Global Greenship, September 2009 Low Sulfur Fuel and Emissions Advances

Transcription

1 Global Greenship, September 2009 Low Sulfur Fuel and Emissions Advances

2 ECA and SECA Trends Top Container Ports : 1. Singapore 2. China, Shanghai 3. China, Hong Kong 4. China, Shenzhen 5. South Korea, Busan 6. Netherl., Rotterdam 7. UAE, Dubai 8. Taiwan, Kaohsiung 9. Germany, Hamburg 10. China, Qingdao existing ECAs: Baltic Sea, North Sea Most used trading routes planned ECAs: Coasts of USA, Hawaii and Canada discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015) 2

3 Proposed North American Emission Control Area

4 Local SECA CARB, 2009 CARB Regulations for California, starting July 2009: ZONE 24 miles from coastal California Regulation - July 1, 2009 maximum 0.5% sulfur January 1, 2012 maximum 0.1% sulfur

5 IMO & CARB Fuel-Sulphur Content Limits

6 Low-sulphur Fuel Operation Fuel changeover requirement High S% Low S% Compatibility of mixed fuels Oil Cylinder Oil BN Engine Tank system considerations Viscosity

7 Low Sulphur Fuels / Viscosity and Lubricity Viscosity The engine fuel pump is designed for high viscosity, heavy fuel operation. Low viscosity fuels can cause excessive wear, and affect injection pressure, particularly during start, low load and low rpm. In worn pumps, if viscosity is too low, internal leakage can increase and starting the engine will be difficult because of lack of injection pressure. Lubricity The refinery process to remove sulfur also impacts lubricity, which could result in fuel pump seizures. While refiners add lubricity additives, MAN Diesel recommends that, prior to using distillates fuels with less than 0.05% sulphur, lubricity be tested (LD/MZP)

8 Factors influencing viscosity tolerance Many factors influence viscosity tolerance during start and low load operation: Engine condition and maintenance Fuel pump wear Engine adjustment Temperatures in the fuel system Human factors

9 Poor Fuel Switching Techniques Source: Gard

10 Recommendations for Low Sulfur Operation in Large Diesel Engines Fuel Switch-over from HFO to MDO/MGO needs to be carefully performed and monitored. Automated devices are suggested to minimize potential for human error. Fuel Viscosity must be maintained at or above 2cst (40 deg C) at engine inlet to avoid fuel pump and injector sticking and scuffing problems. Fuels with viscosity above 3cst at 40 deg C are recommended to provide sufficient margin for safe and reliable engine performance. It is recommended to run through the change-over procedure, and perform start checks at regular intervals.

11 Low Sulphur / Viscosity fuels Fuel Temperature vs Viscosity NOT GOOD Fuel below 2cSt MAN Diesel do not recommend to operate the engine on fuels with viscosities lower than 2 cst 1.5 cst 2.0 cst Fuel Temp (deg C) DOUBTFUL Fuel viscosity 2-3 cst MAN Diesel strongly recommend to make start checks prior to port operation 3.0 cst 4.0 cst 5.0 cst GOOD Fuel above 3 cst MAN Diesel recommend to operate the engine on fuels with viscosities above 3 cst Fuel Viscosity 40C The horizontal axis shows the bunkered fuel viscosity in cst at 40 deg C, which should be informed in the bunker analysis report. If the temperature of the MGO is below the red curve at engine inlet, the viscosity is above 2 cst. Example: MGO with viscosity of 3 cst at 40 deg C must have a temperature below 63 deg C at engine inlet to ensure a viscosity above 2 cst. Example: MGO with a viscosity of 5 cst at 40 deg C is entering the engine at 50 deg C. The green curves show that the fuel enters, the engine at approximately 4.0 cst. Example: MGO with a viscosity of 1.5 cst at 40 deg C needs cooling t o 22 deg C to reach 2 cst

12 Viscosities of Marine Distillate Fuels Marine Distillate Fuels Characteristic Unit Limit DMX DMA DMB DMC Density at 15 C kg/m³ max Viscosity at 40 C mm²/s min Viscosity at 40 C mm²/s max Flash point C min Sulphur %(m/m) max (LEE4/KID)

13 Auxiliary System Diesel Oil Cooler in Fuel Oil System Limit for Viscosity at Inlet to Engine In order to ensure a satisfactory hydrodynamic film between fuel pump plunger and barrel MAN Diesel requires a minimum viscosity of 2 cst of diesel oil at inlet to engine. Viscosity at 40 C Temperature to obtain Viscosity of 2 cst Temperature to obtain Viscosity of 3 cst DMX 1.4 cst 17.4 C -3.0 C DMA 1.5 cst 21.9 C 1.2 C (LEE4/KID)

14 Methods to deal with Low Sulfur fuel operation Fuel Coolers or Chillers Diesel Switch

15 HFO system with MDO cooler

16 Auxiliary System Diesel Oil Chiller in Fuel Oil System (LEE4/KID)

17 DIESELswitch S

18 DIESELswitch Retrofit Retrofit Solution:

19 DIESELswitch Safely controlled change-over process Minimized risk of damaged fuel injection parts due to abrupt temperature changes The system will stop the change over process if the temperature increase/ decrease is too fast, and will give an alarm signal and freeze the actual position Change over running at full load possible No need to run engine with lowest power for change over process

20 DIESELswitch Displays status of change over Displays remaining change over time Able to run the change over process manually or stop the process at any point Remote operation possible by second touch screen

21 Advances in Emission Control. Methods of achieving upcoming Tier 2 and Tier 3 emissions regulations.

22 Tier 2 and Tier 3 Proposal NO X reduction in a 2-step approach: Tier II - from 2011 achieved by in-engine measures 15-25% reduction Tier III - from 2016 using special NO X reduction methods 80% reduction from Tier I (only in defined Emission Control Areas (ECAs)). Other Emissions Regulation Potentials - Requirement to retrofit older vessels (pre Annex VI) initially back to 2000, and potentially back to early 1980 s. For older vessels - 20% baseline reduction + hardware changes known to positively influence emission characteristics. 22

23 Proposed NO X Limits NO X (g/kwh)

24 History and Future for SFOC and NO x SFOC g/kwh Ideal Carnot cycle SFOC Full-rated De-rated 100 NO x? NO x g/kwh K98FF 84VT2BF180 GB/GBE GFCA KGF MC/MC-C ME/ME-C Year (LSP/LB) 24

25 Operators Demand Fuel Savings LSP/GT 25

26 Compliance with Expected IMO/EPA C3 Regulation 2 Stroke engines IMO Regulation Reduction method Tier 1 Current IMO Regulation NOx speed limit curve Fuel nozzle & performance optimization Tier 2 15 to 25% NOx reduction (from Tier 1) PM & SOx reduction by fuel Sulfur content From 3 to 5% SFOC tolerance Fuel nozzle & performance optimization Slide valves mandatory Tier 3 Up to 80% NOx reduction (from Tier 1) From Jan CO2 & SFOC penalty 1-3% EGR, SAM, SCR CO2 & SFOC penalty 26

27 Emission Control Effect and Cost Primary methods Reduction capability NOx CO HC PM First cost in % of engine price Running cost index Tier 1 = 100 Engine adjustments 10-15% 0%/Small 102 SL & Alpha lube - - 0%/Small 101 Water emulsion 20-30% % *) 101 SAM 40-50% 20-30% *) 101 Secondary methods SCR (Sel. Cat. Reduction) 80-98%??? 50-70% 110 *) Depending on installation 27

28 Tier 3 Technologies EGR WIF SCR

29 10K98MC-C and 6S35MC on the same Testbed L/ /0402 (3000/OG)

30 Slide Valve Fuel Injection Nozzles 30

31 7S50ME-C 75% Load Mode Change Demonstration Economy mode Low NO X mode Cylinder Pump Cylinder 700 Pump NO x [ppm] Time 16:37 16:38 16:39 16:40 16:41 16:42 16:43 16:44 16:45 16:46 L/ /0903 (2430/NK) 31

32 NO x reduction CIMAC by Kyoto Water June 2004 Emulsification 120 NOx reduction at 100% Load 100 1% of water reduces NOX by 1% Ultrasonic Homogenizer High pressure mixer Water content - % mass (3001/LB) 32

33 SCR System 1 SCR reactor 2 Turbocharger bypass 3 Temperature sensor after SCR 4 Large motors for auxiliary blowers 5 Urea injector 6 SCR bypass 7 Temperature sensor before SCR 8 Additional flange in exhaust gas receiver 9) Best suited for steady high-load conditions with limited use of HFO Deck C L/ /0801 (2160/PZS) 33

34 Scavenge Air Moisturing (SAM) SAM influence on NO x formation Humidification/moisturing of scavenge air increases heat capacity and lower the O 2 content HAM unit High heat capacity and low O 2 in scavenge air give low combustion temperatures Low combustion temperatures give low NO x Influence on reliability and safety: Field test L/ /0902 (2430/NK) 34

35 Water Stages on SAM System Sea Water Inlet Sea Water Outlet FW Stage1 Inlet FW Stage1 Outlet FW Stage2 Inlet FW Stage2 Outlet (2432/PZS) 35

36 EGR Exhaust Gas Recirculation

37 EGR Exhaust Gas Recirculation NOx/SFOC crossover Reletive NOx in % NOx SFOC Relative SFOC in g/kwh EGR (%) NOx Crossover eq. to -20% per 1g/kWh (LDF/NK)

38 MAN Diesel EGR Unit for MAN B&W Low Speed Engines Exhaust gas into EGR scrubber from exhaust gas receiver EGR Scrubber Exhaust gas out of EGR scrubber, into EGR cooler EGR Cooler EGR Blower Exhaust gas out of EGR blower, into charge air pipe Cooling sea water to/from EGR cooler

39 Thank you for your Attention (3000/OG 39