle of their installations by optimizing

efficiency and performance. It provides a comprehensive portfolio of services and a good service

network in the industry for both the power plant and marine markets. Wärtsilä committed to

providing high quality, expert support as well as availability of services, wherever customers are, in

an environmentally sound way.

Closed Loop Freshwater scrubber system

Water pH elevated with alkali sodium hydroxide ( NaOH ). After exhaust gas enters, stream-

bi-Sulphur oxides are captured and neutralized by scrubbing water chemically forming sulfates.

Cleaned exhaust gas exits, water and sulphides return to process collection tank.

Closed loop works with freshwater to which NaOH is added for the neutralization of SOX.

Closed loop scrubber technology (shown in Fig. 12) means zero discharge and its power

requirement about ½ to 1% of the fuel consumption.


Fig. 12: Closed Loop Freshwater scrubber system [15]

Freshwater Makeup

Freshwater

compensates for losses from

evaporation and bleed off

extraction. Consumption

depends on ambient

conditions: seawater

temperature, exhaust inlet

temperature, and chloride

content of water; generally

about 0.1 m3/ MWh. Fig.

13 shows a freshwater

makeup.

Fig. 13: Freshwater Makeup [15]


Seawater Cooling

The seawater cooling,

presented in Fig. 14, minimizes

freshwater vapor entrapment by

cleaned exhaust gases exiting

the scrubber to reduce both,

plume opacity and freshwater

consumption. Cooling does not

impact Sulphur removal

efficiency from exhaust gases.

Sodium Hydroxide (NaOH) Unit

NaOH is added to the scrubbing water to boost pH and

improve Sulphur oxide removal efficiency. Typical 50%

concentration of NaOH (Sodium hydroxide, alkaline or caustic

soda) is used as alkali. Input data for alkali feed control are

Sulphur content and engine load. Alkali consumption depends

on concentration level, engine power, fuel Sulphur percentage

level and desired SOx reduction. Fig. 15 demonstrates a Sodium

hydroxide unit.

Fig. 14: Seawater Cooling [15]

Fig. 15: Sodium Hydroxide NaOH Unit [15]


Water Treatment

A small bleed off passes through the water treatment unit (shown in Fig. 16) containing

traces of oil and combustion products at neutral pH. Effluent is cleaned from the bleed off, is

monitored, and discharged to the sea if satisfactory. Sludge impurities are placed into a holding tank

for future disposal in qualified shore side treatment facility.

Fig. 16: Water treatment [15]

CHEMICAL DESCRIPTION

Sulphurous acid and Bisulphite ion produce

dissolution in water. SO2 forms the hydrate SO2, H2O or

sulphurous acid H2SO3, which dissociates rapidly to

form the bisulphite ion HSO3 which in turn oxidized to

sulfate.

SO2 (gas) SO2 (aq) + H2O H2SO3

H2SO3 H+ + HSO3-

H+ + HSO3- 2H+ + SO3 2-

Each molecule of neutralized Sulphur will release protons.

At seawater pH: 80% SO32- and 20% HSO3

-

This is represented in Gra. 1.

Gra. 1: Percentage of total sulphurious

acid vs. pH [15]


Alkalinity

Alkalinity reflects the ability to react with acids and neutralize them.

Total Alkalinity (AT)

[HCO3-]T + 2·[CO3

2-]T+ [OH-]T-[H+]SWS-[HSO4-]+[B(OH)4-]T+2·[PO4

3-]T+[HPO42-]T+[SiO(OH)3-]T

When acid is added to high alkalinity water, the pH of water decreases and the buffering

capacity is used (referred to Gra. 2 and 3).

- slow pH decrease to 6.

- rapid drop from pH 6 to 5.5.

- weak buffering capacity from pH 5.5 to 4.5.

- buffering capacity used at pH 4.5, no alkalinity left.

Gra. 2: Sulphur reduction vs. pH [15]

Alkaline power reduces as neutralization starts. It is then controlled by adjusting flow in

seawater scrubbers, or adjusting caustic quantity in freshwater scrubbers.


Ocean absorbs 7300 million tons CO2 each year. In seawater, dissolved CO2 and carbonates

are related as follows:

Addition of sulphuric acid shift the above chemical equations to the left hence, releasing

some molecules of CO2 for each Sulphur element. Gra. 4 shows relative abundance of carbonic acid,

bicarbonate ion and carbonate ion in seawater.

At seawater pH:

Gra. 3: Efficiency and pH vs. Time in Scrubber [15]


Gra. 4: Relative abundance of carbonic acid, bicarbonate ion and carbonate ion in seawater [15]

The hydration of sulphuric acid is thermodynamically favorable (∆H = 880 kJ/mol). The

affinity of sulphuric acid for water is sufficiently strong that it will take hydrogen and oxygen atoms

out of other compounds:

In freshwater scrubbers, SO2 is binded to a salt and consequently does not react with natural

bicarbonate of seawater. There is no release of CO2.


Ships without seawater Scrubber

Residual fuel 2.7% S is equivalent to 9,5 Mt/y S for a shipping consumption of 350 million

tons/year. A ship without any scrubber technology produces 19 Mt SO2 to the seas. It means an

ocean naturally absorbs 7300 million tons CO2 each year and 2,7% S from stack creates 19 million

tons CO2/year at sea.

Ships with seawater Scrubber

On the other hand, it needs 2-3% extra power to run with this technology. Seawater scrubber

reduces Sulphur from stack down to 0,1% S. Total CO2 created with seawater scrubber is also ~19,3

Mt CO2/year.

Ships with Freshwater Scrubber

Freshwater scrubber technology needs 1% extra power and also reduces Sulphur from stack

down to 0,1% S (represented in Gra. 5). No CO2 is created in scrubber or at effluent discharge.

Gra. 5: Sulphur and CO2 scrubber technologies comparison [15]


Aalborg Industries

The headquarters of Aalborg Industries is located in the city of Aalborg

in Denmark and traces its history as a boiler engineering and manufacturing

company back to 1919. From its origins as part of Aalborg Shipyard, Aalborg

Industries grew to supplying marine boilers to other shipyards internationally

and developed a business within supply and service of industrial and power station boilers. Since

the late 1960s, Aalborg Industries has carried out boiler service around the world and opened its

first subsidiary abroad in 1978. In the past decade, additional resources have been invested in

strengthening the company's expertise in service and equipment supply for Floating Production

Systems (the offshore market). In recent decades, Aalborg Industries has acquired several leading

marine equipment companies and a couple of industrial companies.

Today, Aalborg Industries is the world's leading marine boiler engineering company and

manufacturer and a major supplier of inert gas systems, thermal fluid systems, and shell and tube

heat exchangers.

Scrubber technology

Sulphur removal rate is >98% and PM trapping up to 80%. Aalborg Industries scrubber,

shown in Fig. 17, is able to clean the exhaust gas from ship main engines, auxiliary and boilers by

scrubbing the exhaust gas in an open loop with seawater or a closed loop with freshwater. Due to its

hybrid functions it provides a unique modular and flexible design with the highest degree of

operational flexibility.


The hybrid system operates with seawater in an open loop and freshwater in a closed loop.

At open sea, the system operates with seawater. In harbours and ECTAs the system can operate

with freshwater, without generating any significant amount of sludge to be handled at port calls.

Energy consumption is between 0.2 to 1.4% of engine power depending on the solution choice.

Optimal solution depends on available space, water temperature, water alkalinity, ship route, fuel

price, NaOH price and legislative requirements.

Fig. 17: Scrubber process from Aalborg Industries [17]

Main scrubbing process

In the first stage of the scrubbing process, the heat up to 350°C exhaust gas is utilised by

cooling it to 160-180°C in an exhaust gas economiser (optional) as opposed to just wasting the heat.

In the second stage, the exhaust gas is treated in a special ejector where it is further cooled by

injection of water and where the majority of the soot particles in the exhaust gas will be removed. In

the third stage, the exhaust gas is led through an absorption duct where it is sprayed with water and

thus cleaned of the remaining Sulphur dioxide.


Seawater scrubbing process

In the open circuit, as demonstrated in Fig. 18, the seawater goes through a pump directly

into the scrubber together with the exhaust gas. In the scrubber, the exhaust gas is cleaned by plastic

balls of 90 mm diameter. The dirty seawater is led directly through the sea.

Fig. 18 Open Loop Scrubber process from Aalborg Industries [17]

Freshwater Scrubber

Freshwater clogged with NaOH coming from a buffer tank is cooled before going into the

scrubber. After the exhaust gas is scrubbed, the water goes back to the buffer tank, where it is

cleaned by a filter. The black water goes through a sludge tank, the cleaned water is used again.

This process is illustrated in Fig. 19.

Advantages:

Possibility to increase the pH, significant less discharge water to clean, no corrosion.

Disadvantages:

Costs, bunkering, and storage of NaOH.


Chemical Reaction

NaOH + SO2(g) + 1/2O2(g) Na+ + HSO4- + H2O

Fig. 19: Freshwater scrubbing process [17]

Switch between Freshwater and Seawater in sensitive areas

Fig. 20: Hybrid system in sensitive areas [17]


Switch between FW and SW at open Sea

At the open sea, the accumulated water of the tank is slowly removed back to the sea

(referred to Fig. 20), having no NaOH consumption. Tank is slowly filled up again to prepare for

the arrival at sensitive areas (shown in Fig. 21 and 22).

The whole process appears in Fig. 23.

Fig. 21: Removing accumulation Hybrid System [17]

Fig. 22: Refilling tank Hybrid System [17]


Fig. 23: Aalborg Industries scrubbing circuit [18]

Energy consumption [%]

The energy consumption is listed next in Tab. 14.

Tab. 14: FW and SW energy consumption (%) [17]


Ggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggggg

DRY SCRUBBER

The dry scrubber is the only technology not using seawater for its cleaning process; it uses

calcium hydroxide granulate instead.

Couple Systems

In first place DryEGCS is considered technologically, with reference to its basic operating

mode, procedural setup, consumption of materials and production of residues. Investment and

operating costs are then highlighted, in terms of the environmental impact of the technology. These

considerations will be embedded within a Strength-Weakness-Analysis.

Basic Principle of Desulphurization

The large-scale proven method for the desulphurization of flue gases is nowadays in general

based on absorptive processes. Lime based materials, such as Calcium carbonate (CaCO3), burnt

lime (CaO) or hydrated lime [Ca(OH)2], are normally used. In principle it would be possible to use

water as an absorbing agent, but the solubility of SO2 in water is quite low (maximum 35 m³ SO2 in

1 m³ water at 20°C and 1 atm pressure). Because of this low physical solubility of SO2 in water,

which decreases at lower pH-values, alkaline reacting solutions such as limestone suspensions are

used to react with acidic components of the flue gas to finally result in chemical absorption.

Beside this limestone suspension-based so-called wet desulphurization process, dry

processes utilizing limestone or Calcium hydroxide are also established broadly on the market.

During the direct desulphurization process, limestone is used in the combustion chambers at

temperatures between 850 and 1100 °C, and the limestone decomposes according to equation:

CaCO3 → CaO + CO2 (1)


The evolving burnt lime reacts with SO2 according to equation (2), in an exothermic process

to produce calcium Sulfate.

CaO + SO2 + ½ O2 → CaSO4 + 500 kJ/mol (2)

This process is preferred for fluid bed combustions. In small and medium-sized combustion

plants, dry and semi-dry processes based on Calcium hydroxide are particularly well established

because of the lower capital costs, operating safety and the smaller floor space requirement

compared with wet processes. These units are operated at temperatures between 80 °C and 250 °C,

based on the fact that as much as possible of the available thermal power in the exhaust gas is used

for generating steam. The lower the operating temperature the more exhaust gas heat can be used,

especially if the combustion unit is used as a combined heat and power unit. For this reason, low

temperatures are preferred. The selected operating temperature depends on the first place of the

concentration of the acidic exhaust gas components SO2, HCl and HF, as well as on the

concentration of the hygroscopic salts formed within the absorbers. For temperatures below the

dehydration temperature the reaction step for Calcium hydroxide with SO2 can be described as

follows:

Ca(OH)2 + SO2 → CaSO3 + H2O (3)

Aside from this, other reactions are also taking place, see also:

Ca(OH)2 + SO2 + ½ O2 → CaSO4 + H2O (4)

Ca(OH)2 + SO3 → CaSO4 + H2O (5)

This means that during the absorption of Sulphur oxides, Calcium sulfite and Calcium

sulfate are generated. The absorption of Sulphur oxides can also be conducted beyond the above

mentioned temperature range. Above the dehydration temperature, the reaction can be described as

follows, due to a preferred oxidation of the SO2 through water:

CaO + SO2 + H2O + ½ O2 → CaSO4 + H2O (6)


The upper temperature level of 250 °C is limited by the maximum operating temperature of

fabric filters which are generally used in dry desulphurization processes. Mehlmann, in his

dissertation of 1988, explored the effectiveness of lime products over the temperature range

between 150 and 500°C, and also between 850 and 1200°C. In both cases it was obvious that with

increasing reaction temperature the reaction velocity also increases. The results in the temperature

range 150° to 500 °C are especially significant for the DryEGCS as the desulphurization of the

diesel engine exhaust gas is supposed to be operated at approximately 320 °C.

Process Description

The present study basically deals with the question of exhaust gas desulphurization of ship

diesel engines. The removal of nitrogen oxides by utilizing the Selective Catalytic Reduction (SCR)

is considered only in terms of the combination of an SCR with the DryEGCS process. It is assumed

that separation of diesel soot particles is taking place simultaneously in the DryEGCS (see Fig. 26).

The absorber utilized within the DryEGCS process is designed by the company Hellmich GmbH &

Co. KG, Germany, and is operated with calcium hydroxide granulates Ca(OH)2. For a fundamental

description (see Fig. 24), the exhaust gas enters the multistage absorber sidewise, and flows

horizontally through the bulk layer made of granulates. The granulate is loaded into the absorber

from the top, discharged at the bottom and transported into the residue silo. A two stage

construction is planned for the exhaust gas cleaning.

The granulate material of stage 1 is discharged at the

bottom into a sieve drum and fed into stage 2. If both stages are

installed side by side the discharging speed can be adjusted

separately for both stages. If required (i.e. due to particle load of

the exhaust gas) the granulate of the first stage can be

discharged faster. This explains as well, why the fixed bed

cascade absorber can simultaneously take over the function of a

diesel particle precipitator. The solid fraction separated in the

sieve drum is also discharged to the residue silo.

Fig. 24: Operating principle of the

DryEGCS absorber [23]


The exhaust gas is fed in and discharged out of the absorber through triangle-shaped cascade

channels. The channels are reciprocally closed at the housing wall, so that the exhaust gas is forced

to find its way through the granulate material layer. The remaining time of the exhaust gas within

the layer equals approximately 3.7 seconds over both stages, at an assumed porosity of 38%. The

stocking container for fresh Ca(OH)2 is integrated into the first stage of the absorber by elongating

the housing at the top. Ballast tanks within the ship will be used for storing the residue.

As shown in Fig. 25, the DryEGCS will be installed directly downstream of the turbo

charger at an exhaust gas temperature of approximately 240°C to 350°C.

Fig. 25: Flow chart of the desulphurization plant (Hellmich) [23]


Fig. 26: Three-dimensional view of the DryEGCS absorber in a one-stage design [23]

Consumables

The desulphurization unit requires, aside from electrical energy, only Ca(OH)2 in the shape

of spherical granulate (see Fig. 27). This product comes from Märker Kalk, located at Harburg and

Schwaben, Germany. The Ca(OH)2 is usually distributed as a powder and thus not useable in a fixed

bed cascade absorber. Märker Zementwerke managed to develop and produce a granulate on a large

scale, meeting the requirements of a fixed bed absorber for its hardness and abrasion resistance.

Calcium carbonate granulates and Calcium carbonate split (CaCO3) have been available for a long

time, and were used by Hellmich for many years in industrial applications such as brick kilns. At

the chosen operating temperature of approximately 300 °C, CaCO3 shows a significantly lower

reactivity for SO2 compared with Ca(OH)2. For this reason 5% Ca(OH)2 is added to the CaCO3-split

in order to increase the reactivity for Sulphur oxides.


Fig. 27: Calcium hydroxide granulates [23]

Calcium hydroxide granulate, produced in the Harburg plant, had a capacity of 12000 t in

2010, depending on the growth of the market. Now, in 2011, the minimum capacity is 20000 t.

Residues

The desulphurization unit discharges only loaded absorbing granulate. It is planned to store

this residue in the ballast tanks of the ships. The DryEGCS is dimensioned very conservative, in

order to safely achieve the separation efficiency. That means that Hellmich designs the units, in

such a way that the loading capacity of the Calcium hydroxide granulates is well below maximum.

For the first units, a loading of only 60% is planned, which means that the absorption material still

has a wide margin of remaining capacity for desulphurization. Thus, it is intended to exploit the

loaded granulate together with the fuel sludge in the combustion process of power plants. There, the

granulate can fully react and be utilized for the desulphurization of the utility exhaust gas at high

temperature. The carbon containing residues of the fuel sludge can substitute for fossil fuel. It is

assumed that this disposal route will be cost neutral. Alternatively the residues can be used as mine

filling, like those of dry absorption units in waste incinerators have been handled for years. In this

case, costs of approximately $100/t have to be reckoned with (statement by Texocon, Potsdam,

09/2008).

As soon as Couple Systems has practical experiences from shipping, it can be assumed that

the consumption of absorber granulates and the amount of residue can be reduced.


Environmental Impact

The DryEGCS of Couple Systems removes at least 80% of the Sulphur dioxides contained

in the exhaust gas, and turns it into a resource value (utilization in power plant) or revokes it from

the biosphere (mine filling). There is no way that transmission of the pollutants into the

hydrosphere can take place.

The only residue produced can be utilized in combination with the fuel sludge in the power

industry, or as mine filling. During the use in a power plant, the Sulphur is normally converted into

gypsum. Thereby, 75% of the Sulphur oxides emitted by the operation of ship engines is extracted

from the crucial environmental compartments, namely the atmosphere, hydrosphere and the upper

lithosphere. Particles carried in the engine exhaust gas, and particularly fine-sized particles, are

largely precipitated in the DryEGCS, and thus also revoked from the above mentioned

environments. The energy consumption used for the operation of the system has a negligible value

of 0.006 kW per kW engine power. The granulated Calcium hydroxide absorbing matter has a high

energy requirement during the production process, and thus also contributes to the CO2 load

(calcination of limestone at 850°C and the thermal treatment of the granulates with fossil energy

carrier). During the lime burning, in addition to the chemical reaction according to equation (1),

CO2 is separated. During the manufacturing process of the granulate material a gas-fired dryer is

needed and this generates further CO2 loads. This disadvantage has to be paid with the higher price

for the Ca(OH)2 absorption material, as opposed to limestone (CaCO3).

The exhaust gas temperature of the desulphurization unit exceeds significantly the dew point

temperature. A reheating of the exhaust gas is therefore not required, as is the case with wet

scrubbers. In the event, that catalytic NOx removal system has to be considered. This unit can be

installed directly behind the exhaust gas desulphurization unit. An energy intensive reheating is

then not needed, and a smaller catalyst can be installed with a higher operational life time (saving of

energy and resources for the manufacturing of a catalyst).


The following table (Tab. 15) compares the advantages and disadvantages of the DryEGCS.

Strength Weakness

• Robust and simple system

• Long-term proven technology

• No transmission of pollutants into the biosphere

• No corrosion of downstream installed exhaust gas

components

• No aerosol formation

• Recyclable residues

• Feasibility to install a small SCR catalyst

downstream without reheating

• Combined particle precipitation granulate

• No examination of sewage quality required

• Low energy consumption

• Additional cost for absorbents

• Availability of absorbents

• No reference on board of a vessel

• No directly comparable reference on land

• Capacity plant engineering

• Space requirement of the unit

• Chemical-physical function intrinsically

based on trial results

• Limited supplier market for absorbents

• Yet not SCC certified

Tab. 15: Strength-Weakness [23]


SCR SELECTIVE CATALYTIC REDUCTION

The method of converting the harmful nitrogen oxide emissions (NOx) into harmless

nitrogen gas (N2) and water (H2O), with the help of a catalytic reaction, is called Selective Catalytic

Reduction or SCR. A gaseous reductant, typically anhydrous ammonia, aqueous ammonia or urea,

is added to a stream of flue or exhaust gas, and is absorbed onto a catalyst. Carbon dioxide (CO2) is

a reaction product when urea is used as the reductant.

Selective catalytic reduction of NOx using ammonia as the reducing agent was patented in

the United States by the Englehard Corporation in 1957. Development of SCR technology

continued in Japan and the US in the early 1960s with research focusing on less expensive and more

durable catalyst agents. The first large scale SCR was installed by the IHI Corporation in 1978.

The emission of nitrogen oxide compounds has long been the focus of health professionals

and regulatory agencies worldwide. In many locations, regulations require stringent reductions of

NOx levels for new equipment installations and retrofit of existing installations.

SCR reduces NOx by 70-95%

The chemical reaction (Fig. 28) is:

4NO + 4NH3 + O2 → 4N2 + 6H2O 2NO2 + 4NH3 + O2 → 3N2 + 6H2O NO + NO2 + 2NH3 → 2N2 + 3H2O

Fig. 28: Main chemical reaction [24]


The following diagramm (Fig. 29) represents the process of the exhaust gas cleaning system

by the SCR.

Fig. 29: Normal catalytic flow chart [25]


Johnson Mattey

Johnson Matthey is involved in the supply of catalysts (see Fig.

31) to control pollutant emissions since the late 1960s, when catalyst

technology was used to control stack emissions from nitric acid plants

in North America.

A global leader in catalytic systems for emissions control, Johnson Matthey Emission

Control Technologies has 15 manufacturing sites and 9 technology centers around the world.

Selective Catalytic Reduction (SCR Catalyst)

There are two main classes of SCR system, defined by the source of the reductant used.

These are ammonia-SCR (of which urea-SCR is the most common) and hydrocarbon-SCR (lean

NOx reduction).

Ammonia SCR

Johnson Matthey can offer coated and

extruded catalysts, seen in Fig. 30.

Ammonia-SCR systems react ammonia (NH3)

with the NOx to form nitrogen (N2) and water

(H2O). There are three reaction pathways:

4NH3 + 4NO + O2 → 4N2 + 6H2O 2NH3 + NO + NO2 → 2N2 + 3H2O 8NH3 + 6NO2 → 7N2 + 12H2O

Fig. 30: Operating window [26]


Any source of ammonia can be used, but most commonly the source is an aqueous solution

of urea.

This decomposes in the exhaust stream in two

stages to form ammonia and carbon dioxide (CO2):

NH2C(O)NH2 → HNCO + NH3 ↓ HNCO + H2O → CO2 + NH3

Coated SCR Catalyst

Johnson Matthey's coated SCR catalysts have proven performance and durability, giving

80% NOx conversion over more than 120000km.

Hydrocarbon-SCR

Hydrocarbon-SCR (lean NOx reduction) systems use hydrocarbons as the reductant. The

hydrocarbon may be that occurring in the exhaust gas (raw) or it may be added to the exhaust gas.

This has the advantage that no additional reductant source need to be carried but these systems

cannot offer the performance of ammonia-SCR systems.

The reaction pathways depend on the

hydrocarbon used but the following describes the

total reaction in the system, also shown in Gra. 6.

HC + NOx → N2 + CO2 + H2O

Two alternative HC-SCR systems are available,

with different operating temperature

Fig. 31: Johnson Mattey catalyst [26]

Gra. 6: Catalyst Performance with Hydrocarbons [27]


Hug Engineering

Hug Engineering's core business is the development,

manufacturing, engineering, sales and servicing of exhaust gas

purification systems. The company has been providing standard

solutions to its customers for more than 25 years. Because of innovation and know-how, Hug

Engineering has become one of the world leaders in the area of diesel particle filters and catalytic

exhaust after treatment for stationary and mobile applications.

1983: Founded by H.T. Hug as a one man engineering company

1986: Started out with SCR-DeNOx for large Diesel and Gas Engines

1994: Developed combined DPF and SCR systems

2002: Entered the market of smaller mobile engines

2005: Entered the market with small DPF-Systems for applications from 5 - 600kW

2008: Over 250 Employees over the world, Turnover > € 80 M.

Selective Catalytic NOx Reduction (SCR) DeNOx

The nitrogen oxide passes through honeycomb-patterned convertors with a fine cell structure.

The nitrogen oxides react with the reactant on the active surface of the convertor and are reduced to

water and nitrogen, as illustrated in Fig. 32.

Fig. 32: Chemical reaction of Hug Engineering [28]


Hug Engineering catalysts reduce nitrogen oxides (NOx), carbon monoxide (CO) and

hydrocarbon (HC) in exhausts deriving from internal combustion engines and turbines.

SCR can be put on engine from 5-20MW with many operation hours (1000-3000h per year).

The expected life span is 10-30 years. The SCR has a 32-40% urea/water solution. The urea dosing

engine is independent.

The NOx conversation is up to 70-90% and there are no secondary emissions (NO2) permitted.

There are two different reductants used:

Nauticlean

Particulate filter systems

Particulate filter DeNOx systems

DeNOx systems

All Nauticlean systems are suitable for engines and generators of 200-5000kW.

The particulate filter system efficiently reduces the emitted particles and removes them to more than

99%. The particulate filter DeNOx System reduces the dangerous nitrogen oxides (NOx) as well as

the soot particles up to 97%. Safety of the systems in ships and yachts is main priority. Nauticlean

is recognized and certified by leading classification societies and ensures high security at sea. It is

suitable for both new and retrofit applications even if there limited space is available.

Nauticlean complies with the regional exhaust emission standards and legislations issued by

harbour authorities.

Features:

Effective removal of particles in excess of 99%

Effective removal of nitrogen oxides up to 97%

Certified by current standards and directives (Lloyd's Register, Germanischer Lloyd)

Minimum space required – partly replaces the silencers


Marine

High-sea ships, offshore supply ships, inland ships, passenger ships

and ferries all produce NOx-gases. The marine system, especially

developed by Hug Engineering AG for this range of applications, can

abate the dangerous nitrogen oxides (NOx).

It consists of:

SCR catalysts (Pic. 7)

Dosing system for the reactant

Control system

Depending on the Sulphur content in the fuel, the size and construction of the exhaust

abatement system varies.

The Marine DeNOx System is particularly suitable for engines using Heavy Fuel Oil. As

opposed to other systems on the market, it produces significantly less SO3. With a high Sulphur

content this will result in visible blue exhaust smoke. At the same time, undesirable deposits on

downstream heat exchangers due to high SO3 content can also be avoided. For vessels using

Marine Diesel there is a new EA-Series available. It is a very compact system, low in weight and

appropriate where space is limited.

Pic. 7: Catalyst of Hug

Engineering [29]


H+H

H+H delivered more than 650 SCR systems on

182 vessels till now, with customers all around the

world in more than 20 countries. At the moment, the

company has the leading position in the SCR Marine Market. SCR means a high efficient NOx

reduction combined with HC reduction, soot reduction and sound attenuation.

1998 - Foundation of L+H Katalysatoren- und Umwelttechnik GmbH, headquarters at

Wiesbaden by Alexander Hommen. Take over and assistance of the Didier Werke AG´s customers

at Wiesbaden – field of Exhaust Gas Treatment. Focus activities of the company were SCR for

cogeneration plants.

2007 -The NOx-tax is introduced in Finland. The sensibilization for environmental

protection is also considerably increasing both for population and industry, bringing more and more

inquiries for SCR Systems in Europe, Asia and also in Dubai. With more than 80 SCR-Systems,

H+H can in the meantime be considered as one of the leaders in the SCR technology for marine

applications. The foundation of H+H Engineering & Service GmbH has been established with

headquarters at Sonnefeld/Franconia. Managing partners of H+H GmbH are Hartmut Ritter and

Jürgen Müller.

2008 - New extension of sales contract with Süd-Chemie AG for more European countries.

H+H SCR technology is able to remove the NOx particles up to 0,5-2g/KW remaining NOx

by now, which is below the IMO 3.


SCR Principle process

As represented in Fig. 33, the principle process consists in three main steps:

1. Injection of Urea Solution (CO (NO2)2 + H2O)

2. Conversion of Urea to Ammonia (NH3)

3. Reduction of NOx with Ammonia (NOx + NH3 + O2 N2 + H2O)

Result: Nitrogen and Water

Main SCR Component

Honeycomb (Pic. 8) catalysts based on TiO2

Full extrudate

Further components: WO3, V2O5

Choice of catalyst geometry, shown in Pic. 9,

depending on exhaust gas conditions

High activity and mechanical stability as well as

long operating times

→ Low investment and operating costs

Fig. 33: H+H SCR chemical reaction [30]

Pic. 8: Honeycomb modul [30]


Gra. 7: Temperature at different Sulphur contents [30]

Pic. 9: H+H SCR catalyst [30]


Features

Performance: NOx Reduction: 90-98%

HC Reduction: 80-90%

Soot Reduction: 20-30%

Sound Attenuation: 10-35dB(A)

Operation: Temp. (Gra. 7): 280-510°C

Fuel: MDO/MGO/HFO

Specific Costs: Invest cost: 30-50 €/kW

Running cost: 6-8 €/kW

Reduction: 0.6815 kg NOx Reduction with 1 l urea

15 l/h urea / MW engine power for 90% NOx reduction

Consumption: per 100 l/h fuel oil → 7 l/h urea 40%


Diesel Emission Control

D.E.C. Marine specializes in construction of SCR - Selective Catalytic

Reduction systems for marine applications. It is based in Göteborg and supply

SCR installations for marine applications world-wide.

Exclusively developed for marine diesel engines, fully automatic and characterized by low

complexity, high efficiency, long service life and a compact design.

Features:

NOx reduction up to 99%

• Also reduction of (HC)

• Can be combined with Oxidation catalyst for CO

reduction.

• After treatment – easily adopted to various diesel

engines (see Fig. 34).

• DEC has delivered SCR system to > 200 marine

diesel engines on 48 ships

The following table (Tab. 16) lists the different costs of the DEC SCR.

Tab. 16: DEC costs [31]

Fig. 34: DEC catalyst [31]


Miratech Corporation

Miratech Corporation is one of the leaders of

advanced emissions solutions for Marine Engine

applications. The company delivers high quality sales and

customer service and provides the clients with expert

knowledge, training, as well as service after sales.

The line of Marine emissions products meet regulatory requirements with solutions for

workboat applications such as tows, ferries, dredges, tugs, and yachts, to gen-sets on blue water

vessels. The company provides breakthrough technology that incorporates NSCR, SCR or Diesel

Particulate Filter (DPF) systems for 4-cycle and 2-cycle diesel engines.

SCR Catalyst

The combination of an Oxidation Catalyst with MIRATECH SCR provides the complete

lean-burn compliance package.

In the following figure (Fig. 35), the chemical reaction is demonstrated.

Fig. 35: Miratech chemical reaction [25]


The Miratech SCR system (Fig. 36) is a good option to operate a lean-burn gas or diesel

industrial engine and has a complex emission challenge with the following pollutants:

Nitrogen oxide (NOx)

Carbon monoxide (CO)

Volatile organic compounds (VOCs)

Hazardous air pollutants (HAPs)

The SCR systems advanced urea reactant injection control assures emission compliance, while

allowing the engine to run harder, longer and with greater flexibility.

Fig. 36: Miratech flow chart [25]


Bosch Emissions

Robert Bosch GmbH is a technology-based corporation that was founded by Robert

Bosch in Stuttgart, in 1886. Robert Bosch GmbH is the world's largest supplier of automobile

components, developing other industry fields as well. The Bosch headquarters are in Gerlingen,

near Stuttgart. The Bosch Group comprises more than 320 subsidiary companies.

The SCR catalytic converter Denoxtronic

The SCR catalytic converter represents a technological advance which fulfils the demands

for economical and clean-running engines. The SCR operates with the reduction agent AdBlue.

SCR catalytic converters can be used alone or in combination with a particulate filter, which is not

yet available as standard equipment for commercial transports. A central part of the system is the

Denoxtronic reduction-agent metering system from Bosch. At present, the SCR catalytic converter

is being prepared for series introduction with a number of different commercial transport

manufacturers.

1. Denoxtronic delivery module.

2. AdBlue tank.

3. Filter.

4. Temperature sensor.

5. ADBlue lebel sensor.

6. Dosing sontrol unit DCU.

7. Actuators.

8. Sensors.

9. Engine CAN.

10. Diagnosis CAN.

11. AdBlue dosing module.

12. Exhaust sensor.

13. Oxidation catalytic converter.

14. SCR catalytic converter.

15. Slip catalytic converter.

Fig. 37: Bosch Emissions flow chart [32]


Denoxtronic

In the SCR process, as shown in Fig. 37, the reduction agent AdBlue is mixed into the

exhaust gas. Suitably prepared, the Ad-Blue is fed into the exhaust-gas flow upstream of the SCR

catalytic converter. This is where the ammonia required for the subsequent reaction is produced

from the urea.

In a second step, the ammonia transforms the nitrous oxides of the exhaust gas in the SCR

catalytic converter into water and nitrogen. The second generation injects the AdBlue into the

exhaust system without the need of compressed air. Both systems are used, in particular, in heavy

commercial transports, in order to reduce nitrous oxides downstream of the engine (see Pic. 10).

AdBlue is a stable, non-flammable, colorless fluid containing 32.5% urea which is not

classified as hazardous to health and does not require any special handling precautions. It is made to

internationally-recognized standards. Urea is used as an artificial fertilizer and is found in products

such as cosmetics. The consumption of AdBlue is typically 3-4% of fuel consumption for a Euro IV

engine, and 5-7% for a Euro V engine, depending on operating and loading conditions.

Pic. 10: 1.Hauling Modul. - 2. Charging Modul. - 3. Dosing Control Unit. [32]


The following table (Tab. 17) lists the technical data of the Bosch SCR.

Technical Description

Injection amount min/max 36/7200 g/h at 9 bar

Drop size DiameterMeanSauterm75

Life Span

Hauling Modul

Charging Modul

Dosing Contro Unit

Start/Stop cycle

30000h

24000h

30000h

100000

Heating Concept Electric/cooling water

Operational Voltage 12V/24V

Interface

AdBlue

Electric/Hauling Modul

Electric/Charging Modul

Plastics SAE J2044 3/8” and 5/16”

TYCO 12pin

Bosch compact

Dimension Hauling Modul 100 x 60 x 110 mm

Dimension Charging Modul 220 x 209 x 134 mm

Injection pipe between

Hauling and Charging

Modul: Length and bore

diameter

m10

3…6 mm

Application Range MD/HD/OHW

Emission Target EURO 5/6, US10, JPNLT, Tier 4,

Stage 4

Tab. 17: Bosch SCR technical description


BOILER

The purpose of the boiler (Fig. 38) is to heat water (or

other fluid) to obtain a higher pressure on the engine. The

pressure vessel is usually made of steel. In live steam models,

copper or brass is often used because it is more easily

fabricated in smaller size boilers. The source of heat for a

boiler is combustion of any of several fuels, such as wood,

coal, oil, or natural gas.

There are two different configurations for a boiler:

Fire-tube boiler or Water-tube boiler.

The Fire-tube boiler, illustrated in Fig. 39, is

composed of tubes of hot gases running through a sealed

container of water.

Most of the time, the Water-tube boiler

configuration is used on ships. In this type, the water tubes are

arranged inside a furnace in a number of possible configurations:

often the water tubes connect large drums, the lower ones

containing water and the upper ones, steam and water; in other

cases, such as a mono-tube boiler, water is circulated by a pump

through a succession of coils. This type generally gives high steam

production rates, but less storage capacity than the above. Water-

tube boilers, shown in Fig. 40, can be designed to exploit any heat

source and are generally preferred in high pressure applications

since the high pressure steam is contained within small diameter

pipes which can withstand the pressure with a thinner wall.

Fig. 39: Fire-tube boiler [34]

Fig. 40: Water-tube boiler [35]

Fig. 38: Standard boiler [33]


The following is a list of boiler suppliers:

Aalborg Industries

http://www.aalborg-industries.com/

Mitsubishi Heavy Industries

http://www.mhi.co.jp/en/

Kangrim

http://www.kangrim.com/

Garioni Naval

http://www.garioninaval.com/

Chromalox

http://www.chromalox.com/


SILENCER

The purpose of the Exhaust Gas Silencer, presented in Fig. 41, is to reduce

the sound level with the absorption principle for high frequencies or reflection

principle for low frequencies.

The absorption principle

Absorption silencers (Fig. 42) use a cavity packed with heat-resistant compressible fibers to

damp the pressure waves. This type of silencer is also known as a straight through silencer because

in many cases it consists of a single perforated tube surrounded by a body containing the fibers.

Absorption silencers are more effective at dealing with high frequency (500-8000 Hz) pulses. In

many cases reflection and absorption principles are combined within a single unit.

The force depends on geometry of perforation, sound absorption coefficient and apparent

density of material. The noise reduction with the absorption principle is about 50dB from the loss

maximal, which is a loss of sound pressure.

Fig. 42: Absorption principle silencer section [37]

The reflection principle

Reflection, as its name suggests, involves reflecting pressure waves against a fixed surface

so that the reflected wave interferes with the original wave and partially cancels it out. For this

Fig. 41: Exhaust Gas Silencer [36]


reason a reflection silencer is also known as an interference silencer. A reflection silencer (Fig. 43)

consists of several chambers which are connected by tubes protruding into the chambers. Reflection

silencers are usually chosen where reducing low frequency noise is the priority and hence they are

widely used in heavy duty sectors.

Fig. 43: Reflection principle silencer section [37]

The following is a list of silencer suppliers:

HUSS [http://www.hussgroup.com/group/en/]

Lindenberg [http://www.lindenberg.de/]

LS Luhe-Stahl [http://www.luhe-stahl.de/]

Silencer Marine [http://www.silencermarine.com/inglese/intro.htm]

Vetus [http://www.vetus.nl/en/index.php]

Taylor [http://www.taylorme.com.au/index.html]

Universal [http://www.universalaet.com/en/index.php]

Kaefer [http://www.kaefer.com/]

Maxim [http://www.maximsilencers.com/]


FUNNEL

Removal of smoke and exhaust gas identification of the ship-owner company direct the

smoke up in the air to disturb nobody, bypass the friction resistance and do not foul the decks and

ship structures.

Appendage

Very high funnel fins turbulate the exhaust gas and guide it to the horizontal direction.

Process

The inner gas is warm and therefore has a lower weight than the cold air outside. So the gas

moves up through the funnel pipe. There is a room with less air pressure, where the cold air is

conducted. Gauge pressure is about 0.0009-0.0015 bar, depends on the resistance.

Funnel area

The required funnel cross-sectional area, illustrated in Fig. 44, is determined by the volume

of exhaust gases produced by the propulsion plant. Early steam vessels needed multiple funnels, but

as efficiency has increased, new machinery needs fewer funnels.

Fig. 44: Example of a funnel [18]


CHAPTER II:

EGCS ARRANGEMENTS

This chapter is about a presentation of the different technologies of scrubbers and SCRs, and

their technical drawings.

Therefore, each kind of ship (container, cruise and tug) will have a general description, the

different scrubber technologies associated to it and to finish, a calculation of the stability.

Many Exhaust Gas Cleaning Systems (EGCS) are possible for different kinds of ships.

The goal of this part is to present different solutions for three types of ships. These

arrangements are compared to each other to find, at the end, the best settings for the ships, either

with the use of HFO or MDO.

For every solution, there is one drawing and some explanations for its arrangement. Because

every ship has different requirements, the decision is based on different factors, which are rated

variable.


SCRUBBER TECHNOLOGIES

Two different scrubber technologies will be described: the Wet Scrubber and the Dry

Scrubber.

Wet Scrubber

Scrubbers reduce the Sulphur oxides [SOx] coming out from the exhaust gas up to 99% by

washing it in different ways. They work with the use of HFO, because all other fuel types maintain

less SOx, which could be reduced by the engine.

Wet scrubbers are running with the seawater as an open loop or with freshwater as a closed

loop, where some alkali products must be added. The scrubbers could also work as a hybrid system,

which combines the open with the closed loop. So that the closed loop system could be used in

harbours and ECA zones, and the open loop is used at the open sea.

Mostly all of these scrubber technologies could even set in as a retrofit model or integrated

in the ships building process.

In the main scrubbing process, the first stage is to cool the exhaust gas which is up to 350°C

down to 160-180°C in an exhaust gas economiser (optional) as opposed to just wasting the heat. In

the second stage, the exhaust gas is treated in a special ejector where it is further cooled by injection

of water and where the majority of the soot particles in the exhaust gas will be removed. In the third

stage, the exhaust gas is led through an absorption duct where it is sprayed with water and thus

cleaned of the remaining Sulphur dioxide.


Open Loop

In the Open Loop (see Tech. draw. 1), seawater is led through the scrubber to remove the

SOx out of the exhaust. After it is going back to the sea again, depending on the company if the

water is cleaned before or not. Often the seawater is led through filters, oil separators, soot

separators, water treatments and other tanks. Also depends on the company if there is just seawater

or the water must be clogged by carbonates and other compounds.

Process:

The seawater is pumped to the scrubber, into where the water is sprayed. Optionally, the

water pH level is monitored, Bio-fouling controlled and treated by an energizing tank. After the

scrubbing process, the dirty seawater is led through different units, or directly to the sea. The water

goes through a discharge mixing tank, which controls the pH or a water treatment from where the

black water is directed to a sludge tank. In another option the water goes first into a soot separator,

then in an oil separator and, at the end, the black water is stored in a soot settling tank, while the

rest is discharged over board. Overall, the water is monitored by different units.

Tech. draw. 1: Open Loop Seawater Circuit


Closed Loop

In the Closed Loop system (see Tech. draw. 2), no seawater comes from the outside and no

water is discharged to the sea after the scrubbing process. The freshwater is stored in a large tank.

The closed loop works with freshwater to which alkali sodium hydroxide [NaOH] is added for the

neutralization of SOx. This technology needs a power requirement about 0.2% - 1.4% of the fuel

consumption.

NaOH is added to the scrubbing water to boost pH and improve the Sulphur oxide removal

efficiency. Typical 50% concentration of NaOH is used as alkali. Input data for alkali feed control

are the Sulphur content and engine load. Alkali consumption depends on the concentration level,

engine power, fuel Sulphur level, and desired SOx reduction. However, the optimal solution

depends on available space, water temperature, water alkalinity, ship route, fuel prices, NaOH price,

and legislative requirements.

In the main scrubbing process freshwater clogged with NaOH coming from a buffer tank is

cooled by seawater before going into the scrubber. After the exhaust gas is scrubbed, the water goes

back to the buffer tank, where it is cleaned by a filter. The black water goes through a sludge tank,

the cleaned water is used again in a cycle.

The advantages of a closed loop technology are the possibility to increase the pH level, has

no corrosion and a significant less discharge water to clean.

But there are also a few disadvantages, which are the costs, bunkering and storage of NaOH

and the extra tanks which are needed.

Process:

From a buffer/process tank, where either NaOH is already included or coming from a special

unit, the water is pumped up to the scrubber. While going up the water is cooled down by a

seawater cooler. From the scrubber, the freshwater is led to the tank again, going through a filter or

water treatment, which separates the black water from the freshwater. The black water is stored in a


sludge or in a holding tank, and the cleaned water goes back to process. For observing, there is a

special gas/water monitoring unit.

Tech. draw. 2: Closed Loop Freshwater Circuit


Hybrid System

The Hybrid System (Tech. draw. 3) operates with seawater in an open loop, and freshwater

in a closed loop. On open sea, the system operates with seawater. In harbours and ECAs, the system

can operate with freshwater, without generating any significant amount of sludge to be handled at

port calls.

The main advantage of this system is, when on open sea the system switches to the open

loop, the accumulated water of the tank could slowly be removed back to the sea, having no NaOH

consumption. Tank is slowly filled up again to prepare for the arrival at sensitive areas. So only the

sludge tank has to be removed at the harbours.

Process:

The Process is a mixture of open and closed loop.

Tech. draw. 3: Hybrid System Circuit


Suppliers

Main suppliers for the open loop are Ecospec, Wärtsilä, Hamworthy Kristallon, Aalborg and

Marine Exhaust Solutions. Suppliers for the closed loop are Wärtsilä and Aalborg and for the

hybrid system, Aalborg is the only company.


Dry Scrubber

Scrubbers remove at least 80% of the Sulphur dioxides (SOx) contained in the exhaust gas

and turn it into a resource value (utilization in power plant) or revoke it from the biosphere (mine

filling). There is no possibility that transmission of the pollutants into the hydrosphere can take

place. They work using HFO, because all other fuel types maintain less SOx, which could be

reduced by the engine.

The Dry Scrubber technology (Tech. draw. 4) has a basic operating mode, consumes

materials and produces residues. It works with the desulphurization of flue gases, based on an

absorptive process by using lime based materials such as calcium carbonate (CaCO3), burnt lime

(CaO) or hydrated lime [Ca(OH)2].

During the direct desulphurization process, limestone is used in the combustion chambers at

temperatures between 850°C and 1100°C and the limestone decomposes according to equation:

CaCO3 CaO + CO2

Then, the evolving burnt lime (CaO) reacts with SO2 from the engine to produce calcium

Sulfate.

CaO + SO2 + 1/2 O2 CaSO4 + 500 kJ/mol

The DryEGCS desulphurization is supposed to be operated at approximately 320°C.

The main chemical reaction in this technology is:

Ca(OH)2 + SO2 CaSO3 + H2O

To explain the technology in details, the exhaust gas enters in the multistage absorber

sidewise and flows horizontally through the bulk layer made of granulates which are loaded into the

absorber from the top, discharged at the bottom and transported into the residue silo. The exhaust

gas is fed in and discharged out of the absorber through triangle-shaped cascade channels, which are

reciprocally closed at the housing wall so that the exhaust gas is forced to find its way through the

granulate material layer.


The stocking container for fresh Ca(OH)2 is integrated into the first stage of the absorber by

elongating the housing at the top. Ballast tanks within the ship will be used for storing the residue.

The DryEGCS technology is installed directly downstream of the turbocharger at an exhaust

gas temperature of approximately 240°C to 350°C. One advantage of this technology is that the

desulphurization unit requires, aside from electrical energy, only Ca(OH)2 in the shape of spherical

granulates. The electrical energy is required for the exhaust gas fan, the sieving drum, the absorbers

conveyance and the electrical control of the DryEGCS absorber.

The DryEGCS further operates as a silencer. This leads to a reduction of the pressure loss of

approximately 100daPa and a reduction of the above mentioned specific energy consumption to

0.0015 kW/h.

Tech. draw. 4: Dry Scrubber Circuit


SCR SELECTIVE CATALYTIC REDUCTION

The method of converting the harmful nitrogen oxide emissions (NOx) into harmless

nitrogen gas (N2) and water (H2O), with the help of a catalytic reaction is called Selective Catalytic

Reduction or SCR (see Tech. draw. 5). A gaseous reductant, typically anhydrous ammonia, aqueous

ammonia or urea, is added to a stream of flue or exhaust gas and is absorbed onto a catalyst. Carbon

dioxide (CO2) is a reaction product when urea is used as the reductant.

There are two main classes of SCR: the ammonia and the hydrocarbon SCR.

The ammonia SCR is the most common SCR with the use of urea. The reaction is the

conversation of urea to ammonia. The ammonia SCR needs additional tanks and dosing/monitoring

units.

The hydrocarbon SCR needs no additional sources, but cannot offer as much performance as

the Ammonia solution.

A SCR is able to remove the NOx particles up to 0.5-2 g/KW. The sound attenuation is up to

10-35 dB, which can compensate the silencer. The SCR removes 70-95% of the NOx.

Selective catalytic reduction of NOx using ammonia as the reducing agent was patented in

the United States by the Englehard Corporation in 1957. Development of SCR technology

continued in Japan and the US in the early 1960s with research focusing on less expensive and more

durable catalyst agents. The first large scale SCR was installed by the IHI

Corporation in 1978.

The inside concept of an SCR with ammonia solution is based on

honeycomb modules, as designed in Fig. 45. They have a high activity

and mechanical stability as well as long operating times. As a result there

are low investment and operating costs. The modular construction allows

easily removing and replacing the single components. The choice of the

catalyst geometry depends on exhaust gas conditions.

Fig. 45: SCR with

honeycomp technology


Process:

The flue gas containing NOx is admitted to the SCR. The ammonia is coming from a

storage tank or a daily tank. It is led to the SCR by a dosing unit. There are also pumps and

compressors needed. Overall, it is observed by controlling units. The gas mixture flows over

catalysts elements, which cause the nitrogen oxide and the ammonia to react.

Tech. draw. 5: SCR Catalyst Circuit


CONTAINER SHIP

Pic. 11: Maersk Line Container Ship [38]

A container ship is a cargo vessel (i.e. Pic. 11 and Fig. 46), colloquially known as a

‘boxboat’. It is specially designed and built to carry dry cargo packed in steel containers designed to

be carried by trucks or freight trains. The system is called containerization and was invented in the

1930s in New Jersey by an American, Malcolm McLean. He later founded the Sea-Land

Corporation, which launched and operated the first container ship, the SS Fairland, in 1956.

Container ships have revolutionized the transport of dry cargo and carry 90% of it, with over

200 million containers being used between ports annually. There are two standard sizes of container,

one 20 feet (6.1 m) long (20 ft × 8.5 ft × 8.5 ft) the other exactly twice the capacity. Although the

40-foot container is now the more common, the container capacity of a ship or port is still measured

in ‘twenty-foot equivalent units’ or TEU, a 40-foot container being two TEUs.

In 2002, there were over 400 container ships worldwide with a capacity of over 3000 TEUs.

As the world's container trade is increasing in the region of 8% annually, and economy of scale is

essential in such a competitive industry, this will doubtlessly be achieved within the foreseeable

future.


However, such huge ships do raise environmental issues. Port authorities are obliged to

widen and deepen shipping channels, and the dredging of these inevitably leads to the destruction of

marine habitats. Cloudy water and sediments also adversely

affect marine life.

Cargo, that is too big to carry in containers, can be

handled using so-called flat racks, open top containers and

platforms.

They are designed in such a manner that no space is

wasted. Their capacity is measured in TEU. This is the

number of 20 ft containers that it can carry (see Pic. 12 and

Fig. 47). Above a certain size, container ships do not carry

their own loading gear. Hence loading and unloading can

only be done at ports with the necessary cranes. However,

smaller ships with capacities up to 2 900 TEUs are often equipped with their own cranes.

Most container ships are propelled by diesel engines. They generally have a large

accommodation block at the stern, directly above the engine room.

The first container ships were converted tankers, built up from surplus tanker Liberty

ships after World War II. Container ships are by now, all purpose-built and, as a class, they are the

biggest cargo ships on the oceans, right after crude oil tankers.

Capacity:

In common calculation, the cargo capacity is much bigger. The difference between the

official and estimated number results from the fact that Maersk calculates the cargo capacity of a

container ship by using the number of containers with a weight of 14 tons that can be carried on a

vessel. For the Emma Maersk, this is 11000 containers. Other companies calculate the cargo

capacity of a ship according to the maximum number of containers that can be put on the ship,

independent of the weight of the containers. This number is always greater than the number

calculated by the Maersk company.

Pic. 12: Container Stacking [39]


Fig. 46: Container Ship Parts [40]

Fig. 47: Comparison between container ship generations [41]


EGCS Solutions

The chosen container ship has an 8M32 C engine with 4000 KW and two 8M20 C auxiliary

engines with 1520 KW. The exhaust gas, produced by the engine with the use of HFO, goes directly to the boiler,

from where it is led to the SCR and then to the silencer. The scrubber is the last part of this

arrangement where the exhaust gas is going through.

When the engine is working, the exhaust gas is going out from it and is directed to the boiler.

With a weight of 9100 kg, a size of 6.16 m length, 2.135 m diameter and a height of 2.335 m,

the boiler is a big and heavy part of the arrangement. To take care about the stability of the

container, the boiler has to be placed at the bottom of the ship. The function of the boiler is to burn

the water till the boiling point to recover energy and increase the pressure and to heat up the fuel to

make it liquid. Then, the boiling water goes through the Selective Catalyst Reduction (SCR).

The SCR has a weight of 1500 kg and dimensions of 1.275m x 1.275m x 3.200m (l x w x h).

The main goal of this part is to reduce the NOx emissions. With this kind of engine, the production

of NOx is about 8.55 g/KWh. To fulfill the IMO III regulations, the reduction emissions have to be

fewer than 2 g/KWh. To reduce 90% NOx, 60 liters per hour of urea are needed to reach a reduction

of 7.695 g/KWh. The reduction will reach 0.855 g/KWh with this method. The urea, which works

as the reductant of the SCR, is stored in an extra tank. The other function of the SCR is to start

reducing the noise from 10 to 35 dB. The investment cost for the SCR is around 120000-200000 €

and the running costs are from 5 to 8 €/MWh. The pressure between SCR and silencer is 1 bar.

The silencer is the part which reduces mainly the noise coming from the SCR. With this

MAK engine of 600 RPM, the sound coming out of the engine is 120 dB and the noise reduction by

using the silencer (AGSD 35) is about 42 dB with a weight of about 1800 kg. The pressure drop is 6

mbar and the dimensions are 0.9m x 0.9m x 4.7m (l x w x h).

For the auxiliary engines, which are two 8M20 C, it will be necessary to use MDO fuel to

fulfill the IMO III because there is no space left inside to install another scrubber. The dimensions

of the SCR would be 1.59m x 1.59m x 3.50m (l x w x h) with a NOx income of 9.56 g/KW and a

weight of 1500 kg. Also using a boiler and a silencer for those engines is needed.


Open Loop Seawater Scrubber

In this case, the scrubber is working with an open loop technology (see Draw. 1). In an open

loop technology, the water comes from the sea and goes directly to the scrubber. After the

scrubbing process, the water goes through the water treatment and to the sea again. The main

function of a scrubber is to reduce SOx under a level of 0.1%. In this case, the engine works with a

HFO fuel with 2.7% SOx. The dimensions for this scrubber are 2.0m x 2.0m x 5.6m (l x w x h). The

dry weight is about 11 tons and the operation weight is about 13 tons. The decision to put the

scrubber in the funnel area is based on a lack of space in the engine room. The other problem was

the pipe arrangement, because the scrubber is the last part of the arrangement. It cools the exhaust

gas down which causes big pressure drop between 7-14 mbar. The biggest disadvantage is the lack

of stability because the scrubber is a very heavy part. The ship loses TEU (Twenty-foot Equivalent

Unit) capacity so after 2016, a study to having more space in the engine area can be useful for the

stability of the ship.

Using an open loop technology can have some advantages. First, there is no need for extra

tanks and units, so the complete technology does not take much space in general. Also, there is no

need for NaOH injection monitoring unit. The running costs of the open loop technology are very

low, because not many parts are needed to work. One scrubber costs around 1.6 million Euros.

The open loop reduces about 95% SOx in the exhaust gas. The big disadvantage is that most

of the emissions stay in the water and are not cleaned before to go back into the sea. That causes

problems in harbors.


Draw. 1: Container ship with Open Loop Seawater Scrubber


Closed Loop Freshwater Scrubber

In this case, the scrubber is working with a closed loop technology. In a closed loop

technology, designed in Draw. 2, absolutely no water comes from the sea. The freshwater comes

from a buffer tank and is cooled by the seawater. The freshwater is composed of NaOH and leaves

the buffer tank to go to the scrubber. After the scrubbing process, the water comes back to the

buffer tank, cleaned by a filter. The black water goes to a sludge tank and the clean water goes back

to the scrubbing cycle. A big storage tank fills up the buffer tank. The main function of a scrubber is

to reduce SOx under a level of 0.1%. In this case, the engine works with a HFO fuel with 2.7% SOx.

The dimensions for this scrubber are 2.0m x 2.0m x 5.6m (l x w x h). The dry weight is

about 11 tons and the operation weight is about 13 tons. The decision to put the scrubber in the

funnel area is based on a lack of space in the engine room. The other problem was the pipe

arrangement, because the scrubber is the last part of the arrangement. It cools the exhaust gas down

which causes big pressure drop of 9.8 mbar. Because of the lack of space in the engine room, the

equipment parts have to be placed on the deck over the engine room where normally crew cabins

and tanks are. The biggest disadvantage is the lack of stability because the scrubber and these parts

are very heavy. The ship loses TEU capacity so after 2016, a study to having more space in the

engine area can be useful for the stability of the ship.

Using a closed loop technology can have some advantages. First, there is a possibility to

increase the pH level to reduce more SOx. Also, there is no corrosion of the parts and less discharge

water to clean. The running costs of the closed loop technology are relatively high because it uses

NaOH which is 0.2€/kg and its required monitoring units. Also, the sludge tank has to be

discharged at the harbor which costs a lot of money. Another disadvantage is the need of extra tanks

which take a lot of space on board. One scrubber costs around 1.6 million Euros and more for the

tanks. The closed loop reduces about 98% SOx in the exhaust gas. It will be absolutely no problem

to fulfill all the IMO 3 criteria for 2016, but outside of the ECAs it is very expensive to run with a

closed loop technology, because it is not necessary. It is considered worthless.


Draw. 2: Container ship with Closed Loop Freshwater Scrubber


Hybrid System

In this case, the scrubber is working as a hybrid system (see Draw. 3). A hybrid system is a

mixture between open loop and closed loop. In harbors and ECAs, the system can operate with

freshwater without generating any significant amount of sludge to be handed at port calls. At open

sea, the system is switching to the seawater open loop. The main function of a scrubber is to reduce

SOx under a level of 0.1%. In this case, the engine works with a HFO fuel with 2.7% SOx. The

dimensions for this scrubber are 2.0m x 2.0m x 5.6m (l x w x h). The dry weight is about 11 tons

and the operation weight is about 13 tons. The decision to put the scrubber in the funnel area is

based on a lack of space in the engine room. The other problem was the pipe arrangement because

the scrubber is the last part of the arrangement. It cools the exhaust gas down which causes big

pressure drop of 9.8 mbar. Because of the lack of space in the engine room, the equipment parts

have to be placed on the deck over the engine room where normally freshwater tank is. The biggest

disadvantage is the lack of stability because the scrubber and these parts are very heavy. The ship

loses TEU capacity so after 2016, a study to having more space in the engine area can be useful for

the stability of the ship.

Using a hybrid technology can have some advantages. First, if the ship is running at open

sea, after switching to open loop, the accumulated water of the buffer tank can slowly be removed

back to the sea. Also, the tank is slowly filled up again to prepare for the arrival at sensitive areas.

The running costs of the hybrid technology are between open loop and closed loop running costs

because the use of NaOH, which is 0.2€/kg, is only required in the ECAs. Only the sludge tank has

to be discharged at the harbor. Two extra tanks are needed to run this system so the required area is

between the open loop and closed loop. One scrubber costs around 1.6 million Euros and more for

the tanks.

The hybrid system reduces about 99% SOx in the exhaust gas. It will be absolutely no

problem to fulfill all the IMO 3 criteria for 2016, and this technology has the best outcomes.

Investing in a hybrid technology for a ship could be a good choice to have good results for

environmental aspects and to not waste money at open sea.


Draw. 3: Container ship with Hybrid System


Dry Scrubber

In this case, the technology is working with a dry scrubber, illustrated in Draw. 4. In a dry

scrubber, absolutely no water is in the system. The exhaust gas enters in the multistage absorber





granulate material layer. The stocking container for fresh Ca(OH)2 is integrated into the first stage

of the absorber by elongating the housing at the top. Ballast tanks within the ship are used for

storing the residue. The main function of a scrubber is to reduce SOx under a level of 0.1%. In this

case, the engine works with a HFO fuel with 2.7% SOx.

The dimensions for this scrubber are 5.0m x 5.0m x 7.5m (l x w x h). The dry weight is

about 21 tons and the operation weight is about 72 tons. The scrubber is placed on the deck over the

engine room and in front of the deckhouse because it requires too much space to be fit in the engine

room. The ship loses TEU capacity and stability because of the very heavy weight of this kind of

scrubber. It cools the exhaust gas down which causes big pressure drop of 12 mbar.

Using a dry scrubber can have some advantages. First, the good point of this technology is

that the desulphurization unit requires, aside from electrical energy, only Ca(OH)2 in the shape of

spherical granulates. Also the dry scrubber further operates as a silencer. This leads to a reduction

of the pressure loss of approximately 100daPa and a reduction of the above mentioned specific

energy consumption to 0.0015 kW/h. The running costs of the dry scrubber technology are high

because it uses Ca(OH)2 which is 1.3€/kg and its required monitoring units. Also containers with

new granulates have to be loaded in every harbor and the residues have to be discharged. Another

disadvantage is the need of extra storage containers which take a lot of space on board. One

scrubber costs around 1.2 million Euros and more for the containers.

The dry scrubber reduces up to 99% SOx in the exhaust gas. It will be absolutely no

problem to fulfill all the IMO 3 criteria for 2016. The dry scrubber has compared to the wet

scrubber lower investment costs and higher running costs and requires a lot of space which reduces

the benefits.


Draw. 4: Container ship with Dry Scrubber


Container with the use of MDO fuel

Marine Diesel Fuel (MDO) has a Sulphur content of only 0.1% SOx which is below IMO III

2016 regulations. No scrubber is needed with using MDO fuel. Just using a SCR, represented in

Draw. 5, is necessary to run with this sort of fuel on board to reduce the NOx emissions. The

advantages are that there is more space in the engine room, the stability is good because there is no

big parts placed in the funnel or on the deck, and no loss of income because the container capacity

stays equal. The only problem to run with MDO is that this fuel costs 678€/t, which is quite

expensive compared to the use of HFO fuel which only reach 461€/t. It is not possible to run a

container ship just with MDO because of the price of this one.

Draw. 5: Container ship without Scrubber


Stability

With the use of an Excel document calculating the stability for a container ship, by putting

some information about the size and the weight of some parts, it is possible to find how many TEU

can be placed on the container ship. This ship has a capacity of 390 TEU but under stability aspects,

it moves to 250 TEU with GM’ of 0.6m. Using a wet scrubber technology, the stability is 246 TEU

with GM’ of 0.62m and by using a dry scrubber, the stability moves to 242 TEU with GM’ of

0.62m.


container without scrubber CARI SEA 10-04

Länge pp 93,00 m Doppe lbodenhöhe 1,10 mBreite 16,50 m Erhöhte r Doppe lboden 1,10 mSeitenhöhe 7,50 m OK Lukende cke l HD 8,98 mTiefgang (CWL) 5,91 m OK Lukende cke l BD 8,98 mcb (CWL) 0,660 -

OK Hauptde ck 7,50 mT ie fga ng a ktue ll 5,91 m KB (SE. 81) 3,19 mcb a ktue ll (SE. 334) 0,660 - BM (SE. 82) 3,65 mcwp a ktue ll (SE. 144) 0,778 - KM = KB + BM 6,84 mcm a ktue ll (Kimmradius 2,1m) 0,981 -

Displa ce ment aktue ll (See ) 6166 t Containergew. pro TEU 14,0 tHöhe des Cont. 2,60 m

Masse lee res Schiff 1519 t vcg / h-Cont. 55% 1,43 mKG MLS [ % von H] 84 % Absta nd zwische n 2 Cont. 0,150 m

Be ze ichnung Masse VCG Moment Anz. d. Con.Leeres Schiff 1519 6,30 9571Consumables tota lContainer 1. Lage im Raum 630 2,68 1688 45 TEUContainer 2. Lage im Raum 630 5,43 3421 45 TEUContainer 3. Lage im Raum 630 8,18 5153 45 TEU

Container 1. Lage auf dem HD 924 9,08 8390 66 TEUContainer 2. Lage auf dem HD 686 11,83 8115 49 TEUContainer 3. Lage auf dem HD 0 14,58 0 0 TEUContainer 4. Lage auf dem HD 0 17,33 0 0 TEUContainer 5. Lage auf dem HD 0 20,08 0 TEU

Ballast Doppe lbode n 789 0,55 434Ballast Se itentanks 358 4,80 1716

250 TEUDispl 6166 6,24 38489KM 6,84 mGM solid 0,60 m

GM' einschl. freier Oberflächen 0,60 m


container with wet scrubber CARI SEA 10-04

Länge pp 93,00 m Doppe lbodenhöhe 1,10 mBreite 16,50 m Erhöhte r Doppe lboden 1,10 mSeitenhöhe 7,50 m OK Lukende cke l HD 8,98 mTiefgang (CWL) 5,91 m OK Lukende cke l BD 8,98 mcb (CWL) 0,660 -

OK Hauptde ck 7,50 mT ie fga ng a ktue ll 5,91 m KB (SE. 81) 3,19 mcb a ktue ll (SE. 334) 0,660 - BM (SE. 82) 3,65 mcwp a ktue ll (SE. 144) 0,778 - KM = KB + BM 6,84 mcm a ktue ll (Kimmradius 2,1m) 0,981 -

Displa ce ment aktue ll (See ) 6166 t Containergew. pro TEU 14,0 tHöhe des Cont. 2,60 m

Masse lee res Schiff 1519 t vcg / h-Cont. 55% 1,43 mKG MLS [ % von H] 84 % Absta nd zwische n 2 Cont. 0,150 m

Be ze ichnung Masse VCG Moment Anz. d. Con.Leeres Schiff 1519 6,30 9571Consumables tota l 0Container 1. Lage im Raum 630 2,68 1688 45 TEUContainer 2. Lage im Raum 630 5,43 3421 45 TEUContainer 3. Lage im Raum 630 8,18 5153 45 TEU


Boiler 9,1 4,00 36SCR 1,5 4,00 6silencer 1,5 4,00 6wet scrubber 13,0 36,00 468

Ballast Doppe lbode n 820 0,55 451Ballast Se itentanks 358 4,80 1716




container with dry scrubber CARI SEA 10-04

Länge pp 93,00 m Doppe lbodenhöhe 1,10 mBreite 16,50 m Erhöhte r Doppe lboden 1,10 mSeitenhöhe 7,50 m OK Lukendecke l HD 8,98 mTiefgang (CWL) 5,91 m OK Lukendecke l BD 8,98 mcb (CWL) 0,660 -

OK Hauptdeck 7,50 mT ie fgang aktue ll 5,91 m KB (SE. 81) 3,19 mcb aktue ll (SE. 334) 0,660 - BM (SE. 82) 3,65 mcwp aktue ll (SE. 144) 0,778 - KM = KB + BM 6,84 mcm aktue ll (Kimmra dius 2,1m) 0,981 -

Displacement aktue ll (See ) 6166 t Containergew. pro TEU 14,0 tHöhe des Cont. 2,60 m

Masse lee res Schiff 1519 t vcg / h-Cont. 55% 1,43 mKG MLS [ % von H] 84 % Abstand zwischen 2 Cont. 0,150 m

Beze ichnung Masse VCG Moment Anz. d. Con.Leeres Schiff 1519 6,30 9571Consumables tota lContainer 1. Lage im Raum 630 2,68 1688 45 TEUContainer 2. Lage im Raum 630 5,43 3421 45 TEUContainer 3. Lage im Raum 630 8,18 5153 45 TEU


Boiler 9,1 4,00 36SCR 1,5 4,00 6silencer 1,5 4,00 6wet scrubber 72,0 11,50 828

Ba llast Doppe lboden 817 0,55 449Ba llast Se itentanks 358 5,00 1788




CRUISE SHIP

Pic. 13: Royal Caribbean Cruise Line [42]

A cruise ship or cruise liner, as shown in Pic. 13, is a passenger ship used for pleasure

voyages, where the voyage itself and the ship's amenities are part of the experience, as well as the

different destinations along the way. Transportation is not the prime purpose, as cruise ships operate

mostly on routes that return passengers to their originating port, so the ports of call are usually in a

specified region of a continent.

In contrast, dedicated transport oriented ocean liners do "line voyages" and typically

transport passengers from one point to another, rather than on round trips. Traditionally, an ocean

liner for the transoceanic trade will be built to a higher standard than a typical cruise ship, including

high freeboard and stronger plating to withstand rough seas and adverse conditions encountered in

the open ocean, such as the North Atlantic. Ocean liners also usually have larger capacities for fuel,

victuals, and other stores for consumption on long voyages, compared to dedicated cruise ships.


Although, often luxurious ocean liners had characteristics that made them unsuitable for

cruising, such as high fuel consumption, deep draught. That prevented them from entering shallow

ports, enclosed weatherproof decks that were not appropriate for tropical weather. The cabins are

designed to maximize passenger numbers rather than comfort. Only a few private verandas but a

high proportion of windowless suites). The modern cruise ships, compared in Fig. 48, are

sacrificing qualities of seaworthiness.

The routes between ocean liners and cruise ships have blurred, particularly with respect to

deployment, although the differences in construction remain. Larger cruise ships have also engaged

in longer trips such as transocean voyages which may not lead back to the same port for months

(longer round trips). Some former ocean liners operate as cruise ships, such as MS Marco

Polo and MS Mona Lisa. The only dedicated transatlantic ocean liner in operation, is the Queen

Mary 2 of the Cunard fleet, however she also has the amenities of contemporary cruise ships and

sees significant service on cruises. Cruising has become a major part of the tourism industry,

accounting for U.S.$29.4 billion with over 19 million passengers carried worldwide in 2011. The

world's largest cruise ship is Royal Caribbean International's MS Allure of the Seas. The industry's

rapid growth has seen nine or more newly built ships catering to a North American clients added

every year since 2001, as well as others servicing European clients. Smaller markets, such as the

Asia-Pacific region, are generally serviced by older ships. These are displaced by new ships in the

high growth areas.

Fig. 48: Comparison between two of the biggest cruise ships [43]


Following is an example of cruise ship :” Pride of Hull “ (Fig. 49):

Fig. 49: “Pride of Hull” Cruise Ship Parts [44]


1. Becker rudder 2. Controllable pitch propeller 3. Sterntube 4. Ballast Tank 5. Aft Engine room with gearbox 6. Seawater inlet chest 7. Forward engine room with 1 of the 4

main engines 8. Stern ramp 9. Mooring gear 10. CO2 – Battery space 11. Harbour control room for looding

officer 12. Maindeck for trailers and double

stacked containers 13. Gangway 14. Outside decks 15. Lifeboat hanging in davits 16. Deck 11 17. Funnel 18. Exhaust pipes 19. Panoroma lounge 20. Officer and crew mess 21. Passanger cabins 22. Fast-resque boat 23. Driver accommodation

24. Upper trailer deck 25. Ramp to lower hold 26. Stabilizer,rectractable 27. Shops and restaurants 28. Helicopter deck 29. Entartaiment spaces and bars 30. Fan room 31. Heeling tank 32. Void 33. Ro-Ro cargo 34. Web frame 35. Car deck 36. Marine evacuation system 37. Cinema 38. Satellite dome for internet 39. Satellite dome for communication

(Inmarsat) 40. Radar mast 41. Officer cabins 42. Wheelhouse 43. Car deck fan room 44. Forecastle 45. Anchor 46. Bulbous bow 47. Bow thrusters


EGCS Solutions

The chosen cruise ship has four 8M43 C engines with 7208 KW each and is working with

four exhaust gas cleaning systems.

The exhaust gas, produced by the engine with the use of HFO, goes directly to the boiler,

from where it is led to the SCR and then to the silencer. The scrubber is the last part of this

arrangement, where the exhaust gas is going through.


With a weight of 17000 kg, a size of 7.10 m length, 2.65 m diameter and a height of 2.95 m,

the boiler is a big and heavy part of the arrangement. To take care about the stability of the

container, the boiler has to be placed at the bottom of the ship. The function of the boiler is to burn

the water till the boiling point to recover energy and increase the pressure, and to heat up the fuel to

make it liquid. Then, the boiling water goes through the Selective Catalyst Reduction (SCR).

The SCR has a weight of 2150 kg and dimensions of 1.91m x 1.91m x 3.80m (l x w x h).

The main goal of this part is to reduce the NOx emissions. With this sort of engine, the production

of NOx is about 11.31 g/KWh. To fulfill the IMO III regulations, the reduction emissions have to

be fewer than 2 g/KWh. To reduce 90% NOx, 108.12 liters per hour of urea are needed to reach a

reduction of 10.179 g/KWh. The reduction will reach 1.131 g/KWh with this method. The urea,

which works as the reductant of the SCR, is stored in an extra tank. The other function of the SCR

is to start reducing the noise from 10 to 35 dB. The investment cost for the SCR is around 216000-

360000 € and the running costs are from 5 to 8 €/MWh. The pressure between the SCR and the

silencer is 1 bar.






Wet Scrubber Open Loop

In this case, the scrubbers are working with an open loop technology, as designed in Draw. 6.

In an open loop technology, the water comes from the sea and goes directly to the scrubbers. After

the scrubbing process, the water goes through the water treatment and to the sea again. The main

function of a scrubber is to reduce SOx under a level of 0.1%. In this case, the engines work with a

HFO fuel with 2.7% SOx.

The dimensions for these scrubbers are 2.9m x 2.9m x 7.2m (l x w x h). The dry weight is

about 15 tons and the operation weight is about 18 tons each. The decision to put the scrubbers in

the funnels area is based on a lack of space in the engine room. The other problem was the pipe

arrangement because the scrubbers are the last parts of the arrangement; the pipe arrangement takes

too much space inside so some passenger cabins need to be removed. The scrubbers cool the

exhaust gas down which causes big pressure drop between 7-14 mbar. The biggest disadvantage is

the lack of stability because the scrubbers are very heavy with a total of 72 tons in four funnels.

Using an open loop technology can have some advantages. First, there is no need for extra

tanks and units, so the complete technology does not take much space in general. Also there is no

need for NaOH injection monitoring unit. The running costs of the open loop technology are very

low because not many parts are needed to work. One scrubber costs around 2 million Euros.

The open loop reduces about 95% SOx in the exhaust gas. The problem of using open loop

technology on a cruise ship is that it is not allowed to pollute water or air in any case. So mix an

open loop technology with a cruise ship has no sense.


Draw. 6: Cruise ship with Open Loop Seawater Scrubber


Wet Scrubber Closed Loop

In this case, the scrubbers are working with a closed loop technology, illustrated in Draw. 7.

In a closed loop technology, absolutely no water comes from the sea. The freshwater comes from a

buffer tank and is cooled by the seawater. The freshwater is composed of NaOH and leaves the

buffer tank to go to the scrubber. After the scrubbing process, the water comes back to the buffer

tank, cleaned by a filter. The black water goes to a sludge tank and the clean water goes back to the

scrubbing cycle. A big storage tank fills up the buffer tank. The main function of a scrubber is to

reduce SOx under a level of 0.1%. In this case, the engines work with a HFO fuel with 2.7% SOx.


about 15 tons and the operation weight is about 18 tons each. The decision to put the scrubbers in

the funnels area is based on a lack of space in the engine room. The other problem was the pipe



exhaust gas down which causes big pressure drop of 9.8 mbar. It is difficult to find a good position

for the equipment parts of the scrubbers because they have to be placed very high in the engine

room to avoid long pipes ways. The scrubbers are placed in 47 m height, which causes strong

pumps to not get a lack of pressure. The biggest disadvantage is the lack of stability because the

scrubbers and these parts are very heavy. To put the auxiliary parts can reduce the place in the crew

cabins. The height of the ship can be limited to avoid the stability of this one. Placing the scrubbers

in the ships engine room fits stability and pressure drop problems but will need some passenger

cabin space. This is followed by a loss of income and also disturbs the complacency of the

passengers by limiting their mobility on board and the appearance of the ship.

Using a closed loop technology can have some advantages. First, there is a possibility to

increase the pH level to reduce more SOx. Also there is no corrosion of the parts and less discharge

water to clean. The running costs of the closed loop technology are relatively high because it uses

NaOH which is 0.2€/kg and its required monitoring units. Also the sludge tanks have to be

discharged at the harbor which costs a lot of money. One scrubber costs around 2 million Euros and

more for the tanks.


The closed loop reduces about 98% SOx in the exhaust gas. It will be absolutely no problem

to fulfill all the IMO 3 criteria for 2016. Using a closed loop technology on a cruise ship is the only

solution to respect the environment because there is no need to discharge the polluted water in the

sea.

Draw. 7: Cruise ship with Closed Loop Freshwater Scrubber


Hybrid Scrubber

In this case, the scrubbers are working with a hybrid system, represented in Draw. 8. A

hybrid system is a mixture between open loop and closed loop. In harbors and ECAs, the system

can operate with freshwater without generating any significant amount of sludge to be handed at

port calls. At open sea, the system is switching to the seawater open loop. The main function of a

scrubber is to reduce SOx under a level of 0.1%. In this case, the engines work with a HFO fuel

with 2.7% SOx.


about 15 tons and the operation weight is about 18 tons. The decision to put the scrubbers in the

funnel area is based on a lack of space in the engine room. The other problem was the pipe



exhaust gas down which causes big pressure drop of 9.8 mbar. It is difficult to find a good position

for the equipment parts of the scrubbers because they have to be placed very high in the engine

room to avoid long pipes ways. The biggest disadvantage is the lack of stability because the

scrubber and these parts are very heavy. To put the auxiliary parts can reduce the place in the crew

cabins. The height of the ship can be limited to avoid the stability of this one. Placing the scrubbers

in the ships engine room fits stability and pressure drop problems but will need some passenger

cabin space. This is followed by a loss of income and also disturbs the complacency of the

passengers by limiting their mobility on board and the appearance of the ship.

Using a hybrid technology can have some advantages. First, if the ship is running at open

sea, after switching to open loop, the accumulated water of the buffer tank can slowly be removed

back to the sea. Also, the tank is slowly filled up again to prepare for the arrival at sensitive areas.

The running costs of the hybrid technology are between open loop and closed loop running costs

because the use of NaOH, which is 0.2€/kg, is only required in the ECAs. Only the sludge tank has

to be discharged at the harbor. Two extra tanks are needed to run this system so the required area is

between the open loop and closed loop. One scrubber costs around 2 million Euros and more for the

tanks.


The hybrid system reduces about 99% SOx in the exhaust gas. It will be absolutely no

problem to fulfill all the IMO 3 criteria for 2016, but the utilization of this technology cannot be

used on cruise ships because there is still water pollution at open sea.

Draw. 8: Cruise ship with Hybrid System


Dry Scrubber

In this case, the technology is working with dry scrubbers, as seen in Draw. 9. In a dry

scrubber, absolutely no water is in the system. The exhaust gas enters in the multistage absorber





granulate material layer. The stocking container for fresh Ca(OH)2 is integrated into the first stage

of the absorber by elongating the housing at the top. Ballast tanks within the ship are used for

storing the residue. The main function of a scrubber is to reduce SOx under a level of 0.1%. In this

case, the engines work with a HFO fuel with 2.7% SOx.


about 40 tons and the operation weight is about 121 tons. It cools the exhaust gas down which

causes big pressure drop of 12 mbar. For the arrangement, the scrubbers will be placed partly in the

engine room to keep the gravity center as low as possible. The ship will lose car capacity because

the 12m high scrubbers are higher than the engine room and the scrubbers will reach the car deck

area and the crew cabins.

Using a dry scrubber can have some advantages. First, the good point of this technology is

that the desulphurization unit requires, aside from electrical energy, only Ca(OH)2 in the shape of

spherical granulates. Also the dry scrubbers further operate as silencers. This leads to a reduction of

the pressure loss of approximately 100daPa and a reduction of the above mentioned specific energy

consumption to 0.0015 kW/h. The running costs of the dry scrubber technology are high because it

uses Ca(OH)2 which is 1.3€/kg and its required monitoring units. Also containers with new

granulates have to be loaded in every harbor and the residues have to be discharged. Having

containers on a cruise ship is a very big problem because it is not possible to stock them on decks.

Cruise ships are particularly paying attention on their outside good looking for the passengers and

to place the containers inside, will have an important loss of area in board (crew cabins, kitchens,

laundries, etc.). One scrubber costs around 1.5 million Euros and more for the containers.


The dry scrubber reduces up to 99% SOx in the exhaust gas. It will be absolutely no

problem to fulfill all the IMO 3 criteria for 2016. The dry scrubber has compared to the wet

scrubber lower investment costs and higher running costs and requires a lot of space which reduces

the benefits.

Draw. 9: Cruise ship with Dry Scrubber


Cruise with the use of MDO fuel

Marine Diesel Fuel (MDO) has a Sulphur content of only 0.1% SOx which is below IMO III

2016 regulations. No scrubber is needed using MDO fuel. Just using a SCR (Draw. 10) is necessary

to run with this sort of fuel on board to reduce the NOx emissions. The advantages are, that there is

more space in the engine room and the stability is high because there are no big parts placed in the

funnel or on the deck. PAX capacity stays high because there is no loss space inside the ship. The

only problem to run with MDO is that this fuel costs 678€/t which is quite expensive compared to

the use of HFO fuel which only reach 461€/t. It is not possible to run a cruise ship just with MDO

because of the price of this one.

Draw. 10: Cruise ship without Scrubber


Stability

The Color Fantasy, used as an example for the stability calculations, has three car decks for

750 cars and can carry 2750 passengers. The GM’ is 0.75m without using a scrubber technology.

With a wet scrubber, the GM’ goes down to 0.65m and the ballast water is 158 tons less. By using a

dry scrubber, the GM’ reach 0.69m and the ballast water is 158 tons less. The car capacity of the

first two decks goes down because the scrubber is too high so some special modifications are

needed to put the scrubber inside the cruise. With the utilization of the two technologies (wet

scrubber and dry scrubber), the GM’ is under 0.75m which is not allowed. Changing the

architecture of the ship could be a solution.


Cruise without scrubber COLOR FANTASY 10-04

Länge pp 202,70 m

Breite 35,00 m

Seitenhöhe 21,90 m

Tiefgang (CWL) 7,00 m

0,680 -OK Hauptde ck 21,90 m

T ie fga ng a ktue ll 7,00 m KB (SE. 81) 3,74 mcb a ktue ll (SE. 334) 0,680 - BM (SE. 82) 13,80 mcwp a ktue ll (SE. 144) 0,788 - KM = KB + BM 17,54 mcm a ktue ll (Kimmradius 2,1m) 0,992 -

Displa ce ment aktue ll (See ) 75000 t

De adwe ight 5600 tKG MLS [ % von H] 90 %

Be ze ichnung Masse VCG MomentDeadweight 5600 8,40 47040

Interieur 63250 18,60 1176450

carsdeck1 750 5,50 4125deck2 750 7,50 5625deck3 750 9,50 7125total cars 750

Pessengers 220 14,80 3256

Ballast Doppe lbode n 1100 0,70 770Ballast Se itentanks 1800 5,10 9180Ballast in d. Vorpiek 780 6,80 5304

Displ 75000 16,79 1258875KM 17,54 mGM solid 0,75 m



Cruise with wet scrubber COLOR FANTASY 10-04

Länge pp 202,70 m

Breite 35,00 m

Seitenhöhe 21,90 m


0,680 -OK Hauptdeck 21,90 m

T ie fgang aktue ll 7,00 m KB (SE. 81) 3,74 mcb aktue ll (SE. 334) 0,680 - BM (SE. 82) 13,80 mcwp aktue ll (SE. 144) 0,788 - KM = KB + BM 17,54 mcm aktue ll (Kimmra dius 2,1m) 0,992 -

Displacement aktue ll (See ) 75000 t

Deadweight 5600 tKG MLS [ % von H] 90 %

Beze ichnung Masse VCG MomentDeadweight 5600 8,40 47040

Interieur 63250 18,60 1176450



Boiler 68 11,50 782Silencer 8,4 11,50 97SCR 9,6 9,60 92Wet Scrubber 72 47,00 3384

Ba llast Doppe lboden 1100 0,70 770Ba llast Se itentanks 1800 5,10 9180Ba llast in d. Vorpiek 622 6,40 3981




Cruise with dry scrubber COLOR FANTASY 10-04

Länge pp 202,70 m

Breite 35,00 m

Seitenhöhe 21,90 m


0,680 -OK Hauptdeck 21,90 m

T ie fgang aktue ll 7,00 m KB (SE. 81) 3,74 mcb aktue ll (SE. 334) 0,680 - BM (SE. 82) 13,80 mcwp aktue ll (SE. 144) 0,788 - KM = KB + BM 17,54 mcm aktue ll (Kimmra dius 2,1m) 0,992 -

Displacement aktue ll (See ) 75000 t

Deadweight 5600 tKG MLS [ % von H] 90 %

Beze ichnung Masse VCG MomentDeadweight 5600 8,40 47040

Interieur 63250 18,60 1176450



Boiler 68 11,50 782Silencer 8,4 11,50 97SCR 9,6 9,60 92dry Scrubber 484 7,00 3388

Ba llast Doppe lboden 1100 0,70 770Ba llast Se itentanks 1800 5,10 9180Ba llast in d. Vorpiek 622 6,40 3981




TUG BOAT

A tugboat, also called tug (see Pic. 14 and

Fig. 50), is a boat that maneuvers vessels by

pushing or towing them in a crowded harbor or a

narrow canal. As well as those that cannot move

themselves alone, such as barges, disabled ships,

or oil platforms. Tugboats are powerful for their

size and strongly built. Some tugboats serve as

icebreakers or salvage boats. Early tugboats had

steam engines; today diesel engines are used. In

addition to towing gear, many tugboats contain

firefighting monitors or guns, allowing them to assist in firefighting duties, especially in harbors.

There are two different types of tugboat:

Harbor tugs: Historically tugboats were the first seagoing vessels to receive steam

propulsion, freedom from the restraint of the wind, and capability of going in any direction. As such,

they were employed in harbors to assist ships in docking and departure.

River tugs: River tugs are also referred to as towboats or pushboats. Their hull designs

would make open ocean operations dangerous. River tugs usually do not have any significant

hawser or winch. Their hulls feature a flat front or bow to line up with the rectangular stern of the

barge.

Pic. 14: Tug boats assisting a ship [45]


Tugboat propulsion:

Tugboat engines typically produce 500 to 2500 kW, but larger boats (used in deep waters)

can have power ratings up to 20000 kW and usually have an extreme power:tonnage-ratio (normal

cargo and passenger ships have a P:T-ratio (in kW:GRT) of 0.35 to 1.20, whereas large tugs

typically are 2.20 to 4.50 and small harbour-tugs 4.0 to 9.5). The engines are often the same as

those used in railroad locomotives, but typically drive the propeller mechanically instead of

converting the engine output to power electric motors, as is common for railroad engines. For safety,

tugboats' engines often feature two of each critical part for redundancy. A tugboat's power is

typically stated by its engine's horsepower and its overall bollard pull.

Tugboats are highly maneuverable, and various propulsion systems have been developed to

increase maneuverability and safety. The earliest tugs were fitted with paddle wheels, but these

were soon replaced by propeller-driven tugs. Kort nozzles have been added to increase thrust per

kW. This was followed by the nozzle-rudder, which omitted the need for a conventional rudder. The

cycloidal propeller was developed prior to World War II and was occasionally used in tugs because

of its maneuverability. After World War II it was also linked to safety due to the development of the

Voith Water Tractor, a tugboat configuration which could not be pulled over by its tow. In the late

1950s, the Z-drive or (azimuth thruster) was developed. Although sometimes referred to as the

Schottel system, many brands exist: Schottel, Z-Peller, Duckpeller, Thrustmaster, Ulstein, Wärtsilä,

etc. The propulsion systems are used on tugboats designed for tasks such as ship docking and

marine construction. Conventional propeller/rudder configurations are more efficient for port-to-

port towing.

The Kort nozzle is a sturdy cylindrical structure around a special propeller having minimum

clearance between the propeller blades and the inner wall of the Kort nozzle. The thrust:power ratio

is enhanced because the water approaches the propeller in a linear configuration and exits the

nozzle the same way. The Kort nozzle is named after its inventor, but many brands exist.

The Voith Schneider propeller (VSP), also known as a cycloidal drive is a specialized

marine propulsion system. It is highly maneuverable, being able to change the direction of its thrust

almost instantaneously. It is widely used on tugs and ferries.


From a circular plate, rotating around a vertical axis, a circular array of vertical blades (in

the shape of hydrofoils) protrudes out of the bottom of the ship. Each blade can rotate itself around

a vertical axis. The internal gear changes the angle of attack of the blades in sync with the rotation

of the plate, so that each blade can provide thrust in any direction, very similar to the collective

pitch control and cyclic in a helicopter.

Fig. 50: Tug Boat Parts [46]


EGCS Solutions

The chosen tug boat has an 8M20 C engine with 1520 KW.

The exhaust gas, produced by the engine with the use of MDO, goes directly to the boiler,

from where it is led to the SCR and then to the silencer. A scrubber is no required for this kind of

utilization.


With a weight of 4600 kg, a size of 4.095 m length, 1.710 m diameter and a height of 1.910

m, the boiler is a big and heavy part of the arrangement. To take care about the stability of the tug,

the boiler has to be placed at the bottom of the ship. The function of the boiler is to burn the water

till the boiling point to recover energy and increase the pressure. Then, the boiling water goes

through the Selective Catalyst Reduction (SCR).

The SCR has a weight of 550 kg and dimensions of 0.96m x 0.96m x 3.00m (l x w x h). The

main goal of this part is to reduce the NOx emissions. With this kind of engine, the production of

NOx is about 7.101 g/KWh. To fulfill the IMO III regulations, the reduction emissions have to be

fewer than 2 g/KWh. To reduce 90% NOx, 22.5 liters per hour of urea are needed to reach a

reduction of 6.391 g/KWh. The reduction will reach 0.7101 g/KWh with this method. The urea,

which works as the reductant of the SCR, is stored in an extra tank. The other function of the SCR

is to start reducing the noise from 10 to 35 dB. The investment cost for the SCR is around 45600-

76000 € and the running costs are from 5 to 8 €/MWh. The pressure between the SCR and the

silencer is 1 bar.






Tug boat with the use of MDO fuel

Marine Diesel Fuel (MDO) has a Sulphur content of only 0.1% SOx, which is below IMO

III 2016 regulations. No scrubber is needed using MDO fuel. Just using a SCR, designed in Draw.

11, is necessary to run with this sort of fuel on board to reduce the NOx emissions. The advantages

are, that there is more space in the engine room, the stability is high because there are no big parts

placed in the funnel or on the deck. The only problem to run with MDO is, that this fuel costs

678€/t, which is quite expensive compared to the use of HFO fuel which only reach 461€/t.

After 2016, the only possibility for a tug boat is to run by using MDO fuel because the tug,

with a length of 30m and a height of 15m, is a very small boat. A scrubber with 7m height and a full

weight of 32 tons would force the tug to sink. Using a wet scrubber technology on a tug boat is

impossible although tugs mostly run in harbors. So, the closed loop technology could be the perfect

solution, but the main problem with this technology is that it takes too much space with all the tanks

and units which are needed.


Draw. 11: Tug Boat without Scrubber


Stability

The dimensions of this tug boat are 30.37m x 9.10m x 3.65m (l x w x h). The GM’ is 1.30m

and the displacement 422 tons without using a scrubber technology. With a wet scrubber, the GM’

goes down to 1.20m and the displacement become 430 tons. By using a dry scrubber, the GM’

reaches 0.71m and the displacement is 454 tons. With the utilization of the two technologies (wet

scrubber and dry scrubber), the GM’ is under 1.30m and the displacement is too high (over 422

tons), which is not allowed. Using scrubber technology is not possible with the current technologies.


Tug Boat without scrubber

Länge pp 28,00 m

Breite 9,10 m

Seitenhöhe 3,65 m


cb (CWL) 0,600 -OK Hauptde ck 3,65 m



de adwe ight 100 tKG MLS [ % von H] 86 %

Be ze ichnung Masse VCG MomentDeadweight 100 3,14 314Equipment 316 2,59 818

Boiler 4,6 2,20 10Silencer 0,70 9,00 6SCR 0,55 5,00 3




Tug Boat with wet scrubber

Länge pp 28,00 m

Breite 9,10 m

Seitenhöhe 3,65 m








wet scrubber 8 8,00 64




Tug Boat with dry scrubber

Länge pp 28,00 m

Breite 9,10 m

Seitenhöhe 3,65 m








dry scrubber 32 11,00 352




CONCLUSION

The collecting of all available information about the technologies was the first milestone of

the project. With this information, the decision process could be started. Technical drawings were

designed to find solutions for the system processes. For every possible arrangement, regardless of

working or not, there is a drawing to show the arrangement of the parts in the ships. For the stability

and exhaust gas, calculations were completed so as meet the regulations of IMO III.

The Exhaust Gas Cleaning Systems studied in this project are the main technologies known

at present. They satisfy IMO III regulations easily, including a number of worst case scenarios. The

price paid in dimensions and investment is high. All the components required to run the EGCS

properly are not easy to fit in all old ships. Usually there is too little or no clear empty space to

install all the technologies.

The best solution for a container vessel would be the use of the hybrid system because of

the low running costs. Also, the use of a dry scrubber, which is placed in front of the deckhouse and

is not followed by a big lack of stability, is possible. On the other hand, for the cruise ship the only

solution would be the closed loop system because any pollution in the air, or into the water, is

illegal and it would also disturb the passengers. The dry system, although is not polluting, is not a

possible solution for the cruise ship of this study because it is higher than two car decks and there

would be a significant loss of car capacity. Finally, for the tug, the only possible solution is not to

place scrubber on it and drive with MDO, even though it is very expensive. But on this little ship,

there is obviously not enough space and a big and heavy scrubber would cause the tug to sink. In

addition, a bigger engine would be needed to maintain minimum board pull.

In the end, it is possible to place the arrangements on board. For 2016, these technologies

have to be considered when planning, so that the best places and enough free room for everything

can be found. What is more, have a focus of the stability, not to lose more TEU or car capacity than

necessary. For 2016, the technology parts which are still very big, should be modified to keep them

as small as possible.


Calculating the price for every system investments was quite impossible because of a lack of

information from the different suppliers. In this report, no precise price investment calculations are

listed. There are not exact calculations about the different prices due to a lack of information.

The Caterpillar project was a great chance for the group to work on a subject which will be

applied in 2016 because of future IMO III regulations. Working together, as a team, was one of the

main goals of the European Project Semester (EPS). Of course, having technical results is important

too; mainly for the company.

Taking part in the EPS is a good step between the university and the professional field. For

instance, still being a student but taking care of a real and concrete technical project from a

company is a very interesting opportunity. Not alone, but with three foreign students from diverse

countries using English, which is used in most of the engineering companies nowadays.

This four-month-working period was a first study for Caterpillar GmbH to find the best

EGCS arrangements possible for three kinds of ships: container vessels, cruise ships and tug boats.

This report can be used to support Caterpillar GmbH, which will be assigned to fulfill the IMO III

criteria. They may use this document for an internal use and make better contents.


APPENDIX

APPENDIX I: MAK Engines

M 25 C

The M 25 C, as shown in Pic. 15 and Fig. 51, is a four stroke diesel engine, non-reversible,


Cylinder configuration: 6, 8, 9 in-line Bore: 255 mm Stroke: 400 mm Stroke/Bore-Ratio 1.57 Swept volume: 20.4 l/Cyl. Output/cyl.: 317 - 333 kW BMEP: 25.8 bar Revolutions: 720/750 rpm Mean piston speed: 9.6/10.0 m/s Turbocharging: pulse pressure Direction of rotation: clockwise option: counter-clockwise

Pic. 15: M 25 C [6]

Fig. 51: M 25 C [6]





Societies) formain and auxiliary engines.






Fuel consumption





net heating value of the Diesel oil 42700 kJ/kg

tolerance 5 %

Specification of the fuel consumption data without fitted-on pumps; for each pump fitted on an

additional.


Technical Data

The following table (Tab. 18) lists the technical data of M 25 C.



VM 32 C

The M 32 C, as shown in Fig. 52, is a four stroke diesel engine, non-reversible, turbocharged

with direct fuel injection.

Cylinder configuration: 12, 16 V Bore: 320 mm Stroke: 420 mm Stroke/Bore-Ratio: 1.3 Swept volume: 33.8 l/Cyl. Output/cyl.: 480/500 kW BMEP: 23.7/23.7 bar Revolutions: 720/750 rpm Mean piston speed: 10.1/10.5 m/s Turbocharging: single pipe system Direction of rotation: clockwise, option: counter-clockwise

Fig. 52: V M 32 C [8]







air pressure 100 kPa (1 bar) air temperature 318 K (45 °C) relative humidity 60 % seawater temperature 305 K (32 °C)

Fuel consumption


intake temperature 298 K (25 °C) charge air temperature 318 K (45 °C) charge air coolant inlet temperature 298 K (25 °C) net heating value of the Diesel oil 42,700 kJ/kg tolerance 5 %




NOx-limit values according to MARPOL 73/78 Annex VI: 12.1 g/kWh (n = 720 rpm)

12.0 g/kWh (n = 750 rpm)

Parent engine: CP propeller, according to cycle E2: 11.6 g/kWh (n = 720 rpm)

10.2 g/kWh (n = 750 rpm)


Emergency operation with one turbocharger

Maximum output without time limit will be 40 % MCR at nominal speed or at combinator

operation.

The exhaust pipes A and B have to be connected. Air outlet and gas inlet of the failed TC

has to be closed. MDO operation only.

General installation aspect

Inclication angles of ships at which engine running must be possible: Heel to each side: 15° Rolling to each side: + 22.5° Trim by head and stern: 5° Pitching: + 7.5°


Technical Data

The following tables (Tab. 19 and 20) represent the technical data of the VM 32 C.

Tab. 19: Technical data of VM 32 C [8]



VM 43 C

Engine Description

The VM 43 C, as shown in Pic. 16 and Fig. 53, is a four stroke diesel engine, non-reversible,

turbocharged with direct fuel injection.

Cylinder configuration 12, 16 V Bore: 430 mm Stroke: 610 mm Stroke/Bore-Ratio: 1.42 Swept volume: 88.6 l/Cyl. Output/cyl.: 1000 kW BMEP: 27.1/26.4 bar Revolutions: 500/514 rpm Mean piston speed: 10.2/10.5 m/s

Turbocharging: single log Direction of rotation: clockwise, option:

counter-clockwise





Fig. 53: VM 43 C [10]

Pic. 16: VM 43 C [10]


Reference conditions according to IACS (tropical conditions): air pressure : 100 kPa (1 bar) air temperature : 318 K (45 °C) relative humidity: 60 % seawater temperature: 305 K (32 °C)

Fuel consumption

The fuel consumption data refers to the following reference conditions: intake temperature : 298 K (25 °C) charge air temperature: 318 K (45 °C) charge air coolant inlet temperature : 298 K (25 °C) net heating value of the Diesel oil: 42700 kJ/kg tolerance: 5 %

Specification of the fuel consumption data without fitted pumps; for each pump fitted on an

additional consumption of 1 % has to be calculated.

Soot and Emissions (NOx-values)

NOx-limit values according to MARPOL 73/78 Annex VI: 13.0 g/kWh (n = 500 rpm)

12.9 g/kWh (n = 514 rpm)

Parent engine: CP propeller, according to cycle E2: 12.6 g/kWh (n = 500 rpm) 12.6 g/kWh (n = 514 rpm)

In combination with Flex Cam Technology (FCT), the soot emission will be lower than 0.3

FSN in the operation range between 10 and 100 % load.

Emergency Operation Without Turbocharger

Emergency operation is permissible only with MDO, and up to approximately 15 % of the MCR. Rotor dismantled: Constant speed 500 rpm, Combinator operation 360 rpm Rotor blocked: Constant speed 500 rpm, Combinator operation 350 rpm


General Installation Aspect

Inclination angles of ships at which engine running must be possible:

Heel to each side: 15° Rolling to each side: + 22.5° Trim by head and stern: 5° Pitching: + 7.5°

Technical Data

The following tables (Tab. 21 and 22) list the technical data of the VM 43 C.



APPENDIX II: Load and Emissions comparison graphs

Container Ship

1x8 M 32 C

Load SFOC [g/kWh] CO2 [g/kWh] SOx without Scrubber [g/kWh] NOx without SCR [g/kWh]

50% 190 695,97 15,39 9,5

75% 181 663,003 14,661 9,5

85% 177 648,351 14,337 9,5

100% 178 652,014 14,418 9,5

Tab. 23: Container Ship Main Engine Emissions for different loads

SCR

Minimal Reduction 70 % NOx

Load SOx with Scrubber [g/kWh] SOx with Scrubber % NOx with SCR [g/kWh]

50% 0,7695 0,089 2,85

75% 0,73305 0,089 2,85

85% 0,71685 0,089 2,85

100% 0,7209 0,089 2,85

95 % SOx

OPEN LOOP SCRUBBER

Tab. 24: Container Ship Emissions with Open Loop Scrubber (minimal reduction)

SCR

Maximal Reduction 98 % NOx


50% 0,3078 0,089 0,19

75% 0,29322 0,089 0,19

85% 0,28674 0,089 0,19

100% 0,28836 0,089 0,19

98 % SOx

OPEN LOOP SCRUBBER

Tab. 25: Container Ship Emissions with Open Loop Scrubber (maximal reduction)


Gra. 9: Container Ship Emissions with Open Loop Scrubber (minimal reduction)

Gra. 8: Container Ship Emissions with Open Loop Scrubber (maximal reduction)


SCR



50% 0,3078 0,0356 2,85

75% 0,29322 0,0356 2,85

85% 0,28674 0,0356 2,85

100% 0,28836 0,0356 2,85

98 % SOx

CLOSED LOOP SCRUBBER

Tab. 26: Container Ship Emissions with Closed Loop Scrubber (minimal reduction)

SCR



50% 0,1539 0,089 0,19

75% 0,14661 0,089 0,19

85% 0,14337 0,089 0,19

100% 0,14418 0,089 0,19

99 % SOx


Tab. 27: Container Ship Emissions with Closed Loop Scrubber (maximal reduction)


Gra. 10: Container Ship Emissions with Closed Loop Scrubber (minimal reduction)

Gra. 11: Container Ship Emissions with Closed Loop Scrubber (maximal reduction)


SCR



50% 0,1539 0,0178 2,85

75% 0,14661 0,0178 2,85

85% 0,14337 0,0178 2,85

100% 0,14418 0,0178 2,85

99 % SOx

HYBRID SCRUBBER

Tab. 28: Container Ship Emissions with Hybrid System (minimal reduction)

SCR



50% 0,1539 0,089 0,19

75% 0,14661 0,089 0,19

85% 0,14337 0,089 0,19

100% 0,14418 0,089 0,19

99 % SOx

HYBRID SCRUBBER

Tab. 29: Container Ship Emissions with Hybrid System (maximal reduction)


Gra. 12: Container Ship Emissions with Hybrid System (minimal reduction)

Gra. 13: Container Ship Emissions with Hybrid System (maximal reduction)


SCR



50% 0,095 0,010987654 2,85

75% 0,0905 0,010987654 2,85

85% 0,0885 0,010987654 2,85

100% 0,089 0,010987654 2,85

DRY SCRUBBER

99 % SOx

Tab. 30: Container Ship Emissions with Dry Scrubber (minimal reduction)

SCR



50% 0,1539 0,089 0,19

75% 0,14661 0,089 0,19

85% 0,14337 0,089 0,19

100% 0,14418 0,089 0,19

DRY SCRUBBER

99 % SOx

Tab. 31: Container Ship Emissions with Dry Scrubber (maximal reduction)


Gra. 14: Container Ship Emissions with Dry Scrubber (minimal reduction)

Gra. 15: Container Ship Emissions with Dry Scrubber (maximal reduction)


Cruise Ship

1x 8 M 43 C

Load SFOC [g/kWh] CO2[g/kWh] SOx without Scrubber [g/kWh] NOx without SCR [g/kWh]

50% 185 660,0183333 14,985 11,78

75% 178 635,0446667 14,418 11,7825

85% 175 624,3416667 14,175 11,785

100% 176 627,9093333 14,256 11,7875

Tab. 32: Cruise Ship Main Engine Emissions for different loads

SCR



50% 0,74925 0,089 3,534

75% 0,7209 0,089 3,53475

85% 0,70875 0,089 3,5355

100% 0,7128 0,089 3,53625

OPEN LOOP SCRUBBER

95 % SOx

Tab. 34: Cruise Ship Emissions with Open Loop Scrubber (minimal reduction)

SCR



50% 0,2997 0,0356 0,2356

75% 0,28836 0,0356 0,23565

85% 0,2835 0,0356 0,2357

100% 0,28512 0,0356 0,23575

98 % SOx

OPEN LOOP SCRUBBER

Tab. 33: Cruise Ship Emissions with Open Loop Scrubber (maximal reduction)


Gra. 16: Cruise Ship Emissions with Open Loop Scrubber (minimal reduction)

Gra. 17: Cruise Ship Emissions with Open Loop Scrubber (maximal reduction)


SCR



50% 0,2997 0,0356 3,534

75% 0,28836 0,0356 3,53475

85% 0,2835 0,0356 3,5355

100% 0,28512 0,0356 3,53625


98 % SOx

Tab. 35: Cruise Ship Emissions with Closed Loop Scrubber (minimal reduction)

SCR



50% 0,14985 0,0178 0,2356

75% 0,14418 0,0178 0,23565

85% 0,14175 0,0178 0,2357

100% 0,14256 0,0178 0,23575

99 % SOx


Tab. 36: Cruise Ship Emissions with Closed Loop Scrubber (maximal reduction)


Gra. 18: Cruise Ship Emissions with Closed Loop Scrubber (minimal reduction)

Gra. 19: Cruise Ship Emissions with Closed Loop Scrubber (maximal reduction)


SCR



50% 0,14985 0,0178 3,534

75% 0,14418 0,0178 3,53475

85% 0,14175 0,0178 3,5355

100% 0,14256 0,0178 3,53625

99 % SOx

HYBRID SCRUBBER

Tab. 37: Cruise Ship Emissions with Hybrid System (minimal reduction)

SCR



50% 0,14985 0,0178 0,2356

75% 0,14418 0,0178 0,23565

85% 0,14175 0,0178 0,2357

100% 0,14256 0,0178 0,23575

99 % SOx

HYBRID SCRUBBER

Tab. 38: Cruise Ship Emissions with Hybrid System (maximal reduction)


Gra. 20: Cruise Ship Emissions with Hybrid System (minimal reduction)

Gra. 21: Cruise Ship Emissions with Hybrid System (maximal reduction)


SCR



50% 0,37 0,043950617 3,534

75% 0,356 0,043950617 3,53475

85% 0,35 0,043950617 3,5355

100% 0,352 0,043950617 3,53625

99 % SOx

DRY SCRUBBER

Tab. 39: Cruise Ship Emissions with Dry Scrubber (minimal reduction)

SCR



50% 0,14985 0,0178 0,2356

75% 0,14418 0,0178 0,23565

85% 0,14175 0,0178 0,2357

100% 0,14256 0,0178 0,23575

DRY SCRUBBER

99 % SOx

Tab. 40: Cruise Ship Emissions with Dry Scrubber (maximal reduction)


Gra. 22: Cruise Ship Emissions with Dry Scrubber (minimal reduction)

Gra. 23: Cruise Ship Emissions with Dry Scrubber (maximal reduction)


Tug boat

Load SFOC [g/kWh] CO2 [g/kWh] SOx without Scrubber [g/kWh] NOx without SCR [g/kWh]

50% 191 699,633 0,573 11,3

75% 189 692,307 0,567 11,3

85% 189 692,307 0,567 11,3

100% 190 695,97 0,57 11,3

1x8 M 20 C

Tab. 41: Tug Boat Main Engine Emissions for different loads

SCR

Minimal Reduction 70% Nox

Load NOx with SCR [g/kWh]

50% 0,573 0,065 3,39

75% 0,567 0,065 3,39

85% 0,567 0,065 3,39

100% 0,57 0,065 3,39

MDO CONTAINS 0,1% SULPHUR

SOx without Scrubber [g/kWh]

Tab. 42: Tug Boat Emissions with MDO fuel (minimal reduction)

SCR

Maximal Reduction 98% Nox

Load NOx with SCR [g/kWh]

50% 0,573 0,065 0,226

75% 0,567 0,065 0,226

85% 0,567 0,065 0,226

100% 0,57 0,065 0,226

MDO CONTAINS 0,1% SULPHUR

SOx without Scrubber [g/kWh]

Tab. 43: Tug Boat Emissions with MDO fuel (maximal reduction)


Gra. 24: Tug Boat Emissions with MDO fuel (minimal reduction)

Gra. 25: Tug Boat Emissions with MDO fuel (minimal reduction)


APPENDIX III: Noise Level Regulation

The next data is taken from Turkish Lloyd.

IMO - Resolution A.468 (XII)( Noise Levels - Code on Noise Levels on Board Ships) Noise limits of IMO Locations: dB(A) Work spaces Machinery spaces(continuously manned) 90 Machinery spaces(not continuously manned) Ear protectors should be worn when the noise level is above 85 dB(A) 110 Machinery control rooms 75 Workshops 85 Non-specified work spaces 90 Navigation spaces Navigation bridge and chartroom 65 Listening post, including navigation bridge wings and windows Reference is made to resolution A.343(IX) which also applies 70 Radio room (with radio equipment operating but not producing audio signals) 60


Radar rooms 65 Accommodation spaces Cabins and hospitals 60 Mess rooms 65 Recreation rooms 65 Open recreation areas 75 Offices 65 Service spaces Galleys, without food processing equipment operating 75 Stores and pantries 75 Normally unoccupied spaces Spaces not specified 90


APPENDIX IV: EGCS Emissions Reductions

WORST EMISSIONS REDUCTION

CRUISE 16M43

CONTAINER 8M32

TUG 8M20

SOx [%]

NOx [%]

SOx [%]

NOx [%]

NOx [%]

OPEN loop Scrubber + SCR + (Boiler + Silencer)

95 70 95 70 -

CLOSED loop Scrubber + SCR + (Boiler + Silencer)

98 70 98 70 -

HYBRID Scrubber + SCR + (Boiler + Silencer)

99 70 99 70 -

DRY Scrubber + SCR + (Boiler + Silencer)

99 70 99 70 -

SCR + (Boiler + Silencer) - 70 - 70 70 Tab. 44: Worst EGCS Emissions Reductions

BEST EMISSIONS REDUCTION

CRUISE 16M43

CONTAINER 8M32

TUG 8M20

SOx [%]

NOx [%]

SOx [%]

NOx [%]

NOx [%]

OPEN loop Scrubber + SCR + (Boiler + Silencer)

98 98 98 98 -

CLOSED loop Scrubber + SCR + (Boiler + Silencer)

99 98 99 98 -

HYBRID Scrubber + SCR + (Boiler + Silencer)

99 98 99 98 -

DRY Scrubber + SCR + (Boiler + Silencer)

99 98 99 98 -

SCR + (Boiler + Silencer) - 98 - 98 98 Tab. 45: Best EGCS Emissions Reductions


APPENDIX V: EGCS Components dimensions

DIMENSIONS CRUISE 16M43 7.2MW

CONTAINER 8M32 4MW

TUG 8M20

1.5MW [m] [m]

[m]

OPEN loop Scrubber SCR

Boiler Silencer

Ø2.7x6.8 1.9x1.9x3.8 2.7x2.9x7.3

Ø1.2x5.2

Ø2x5.6 1.2x1.2x3.2 2.1x2.3x6.1

Ø0.9x4

- 0.9x0.9x3 1.7x2x3.5 Ø0.6x2.9

CLOSED loop Scrubber SCR

Boiler Silencer

Ø2.7x6.8 1.9x1.9x3.8 2.7x2.9x7.3

Ø1.2x5.2

Ø2x5.6 1.2x1.2x3.2 2.1x2.3x6.1

Ø0.9x4

- 0.9x0.9x3 1.7x2x3.5 Ø0.6x2.9

HYBRID Scrubber SCR

Boiler Silencer

Ø2.7x6.8 1.9x1.9x3.8 2.7x2.9x7.3

Ø1.2x5.2

Ø2x5.6 1.2x1.2x3.2 2.1x2.3x6.1

Ø0.9x4

- 0.9x0.9x3 1.7x2x3.5 Ø0.6x2.9

DRY Scrubber SCR

Boiler Silencer

4x6x12 1.9x1.9x3.8 2.7x2.9x7.3

Ø1.2x5.2

4x6x7.5 1.2x1.2x3.2 2.1x2.3x6.1

Ø0.9x4

- 0.9x0.9x3 1.7x2x3.5 Ø0.6x2.9

SCR Boiler

Silencer

1.9x1.9x3.8 2.7x2.9x7.3

Ø1.2x5.2

1.2x1.2x3.2 2.1x2.3x6.1

Ø0.9x4

0.9x0.9x3 1.7x2x3.5 Ø0.6x2.9

Tab. 46: EGCS Components dimensions


Wet Scrubber Volume vs. Engine Power

0

50

100

150

200

250

300

350

400

0 4 8 12 16 20

[MW]

[m3]

Gra. 26: Wet Scrubber Volume vs. Engine Power

Dry Scrubber Volume vs. Engine Power

0

100

200

300400

500

600

700

800

900

0 1 10 20

[MW]

[m3]

Gra. 27: Dry Scrubber Volume vs. Engine Power


APPENDIX VI: Weight of Dry Scrubber

Gra. 28: Full and Light Weight of Dry Scrubber (kWh vs. tons)


APPENDIX VII: Scrubber Decision Matrix

Container Ship

TE

CH

NO

LO

GY

CH

AR

AC

TE

RIS

TI C

DIM

. [m

]

STA

B.

>0.6

m (

GM

' co

ef)

[m]

SCR

UB

BE

R W

T. [t]

PR

OC

ESS

CH

EM

ICA

L

RE

AC

TIO

N

EN

ER

GY

CO

NS.

[K

W]

EM

ISSI

ON

S R

ED

UC

TIO

N O

N

AIR

(E

FF

EC

TIV

.)

PR

ICE

IN

VE

ST.

[M€ ]

PR

ES.

DR

OP

[m

bar]

AD

DIT

. SY

STE

MS

ISSU

ES

CO

MP

AN

Y

Freshwater scrubber

Closed loop, Addition of NaOH

Ø2.9x8

_ _

SOx neutralizedwith stream water

SO2 + H2O → H2SO3

(Sea or fresh water)

45 (1% fuelconsump.)

99.9% SOx 90% NOx max65% PM max _

8 max Tri-NOx® Multi-Chem processes

Wärtsilä

(CSNOx) Ultra-Low Frequency Electrolysis System(ULFELS)

_ _ _

Water is first alkalined, then CSNOx-treated and pumped to the Exhaust Gas


_

99% SOx 66% NOx

_ _

Abator Tower,E.G. Monitoring,Mixing tank,ULFELS tank

Ecospec

_ _ _ _

SO2 neutralized by carbonates from water

1. CO2 + H2O → H2CO3 2. H2CO3 → H+ + HCO3- 3. HCO3 → H+ + CO32-

116,5 (2-3% fuelconsump.)

98% Sulphur

_

10 3 pump groups:supplyingreturningreaction


MES EcoSilencer®

_ _ _

Exhaust gas is cleaned passing through a shallow bath of scrubbing sea water

_

(2-3% fuelconsump.)

95% SO2 15% NOx max>80% PM

_

7.35 - 14.7

custom design/compact size


Hybrid System

Hybrid: open+closed loop: 90mm Plastic balls

Ø2x5.6 0.62 13.4 Exhaust Gas is cooled by FW or SW and washed through balls

NaOH+SO2+1/2O2 → Na++HSO4-+H2O

93 (ECA*)0,23-1,34% of engine power

99% SOX>80% PM

1.6 9.8 3 pumps1 cooler1 filter 1 sludge tank1 FW tank

Aalborg Industries

Dry scrubber

Calcium Hydroxide: Ø 2-8mm spheres

4x6x7.5 0.62 72 SOx reacts with calcium hydroxide producing calcium sulfate

1. Ca(OH)2 + SO2 → CaSO3 + H2O2. Ca(OH)2 + SO2 + ½ O2 → CaSO4 + H2O3. Ca(OH)2 + SO3 + H2O→CaSO4 + 2 H2O

64 99% SOx 1.2 12 Extra 30m3emergencycontainer

Couple Systems DryEGCS®

Seawater scrubber


Cruise Ship

TE

CH

NO

LO

GY

CH

AR

AC

TE

RIS

TI C

DIM

. [m

]

STA

B.

>0.6

m

(GM

' coe

f) [

m]

SCR

UB

BE

R W

T. [t]

PR

OC

ESS

CH

EM

ICA

L

RE

AC

TIO

N

EN

ER

GY

CO

NS.

[K

W]

EM

ISSI

ON

S R

ED

UC

TIO

N O

N

AIR

(E

FF

EC

TIV

. )

PR

ICE

IN

VE

ST.

[M€ ]

PR

ES.

DR

OP

[m

bar]

AD

DIT

. SY

STE

MS

ISSU

ES

CO

MP

AN

Y

Freshwater scrubber

Closed loop, Addition of NaOH

Ø2.9x8

_

52 SOx neutralizedwith stream water

SO2 + H2O → H2SO3



99.9% SOx 90% NOx max65% PM max

_

8 max Tri-NOx® Multi-Chem processes

Wärtsilä


_ _ _



_

99% SOx 66% NOx

_ _

Abator Tower,E.G. Monitoring,Mixing tank,ULFELS tank

Ecospec

(8MW) Ø2.5x7.1 0.65 28 SO2 neutralized by carbonates from water



98% Sulphur

_



MES EcoSilencer®

_ _ _


_

(2-3% fuelconsump.)

95% SO2 15% NOx max>80% PM

_

7.35 - 14.7



Hybrid System


Ø2.7x6.8 0.65 72 Exhaust Gas is cooled by FW or SW and washed through balls



99% SOX>80% PM

2 9.8 3 pumps1 cooler1 filter 1 sludge tank1 FW tank

Aalborg Industries

Dry scrubber


4x6x12 0.69 482 SOx reacts with calcium hydroxide producing calcium sulfate

1. Ca(OH)2 + SO2 → CaSO3 + H2O2. Ca(OH)2 + SO2 + ½ O2 → CaSO4 + H2O3. Ca(OH)2 + SO3 + H2O → CaSO4 + 2 H2O

64 99% SOx 1.5 12 Extra 30m3emergencycontainer


Seawater scrubber


Tug Boat

TE

CH

NO

LO

GY

CH

AR

AC

TE

RIS

DIM

. [m

]

STA

B.

>0.6

m

(GM

' coe

f) [

m]

SCR

UB

BE

R

WT

. [t]

PR

OC

ESS

CH

EM

ICA

L

RE

AC

TIO

N

EN

ER

GY

C

ON

S. [

KW

]

EM

ISSI

ON

S R

ED

UC

TIO

N

ON

AIR

(E

FF

EC

TIV

. )

PR

ICE

INV

EST

. [M

€ ]

PR

ES.

DR

OP

[m

bar]

AD

DIT

. SY

STE

MS

ISSU

ES

CO

MP

AN

Y

Freshwater scrubber

Closed loop, Addition of NaOH _ _ _

SOx neutralizedwith stream water

SO2 + H2O → H2SO3



99.9% SOx 90% NOx max65% PM max _

8 max

Tri-NOx® Multi-Chem processes

Wärtsilä


_ _ _



_

99% SOx 66% NOx

_ _

Abator Tower,E.G. MonitoringMixing tank,ULFELS tank

Ecospec

_ _ _ _

SO2 neutralized by carbonates from water



98% Sulphur

_



MES EcoSilencer®

_ _ _


_

(2-3% fuelconsump.)

95% SO2 15% NOx max>80% PM

_

7.35 - 14.7



Hybrid System


Ø3.5 x5 0.62 8 Exhaust Gas is cooled by FW or SW and washed through balls



99% SOX>80% PM

_

9.8 3 pumps1 cooler1 filter 1 sludge tank1 FW tank

Aalborg Industries

Dry scrubber


4x3x7 0.71 32 SOx reacts with calcium hydroxide producing calcium sulfate

1. Ca(OH)2 + SO2 → CaSO3 + H2O2. Ca(OH)2 + SO2 + ½ O2 → CaSO4 + H2O3. Ca(OH)2 + SO3 + H2O→ CaSO4 + 2 H2O

64 99% SOx

_

12 Extra 30m3emergencycontainer


Seawater scrubber


APPENDIX VIII:

Drawings


Container Ship with Open Loop Seawater Scrubber


Container Ship with Closed Loop Freshwater Scrubber


Container Ship with Hybrid System


Container Ship with Dry Scrubber


Container Ship without Scrubber


Cruise Ship with Open Loop Seawater Scrubber


Cruise Ship with Closed Loop Freshwater Scrubber


Cruise Ship with Hybrid System


Cruise Ship with Dry Scrubber


Cruise Ship without Scrubber


Tug Boat


APPENDIX IX:

Technical Drawings


Open Loop Seawater Scrubber


Closed Loop Freshwater Scrubber


Hybrid System


Dry Scrubber


SCR


Reference List [1] http://de.mandieselturbo-greentechnology.com/category_000540.html

March 24th 2011

[2] http://www.tognum.com/fileadmin/fm-dam/tognum/.../VDMA_brochure.pdf

March 25th 2011

[3] Jan Dreves

Aftertreatment Overview (pdf)

Caterpillar Motoren GmbH & Co. KG, P. O. Box, D-24157 Kiel

March 15th 2011

[4] http://preview.aalborg-

industries.com/scrubber/documents/ExhaustGasCleaning_000.pdf

March 25th 2011

[5] Caterpillar Motoren GmbH & Co. KG, P. O. Box, D-24157 Kiel

PROJECT GUIDE M 20 C

March 23rd 2011



March 23rd 2011



March 23rd 2011


PROJECT GUIDE VM 32 C

March 23rd 2011



March 24th 2011



PROJECT GUIDE VM 43 C

March 24th 2011

[11] http://en.wikipedia.org/wiki/File:Bunkering-or-taking-fuel.jpg

March 24th 2011

[12] http://nikolesmash-

ltd.tradenote.net/images/users/000/259/784/products_images/Heavy_Fuel_Oil.jpg

March 24th 2011

[13] http://www.accede.org/prestige/documentos/Tox_fuel_pesado.pdf

March 24th 2011

[14] http://www.rezqina.com/index.php?option=com_content&view=article&id=132&Ite

mid=435

March 24th 2011

[15] Arnauld Filancia, Director, Marketing & Communications

Reducing Emissions from Shipping Wärtsilä’s Solutions

Wärtsilä Corporation

March 26th 2011

[16] Ecospec Global Technology Pte Ltd

CSNOx eBrochure

March 26th 2011

[17] http://www.hme.nl/Download.aspx?rID=1264&type=LP

March 22nd 2011

[18] http://www.egcsa.com/pdfs/aalborg-EGCS-SMM-Workshop-2010.pdf

March 22nd 2011

[19] Hamworthy Krystallon

Hamworthy Krystallon Scrubber Concept (PDF)

March 16th 2011


[20] http://www.reefbuilders.com/wp-content/uploads/2009/01/warner-marine-k2-

skimmer.jpg

March 17th 2011

[21] Hamworthy Krystallon

Exhaust Gas Cleaning Systems brochure (PDF)

March 16th 2011

[22] Marine Exhaust Solutions

MES EcoSilencer (PDF)

March 21st 2011

[23] Prof. Dipl.-Ing. Peter Kleine-Möllhoff

Study on the Exhaust Gas Cleaning System of a Ship Combustion Engine utilising the

DryEGCS Process for the Removal of Sulphur Oxides

Steinbeis GmbH & Co. KG.

March 20th 2011

[24] http://www.raga.com.cn/xs/images/js1.jpg

April 4th 2011

[25] http://miratechcorp.com/images/data/attachments/0000/0080/SCR_Brochure.pdf

April 4th 2011

[26] http://ect.jmcatalysts.com/emission-control-technologies-ammonia-selective-

catalytic-reduction-SCR

April 4th 2011

[27] http://ect.jmcatalysts.com/emission-control-technologies-hydrocarbon-selective-

catalytic-reduction-SCR

April 4th 2011

[28] http://www.hug-eng.ch/en-scr.html

April 4th 2011

[29] http://www.hug-eng.ch/en-marine.html

April 4th 2011


[30] H+H Industrie

H+H Industrie- und Umwelttechnik (pdf)

Reedereisprechtag Flensburg

April 4th 2011

[31] http://www.gronkemi.nu/pdf/mtg_holmstrom.pdf

April 4th 2011

[32] http://www.bosch-

kraftfahrzeugtechnik.de/media/de/pdf/antriebssystemenfz_1/diesel_1/sonstigeeinsprit

zsysteme_1/ds_cvdenoxtronic22_de_2010.pdf

April 4th 2011

[33] http://www.bombayharbor.com/productImage/11177931795995195255Oil%20&%2

0gas%20fired%20Steam%20Boiler/Steam_Boiler.jpg

March 30th 2011

[34] http://upload.wikimedia.org/wikipedia/commons/1/18/Steam_Boiler_2_English_ve

rsion.png

March 30th 2011

[35] http://upload.wikimedia.org/wikipedia/en/3/3a/Steam_Boiler_3_english.png

March 30th 2011

[36] http://www.blackthorn.eu.com/html/silencers-overview.aspx

March 31st 2011

[37] http://www.kfz-tech.de

March 7th 2011

[38] http://www.providence.edu/polisci/students/megaport/images/trein.jpg

April 27th 2011

[39] http://product-image.tradeindia.com/00097121/b/0/Container-Ship.jpg

April 30th 2011


[40] http://lh3.ggpht.com/_poOMUbd3H4k/TN0HkLZhT9I/AAAAAAAAADw/yLh-

RJ1aFy8/Container%20ship.jpg

April 30th 2011

[41]………….http://www.globalsecurity.org/jhtml/jframe.html#http://www.globalsecurity.org/milit

ary/systems/ship/images/teu-trend-5.jpg

April 30th 2011

[42] http://www.destination360.com/cruises/images/royal-caribbean-cruise-line.jpg

May 2nd 2011

[43]………….http://drkruznutty.files.wordpress.com/2009/10/41730470_qm2_fos_ships_416.gif?

w=416&h=299

May 2nd 2011

[44] Van DOKKUM

Ship Knowledge

2003

[45] http://upload.wikimedia.org/wikipedia/commons/1/12/Sas_van_Gent_-_Canal_1.jpg

May 3rd 2011

[46] http://upload.wikimedia.org/wikipedia/commons/3/34/Tugboat_diagram-

en_edit1a.svg

May 3rd 2011


List of figures

Fig. 1: ECA-Zones [1] ........................................................................................................................ 11

Fig. 2: MARPOL Annex VI NOx Emission Limits [3] ..................................................................... 12

Fig. 3: MARPOL Annex VI Fuel Sulphur Limits [4] ........................................................................ 13

Fig. 4: M 20 C [5] ............................................................................................................................... 15

Fig. 5: M 32 C [7] ............................................................................................................................... 19

Fig. 6: M 43 C [9] .............................................................................................................................. 23

Fig. 7: Stages 1 and 2 fitted in the ship [16] ...................................................................................... 38

Fig. 8: Stages 1 and 2 of CSNOx Ecospec Scrubber Technology [16] .............................................. 39

Fig. 9: Hamworthy Krystallon Scrubber 3D view [19] ...................................................................... 42

Fig. 10: Hamworthy Krystallon scrubbing circuit [21] ...................................................................... 43

Fig. 11: Marine Exhaust Solutions scrubbing technology circuit [22] .............................................. 47

Fig. 12: Closed Loop Freshwater scrubber system [15] .................................................................... 49

Fig. 13: Freshwater Makeup [15] ....................................................................................................... 49

Fig. 14: Seawater Cooling [15] .......................................................................................................... 50

Fig. 15: Sodium Hydroxide NaOH Unit [15] ..................................................................................... 50

Fig. 16: Water treatment [15] ............................................................................................................. 51

Fig. 17: Scrubber process from Aalborg Industries [17] .................................................................... 57

Fig. 18 Open Loop Scrubber process from Aalborg Industries [17] .................................................. 58

Fig. 19: Freshwater scrubbing process [17] ....................................................................................... 59


Fig. 20: Hybrid system in sensitive areas [17] ................................................................................... 59

Fig. 21: Removing accumulation Hybrid System [17] ..................................................................... 60

Fig. 22: Refilling tank Hybrid System [17] ........................................................................................ 60

Fig. 23: Aalborg Industries scrubbing circuit [18] ............................................................................. 61

Fig. 24: Operating principle of the DryEGCS absorber [23] ............................................................. 64

Fig. 25: Flow chart of the desulphurization plant (Hellmich) [23] .................................................... 65

Fig. 26: Three-dimensional view of the DryEGCS absorber in a one-stage design [23] ................... 66

Fig. 27: Calcium hydroxide granulates [23] ....................................................................................... 67

Fig. 28: Main chemical reaction [24] ................................................................................................. 70

Fig. 29: Normal catalytic flow chart [25] ........................................................................................... 71

Fig. 30: Operating window [26] ......................................................................................................... 72

Fig. 31: Johnson Mattey catalyst [26] ................................................................................................ 73

Fig. 32: Chemical reaction of Hug Engineering [28] ......................................................................... 74

Fig. 33: H+H SCR chemical reaction [30] ......................................................................................... 78

Fig. 34: DEC catalyst [31] .................................................................................................................. 81

Fig. 35: Miratech chemical reaction [25] ........................................................................................... 82

Fig. 36: Miratech flow chart [25] ....................................................................................................... 83

Fig. 37: Bosch Emissions flow chart [32] .......................................................................................... 84

Fig. 38: Standard boiler [33] .............................................................................................................. 87

Fig. 39: Fire-tube boiler [34] .............................................................................................................. 87

Fig. 40: Water-tube boiler [35] .......................................................................................................... 87

Fig. 42: Absorption principle silencer section [37] ............................................................................ 89


Fig. 41: Exhaust Gas Silencer [36] ..................................................................................................... 89

Fig. 43: Reflection principle silencer section [37] ............................................................................. 90

Fig. 44: Example of a funnel [18] ...................................................................................................... 91

Fig. 45: SCR with honeycomp technology ...................................................................................... 101

Fig. 46: Container Ship Parts [40] .................................................................................................... 105

Fig. 47: Comparison between container ship generations [41] ........................................................ 105

Fig. 48: Comparison between two of the biggest cruise ships [43] ................................................. 121

Fig. 49: “Pride of Hull” Cruise Ship Parts [44] ................................................................................ 122

Fig. 50: Tug Boat Parts [46] ............................................................................................................. 140

Fig. 51: M 25 C [6] ........................................................................................................................... 150

Fig. 52: V M 32 C [8] ....................................................................................................................... 153

Fig. 53: VM 43 C [10] ..................................................................................................................... 157

List of tables

Tab. 1: NOx limits [2] ........................................................................................................................ 11

Tab. 2: MARPOL Annex VI Fuel Sulphur Limits ............................................................................. 13

Tab. 3: Mak Propulsion Engines [5] .................................................................................................. 15

Tab. 4: Technical data of M 20 C [5] ................................................................................................. 17



Tab. 7: Technical data of M 43 C- Without Turbocharger [9] ........................................................... 25


Tab. 8: Technical data of M 43 C (900 kW) [9] ................................................................................ 26

Tab. 9: Technical data of M 43 C (1000 kW) [9] .............................................................................. 27

Tab. 10: Range of physico-chemical properties for heavy fuel oils [13] ........................................... 32

Tab. 11: Range of physico-chemical properties for marine diesel oils [14] ...................................... 34

Tab. 13: Wash water quality [16] ....................................................................................................... 40

Tab. 12: Removal efficiencies [16] .................................................................................................... 40

Tab. 14: FW and SW energy consumption (%) [17] .......................................................................... 61

Tab. 15: Strength-Weakness [23] ....................................................................................................... 69

Tab. 16: DEC costs [31] ..................................................................................................................... 81

Tab. 17: Bosch SCR technical description ......................................................................................... 86

Tab. 18: Technical data of M 25 C [6] ............................................................................................. 152

Tab. 19: Technical data of VM 32 C [8] ......................................................................................... 156

Tab. 20: Technical data of VM 32 C [8] .......................................................................................... 156

Tab. 21: Technical data of VM 43 C [10] ........................................................................................ 159

Tab. 22: Technical data of VM 43 C [10] ........................................................................................ 160

Tab. 23: Container Ship Main Engine Emissions for different loads .............................................. 161

Tab. 24: Container Ship Emissions with Open Loop Scrubber (minimal reduction) ...................... 161

Tab. 25: Container Ship Emissions with Open Loop Scrubber (maximal reduction) ...................... 161

Tab. 26: Container Ship Emissions with Closed Loop Scrubber (minimal reduction) .................... 163

Tab. 27: Container Ship Emissions with Closed Loop Scrubber (maximal reduction) ................... 163

Tab. 28: Container Ship Emissions with Hybrid System (minimal reduction) ................................ 165

Tab. 29: Container Ship Emissions with Hybrid System (maximal reduction) ............................... 165


Tab. 30: Container Ship Emissions with Dry Scrubber (minimal reduction) .................................. 167

Tab. 31: Container Ship Emissions with Dry Scrubber (maximal reduction) ................................. 167

Tab. 32: Cruise Ship Main Engine Emissions for different loads .................................................... 169

Tab. 33: Cruise Ship Emissions with Open Loop Scrubber (maximal reduction) ........................... 169

Tab. 34: Cruise Ship Emissions with Open Loop Scrubber (minimal reduction) ............................ 169

Tab. 35: Cruise Ship Emissions with Closed Loop Scrubber (minimal reduction) ......................... 171

Tab. 36: Cruise Ship Emissions with Closed Loop Scrubber (maximal reduction) ........................ 171

Tab. 37: Cruise Ship Emissions with Hybrid System (minimal reduction) ..................................... 173

Tab. 38: Cruise Ship Emissions with Hybrid System (maximal reduction) .................................... 173

Tab. 39: Cruise Ship Emissions with Dry Scrubber (minimal reduction) ....................................... 175

Tab. 40: Cruise Ship Emissions with Dry Scrubber (maximal reduction) ....................................... 175

Tab. 41: Tug Boat Main Engine Emissions for different loads ....................................................... 177

Tab. 42: Tug Boat Emissions with MDO fuel (minimal reduction) ................................................ 177

Tab. 43: Tug Boat Emissions with MDO fuel (maximal reduction) ................................................ 177

Tab. 44: Worst EGCS Emissions Reductions .................................................................................. 181

Tab. 45: Best EGCS Emissions Reductions ..................................................................................... 181

Tab. 46: EGCS Components dimensions ......................................................................................... 182

List of pictures

Pic. 1: M 20 C [5] ............................................................................................................................... 15

Pic. 2: M 32 C [7] ............................................................................................................................... 19


Pic. 3: M 43 C [9] ............................................................................................................................... 23

Pic. 4: An oil tanker taking on bunker fuel [11] ................................................................................. 28

Pic. 5: Heavy Fuel Oil drops [12] ...................................................................................................... 30

Pic. 6: Bubble plate [20] ..................................................................................................................... 42

Pic. 7: Catalyst of Hug Engineering [29] ........................................................................................... 76

Pic. 8: Honeycomb modul [30] .......................................................................................................... 78

Pic. 9: H+H SCR catalyst [30] ........................................................................................................... 79

Pic. 10: 1.Hauling Modul. - 2. Charging Modul. - 3. Dosing Control Unit. [32] .............................. 85

Pic. 11: Maersk Line Container Ship [38] ........................................................................................ 103

Pic. 12: Container Stacking [39] ...................................................................................................... 104

Pic. 13: Royal Caribbean Cruise Line [42] ...................................................................................... 120

Pic. 14: Tug boats assisting a ship [45] ............................................................................................ 138

Pic. 15: M 25 C [6] ........................................................................................................................... 150

Pic. 16: VM 43 C [10] ...................................................................................................................... 157

List of graphs

Gra. 1: Percentage of total sulphurious acid vs. pH [15] ................................................................... 51

Gra. 2: Sulphur reduction vs. pH [15] ................................................................................................ 52

Gra. 3: Efficiency and pH vs. Time in Scrubber [15] ........................................................................ 53

Gra. 4: Relative abundance of carbonic acid, bicarbonate ion and carbonate ion in seawater [15] ... 54


Gra. 5: Sulphur and CO2 scrubber technologies comparison [15] .................................................... 55

Gra. 6: Catalyst Performance with Hydrocarbons [27] ...................................................................... 73

Gra. 7: Temperature at different Sulphur contents [30] ..................................................................... 79

Gra. 8: Container Ship Emissions with Open Loop Scrubber (maximal reduction) ........................ 162

Gra. 9: Container Ship Emissions with Open Loop Scrubber (minimal reduction) ........................ 162

Gra. 10: Container Ship Emissions with Closed Loop Scrubber (minimal reduction) .................... 164

Gra. 11: Container Ship Emissions with Closed Loop Scrubber (maximal reduction) ................... 164

Gra. 12: Container Ship Emissions with Hybrid System (minimal reduction) ................................ 166

Gra. 13: Container Ship Emissions with Hybrid System (maximal reduction) ............................... 166

Gra. 14: Container Ship Emissions with Dry Scrubber (minimal reduction) .................................. 168

Gra. 15: Container Ship Emissions with Dry Scrubber (maximal reduction) .................................. 168

Gra. 16: Cruise Ship Emissions with Open Loop Scrubber (minimal reduction) ............................ 170

Gra. 17: Cruise Ship Emissions with Open Loop Scrubber (maximal reduction) ........................... 170

Gra. 18: Cruise Ship Emissions with Closed Loop Scrubber (minimal reduction) ......................... 172

Gra. 19: Cruise Ship Emissions with Closed Loop Scrubber (maximal reduction) ......................... 172

Gra. 20: Cruise Ship Emissions with Hybrid System (minimal reduction) ..................................... 174

Gra. 21: Cruise Ship Emissions with Hybrid System (maximal reduction) ..................................... 174

Gra. 22: Cruise Ship Emissions with Dry Scrubber (minimal reduction) ........................................ 176

Gra. 23: Cruise Ship Emissions with Dry Scrubber (maximal reduction) ....................................... 176

Gra. 24: Tug Boat Emissions with MDO fuel (minimal reduction) ................................................. 178

Gra. 25: Tug Boat Emissions with MDO fuel (minimal reduction) ................................................. 178

Gra. 26: Wet Scrubber Volume vs. Engine Power ........................................................................... 183


Gra. 27: Dry Scrubber Volume vs. Engine Power ........................................................................... 183

Gra. 28: Full and Light Weight of Dry Scrubber (kWh vs. tons) .................................................... 184

List of drawings

Draw. 1: Container ship with Open Loop Seawater Scrubber ......................................................... 108

Draw. 2: Container ship with Closed Loop Freshwater Scrubber .................................................... 110

Draw. 3: Container ship with Hybrid System .................................................................................. 112

Draw. 4: Container ship with Dry Scrubber ..................................................................................... 114

Draw. 5: Container ship without Scrubber ....................................................................................... 115

Draw. 6: Cruise ship with Open Loop Seawater Scrubber .............................................................. 126

Draw. 7: Cruise ship with Closed Loop Freshwater Scrubber ......................................................... 128

Draw. 8: Cruise ship with Hybrid System ........................................................................................ 130

Draw. 9: Cruise ship with Dry Scrubber .......................................................................................... 132

Draw. 10: Cruise ship without Scrubber .......................................................................................... 133

Draw. 11: Tug Boat without Scrubber ............................................................................................. 143

List of technical drawings

Tech. draw. 1: Open Loop Seawater Circuit ...................................................................................... 94

Tech. draw. 2: Closed Loop Freshwater Circuit ................................................................................ 96

Tech. draw. 3: Hybrid System Circuit ................................................................................................ 97

Tech. draw. 4: Dry Scrubber Circuit ................................................................................................ 100

Tech. draw. 5: SCR Catalyst Circuit ................................................................................................ 102

cat final report

Documents