green port congress 10 oct 2013 experiences with innovative solutions to reduce diesel exhaust...

Experiences with innovative solutions to reduce diesel exhaust emissions

Automotive Ecology BVBA Heerbaan 27 ‐ 1745 Opwijk ‐ T+32(0)52 52 75 50 ‐ F+32(0)52 52 75 50 – info@automotive‐ecology.eu www.automotive‐ecology.eu ‐ VAT BE 0816 985 666 – Account ING 363‐0550977‐57 ‐ IBAN BE09 3630 5509 7757 ‐ BIC BBRUBEBB

10 October 2012MSc Ir. Geerard Collijs

Reducing emissions from diesel engines is one of the most important air quality challenges facing many countries andindustries. Even with more complex and demanding standards that only apply to newly manufactured diesel engines,millionsof diesel engines already in use will continue to emit large amounts of nitrogen oxides (NOx) and Particulate Matter (PM),SO2 and CO2 which contribute to serious public health problems and global warming.

Evidence from theWorld Health Organization (WHO) June 2012 reports:•Diesel exhaust emissions have significant effects on human health especially infant mortality and morbidity.•Particulate Matter (PM or black carbon) and PM 2.5 are confirmed to increase cancer risk, cardiovascular illness andpremature mortality. 2013 et al LIM Over 6 million mortalities per annum from PM globally.•Clear links exist between air pollutants and the sources of GHG’s which cause climate change.•Nitrogen Oxides NOx, PM and SO2 causes a wide variety of health and environmental impacts: ground‐level ozone (Smog),acid rain, water quality deterioration, toxic chemicals which may cause biological mutations and visibility impairmentreducing visibility in urban areas.

Innovative technologies designed to reduce diesel emissions from existing engines and non‐road, agricultural and portequipment from ICE engines are available and in operation today. These retro fit technologies ensure that older engineswhich are in operation today, combined with increasing usage, are not increasing emissions but can actually reduce them!

We – Automotive Ecology BVBA and its partner companies are an environmental project development company bringingelectro‐catalytic hydrogen on demand combustion catalyst technology & others to the commercial industrial & transportmarket. On a project basis we offer a low cost/ high ROI retrofit application that has the ability to deliver a revolutionaryimpact on both emission (GHG) components and fuel consumption and the co‐ benefits of air quality improvement.

We can implement projects in conjunction with Governments to provide solutions and methodology for emission reduction,air quality improvement & engine efficiency projects. These projects are undertaken in collaboration with programs such as:the Worldwide Program of Activities (POA), Clean Development Mechanism (CDM) and Nationally Approved MitigationActions (NAMA) in agreement with local governments and aligned with Millennium Development Goals (MDG) under theUNFCCC (United Nations Framework for Climate Change) and align with sustainable development goal locally.

Meeting the Challenge

Copyright 2013, Automotive Ecology BVBA‐ all rights reserved

Company and Approach

Automotive Ecology is a dynamic and innovative company based near Brussels in Belgium. It started operations in 2009 headed by Mr. GeerardCOLLIJS, an automotive engineer, with extensive experience in the automotive industry.

Our ambitions are to invest and develop new technologies that reduce our ecological footprint by cutting hazardous emissions and fuel consumption without affecting daily mobility and workability.

Techno

logy Com

pany

• Product Development•Product Manufacturing

• Technology R&D•Verification•Certification• Traning•Knowhow transfer

Project C

ompany

• Air Quality Improvement

• Emission Reduction•Engine Efficiency Projects

•National & Regonal Policy

•Goverments•Development Banks

Prom

otion and Dissem

ination

• Local Partner & Participant

• Local Market knowhow & Development

• Local Assembly



Concept & Benefits

Improved Fuel Economy

Reduced Emissions

The operation of the ECCA (Electro‐Catalytic Combustion Assist ) is based on generating hydrogen gas ‐ using wasted exhaust heat ‐ fromdemineralized water (Hydrogen On Demand ‐ HOD), which is then injected through the air inlet of the engine. In developing this systemour emphasis was optimizing operation of components, quality, durability and safety. The system is designed to continue to function in asafe way within predetermined parameters. Besides this strong product focus and integrated features, we have our own service team forinstallation, adjustment, control and a yearly maintenance program of the system.

The system has been developed in the past 5 years and faces no more defects and “child diseases”. Our proven track record shows thatresults obtained are a significant added value which are achieved in daily use, in various modalities, both in terms of emissions reductionand fuel economy.

The Solution: Electro‐Catalytic Combustion Assist (ECCA)


Port Equipment Experiences

Customer ChallengeOur customer, MSC Home Terminal, is the largest container terminal in the port of Antwerp. Their aim was to improve the carbon footprintwhile increasing the competitiveness by reducing diesel fuel consumptions on their larger fuel users.SolutionTo make fuel consumption and the corresponding emissions more efficient and environment‐friendly, MSC Home Terminal, has equipped 31of its straddle carriers with the AquaFuelSystemPlus (AQS+).Customer BenefitsThe 31 modified straddle carriers now use less fuel and thus produce less harmful emissions. The project is a part of a programme by the PortAuthority in an effort to promote more environment‐friendly port equipment. The improvements are significant: independent monitoring andtests have shown that the system yields fuel savings, and fewer emissions, with the CO2 content of exhaust gasses falling from 6.4% to 5.3%, areduction of more than 18%. The amount of carbon monoxide is also reduced by more than 10%, while almost 19% less nitrogen oxides (NOx)are emitted. Thanks to the more efficient combustion, soot (PM) emissions are cut by an amazing 85% at POINT OF COMBUSTION

Case Study

Environmental benefits for MSC Home Terminal container moving equipment


A Antwerp Break bulk stevedore also installed our system on a Gottwald mobile crane used to unload ships. The client subsequently conducted a fuel consumption measurement by using an external fuel tank on a weighing scale in order to accurately verify the fuel consumption reduction. In this case, they run the engine at idle for 4 hours, with and without the system. Then another 2 hours under load with and without using our system. The results are impressive with a 26% saving at idle and 16% under lead as presented here.

Case Study

Commercial benefits for Break bulk mobile cranes

Port Equipment Experiences

- 26 %

- 19 % - 78 %- 47 %



Evaluated Impact ‐ Avoided Emissions Port of Antwerp


Scania DS12 – Straddle Carrier ‐ Container moving EquipmentMeasurement Without AQS+ With AQS Dif % Avoided Emissions

at 4500 yearly running hoursCO2 (% Vol) 5,4 4,4 ‐ 18,52 54 ton/yearCO (mg/ Nm3) 199 176 ‐ 11,56 63 Kg/yearNOx (mg/ Nm3) 1823 1481 ‐ 18,76 9429 Kg/yearPM (mg/ Nm3) 10,5 1,6 ‐ 84,76 84,76 Kg/year

Eurofins NV; ELO1110/041Eurofins NV; r010003

Cummins KTA‐38 – Gottwald Mobile CraneMeasurement Without H2/O2 With H2/02 Dif % Avoided Emissions

at 2500 yearly running hoursCO2 (% Vol) 4,6 2,3 ‐ 50,00 159 ton/yearCO (mg/ Nm3) 679 504 ‐ 25,77 828 Kg/yearNOx (mg/ Nm3) 1645 1332 ‐ 19,03 1773 Kg/yearPM (mg/ Nm3) 187 41,2 ‐ 77,97 447 Kg/year

Eurofins NV; ELO1112/003Eurofins NV; ELO1201/019

CO2 -> Avoided Emissions = 1833 ton/year

CO -> Avoided Emissions = 2,8 ton/year

NOx -> Avoided Emissions = 294 ton/year

PM -> Avoided Emissions = 3,1ton/year

Total Evaluated Emission Reductions for the Port of Antwerp


Direct impact on the local communityEconomic Analysis


https://www.gov.uk/air‐quality‐economic‐analysis

Damage costs approach;Damage costs are a simple way to value changes in air pollution. They are estimates of the costs to society of the likely impacts of changes in emissions. Damage costs assume an average impact on an average population affected by changes in air quality.Table: IGCB Air quality damage costs per ton, 2010 prices

Central Estimate

NOX £955/ton

PM transport average £48,517/ton

-> Economic Appraisal => 280,770 £/year ‐> 332k€

‐> Economic Appraisal => 150,402 £/year ‐> 178 k€

UK Economic Emissions Appraisal

Operator & Competitive Fuel Cost Advantage

31 SC machines Cargotec @ 4500Hrs/yr @ 26 liters that can save 10% ‐> 2,5lts/Hr=> 2,5*31*4500ltrs @ 0,7€/ltr (2013 avg) = 244k€/yr

1 Gottwald mobile crane @ 2500Hrs/yr @ 45 liters that can save 15% ‐> 6,75lts/Hr=> 6,75 *2500lts @ 0,7€/ltr (2013 avg) = 11,812€/yr

AEbvba

Local Project

Participant

Corporation –High Fuel usage –

or Government

Letter Of

Intent

Pilot Project Real Time

Demonstration

Project Agreements

CDM or NAMA or JI

World / Development

Banks

Project Rollout


Unique Environmental Project Based Collaborative Approach

Contact us

Geerard CollijsManaging Director

Automotive Ecology BVBA Address: Heerbaan 27

1745 OpwijkBelgium

Phone: +32 52 52 75 50 Mobile: +32 496 06 06 10Email: geerard@automotive‐ecology.euWebsite: www.automotive‐ecology.eu

VAT number: BE 0816 985 666 Bank details: Bank name ING

IBAN: BE09 3630 5509 7757BIC code: BBRUBEBB

Independent research & validation

Study nr. 2011‐01‐1964: Effects of Hydrogen Addition to Intake Mixture on Cyclic Variation of Diesel EngineTomoyuki Hashimoto ‐ Honda R&D Co., Ltd. Toru Miyamoto ‐ Yamaguchi University

Abstract: The present study experimentally investigated cyclic variation of combustion characteristics of a diesel engine with hydrogen added to the intake air in detail. As a result, there were three ignition modes: (1) hydrogen ignition mode, (2) hydrogen‐assisted ignition mode, and (3) diesel‐fuel ignition mode. Ignition timing fluctuated from cycle to cycle in each ignition mode and between one ignition mode and another mode. As the coolant temperature was increased, the number of cycles in diesel‐fuel ignition mode decreased, and indicated thermal efficiency and cyclic variation was improved. In the case with the blow‐by gas introduced to intake port, preflame reaction of blow‐by gas first occurred, ignited hydrogen, and then diesel‐fuel was ignited by hydrogen combustion in hydrogen ignition mode and hydrogen‐assisted ignition mode.

International Journal of Hydrogen Energy, Volume 36, Issue 10, May 2011: Hydrogen effects on NOx emissions and brake thermal efficiency in a diesel engine under low‐temperature and heavy‐EGR conditionsGraduate School, Department of Mechanical Engineering, Yonsei University

Abstract: The energy content of the introduced hydrogen was varied from an equivalent of 2–10% of the total fuel’s lower heating value. A test engine was operated at a constant diesel fuel injection rate and engine speed to maintain the same engine control unit (ECU) parameters, such as injection time, while observing changes in the carbon dioxide produced due to variations in the hydrogen supply. Additionally, the EGR system was modified to control the EGR ratio. The test results demonstrated that the supplied hydrogen reduced the specific NOx emissions at a given EGR ratio while increasing the brake thermal efficiency. The rate of NOx reduction due to hydrogen addition increased at higher EGR ratios compared with pure diesel combustion at the same EGR ratio.

http://www.automotive‐ecology.eu/en/validation/