Marine engine Technologies for Reduced Emissions Waste ...ssmm.bzi.pl/publikacje/Emissions-1.pdfSulzer 6 RT-flex58T-B MV “Gypsum Centennial” Smoke measurement on combinator curve

Application TechnologyEmissions \ H.Schmid \ 18.04.2005

Marine engineTechnologies forReduced EmissionsWaste Heat Recovery

Heinrich SchmidGeneral Manager Application Development

Marine Engine Technologies for Reduced Emissions

Global emissions in the marine industryShipping is the most efficient form of transport. It generates the least emissions by tonne-km of freight transport.

Emissions are directly related to the fuel consumed per cargo unit (TDW, TEU).

The vessel size and speed has an influence on the fuel consumed per cargo unit.



270 g/kWhBSFC

53’700 kWService power

26 knotsService speed

242 gConsumption per TEU-mile

2’300 TEUCargo capacity

Steam turbinePropulsion plant

1972Vessel generation

Global emissions in the marine industryThere have been tremendous improvements in shipping over the past decades.

61’800 kW

25 knots

177 g/kWh

51 g

8’000 TEU

Diesel engine

2005

It takes about one-fifth of the fuel to move containers today than it did thirty years ago.


Marine Engine Technologies for Reduced EmissionsGlobal emissions in the marine industryInfluence of vessel speed on propulsion power

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ower

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or

It takes about 23% of the propulsion power to move the same ship at 18 knots instead at 26 knots. 1.4 times more speed requires about 4.3 times more power.



Global emissions in the marine industryInfluence of vessel speed on cargo transportation capacity Container vessels

The faster ship can transport more cargo in a given time. This is expressed by the time factor. The time factor is inversely proportional to the ship speed.

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Global emissions in the marine industryEnergy needed to move a given volume of cargo at different ship speeds Container vessels

With the assumption that exhaust emissions are proportional to the energy factor, it becomes apparent that the faster ship generates more emissions.

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The time factor multiplied by the power factor gives the energy factor. The energy factor expresses the energy needed to move an amount of cargo over a certain distance



Global emissions in the marine industryInfluence of vessel size on power per cargo unit (TDW) Container vessels, 22 knots

A 80’000 TDW vessel requires 3.5 times less power per cargo unit at the same speed compared to a 10’000 TDW vessel. The larger ships require less power to transport one cargo unit than smaller ship

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Global emissions in the marine industryInfluence of vessel size on energy per cargo unit and mile Container vessels

For the same speed, the larger ship requires less energy per cargo unit compared to the smaller ship. A 20’000 TDW ship at 18 knots requires the same energy per cargo unit and mile as a 80’000 TDW ship at 26 knots

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Global emissions in the marine industryWith the assumption that emissions from diesel engines are proportional to the energy consumption, it becomes apparent that from an environmental standpoint, the large and fast ship generates less emissions in terms of TDW-mile or TEU-mile.

Operating large, fast ships is of clear economic benefit to shipoperators. It is also advantageous to operate large, fast ships from an environmental standpoint. The larger, faster ship reduce the air emissions in terms of TDW-mile or TEU-mile.



Sulzer RT-flex engine - suitable for further emission reduction The fully electronically controlled common rail system has greatemission influencing capabilities



Sulzer RT-flex engine - suitable for further emission reduction The fully electronically controlled common rail system has greatemission influencing capabilities

The first Sulzer RT-flex common rail engine was commissioned in December 2001. It has now accumulated about 20’000 operating hours. Today more the 187 RT-flex engines are ordered or in service.

MV “Gypsum Centenial” with 6RT-flex58T-B engine.

Commissioned December 2001



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Sulzer RT-flex common rail technologyFree selection of various injection patterns



Sulzer RT-flex common rail technology Sequential operation of single injection nozzles

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Sulzer RT-flex common rail technology Smokeless operation at all running speeds

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oke

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380 cSt 3% sulphur 0.1% ash

Conventional low speed engine

OFF Aux. BlowerON

6RT-flex 58T-B with common rail

Smoke visibility limit

Sulzer 6 RT-flex58T-B MV “Gypsum Centennial”Smoke measurement on combinator curve during sea trial



Sulzer RT-flex common rail technology Flexibility in engine tuning – Alternative fuel consumption characteristic

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Emission overview

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IMO NOx limitRTA96CRTA84CRTA84T-BRTA72U-BRTA62U-BRTA58T-BRTA52U-BRTA48T-BRTA96CRTA84CRTA84T-BRTA72U-BRTA68T-BRTA62U-BRTA58T-BRTA52U-BRTA48T-B

The penalty of low NOx tuning is 2 - 3 g/kWh higher fuel consumptionApplication TechnologyEmissions \ H.Schmid \ 18.04.2005


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IMO limit RT-flex tuned for IMO-20%RT-flex IMO-compliant RT-flex tuned for IMO-20%

Low-NOx injection:Sequential injection

Adapted injection pressure

Adapted injection timing

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Water-fuel emulsion

Limitations due to requirements for heating of the fuel system (viscosity of the emulsion)Limitations due to the capacity of the fuel pumpsLoad-dependent mixing of fuel and water in the emulsifier

About 20% NOx reduction can be achieved by operating the engine with a water-fuel emulsion.



Water-fuel emulsion Combination of the RT-flex system with emulsion

Limitations due to requirements for heating of the fuel system identical to those on conventional engines (viscosity of the emulsion)Considerably less severe limitations due to the higher capacity of the fuel pumps (redundancy) with the RT-flex system compared to conventional enginesLoad-dependent mixing of fuel and water in the emulsifierExtended options for optimisation of the injection system parameters with the flex system for fuel-only and emulsion modesOption of combining RT-flex NOx optimisation with emulsion for further emission reduction



Water-fuel emulsion Combination of the RT-flex system with emulsion

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Direct water injection (DWI)

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Direct water injection (DWI) with common-rail system




NOx reduction potential



WaCoReG: water-cooled residual gas Combining water injection with internal exhaust gas recirculation

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SCR: selective catalytic reduction Integrated with the turbocharging system

SCR

T/C

Engine exhaust gas receiver

TI

TITITITITITITI

Air

UreaFlow dresser

Static mixers

Urea injection

TI

TI

12 - 30 bar starting air

for dust blowing

NOprobe

p

to NO analyser

TI

TI

Engine

SCR system

Shipyard piping




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The Sulzer 7RTA52U main engines on the Ro-Ro vessels “Spaarneborg”, “Schieborg” and “Slingeborg” are equipped with SCR reactors.

The vessels where commissioned in 2000

They are operating between Gothenburg and Zeebrugge



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NOx emissions control technologies



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uning

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/kW

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- 20% - 20%- 30%

- 50%

- 70%

- 90%

-5%

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NOx emissions control technologiesSummary and status of NOx emission reduction measures

Available- 2.0 g/kWhIMO -90%SCR

Under development+ 5.5 g/kWhIMO -70%WaCoReG

Field test in preparation+ 4.5 g/kWhIMO -50%Direct water injection

Available+ 6.5 g/kWhIMO -30%RT-flex & emulsion

Available+ 3.5 g/kWhIMO -20%Water/fuel emulsion

Available+ 4.2 g/kWhIMO -20%Low-NOx injection

Available+ 2.0 g/kWhIMO -5%Low-NOx tuning

StandardBasisIMO regulationsLow-NOx tuning

StatusFuel penaltyNOx emissionscenarioTechnology



SOx emissions

SOx emissions are completely dependent upon the sulphur content of the fuel burned and the overall fuel consumption.

The most practicable solution for reducing SOx emissions from shipping is expected to be in simply reducing the sulphur content of the fuel used.

Modern engines can burn low-sulphur fuels without difficulties providing that attention is given to the cylinder lubricating oil grade and feed rate.



NOx emissions versus fuel consumption and CO2 emissions

NOx emissions

17 g/kWh

50% reduction (8.5 g/kWh)

8.5 g/kWh

Fuel consumption

Basis

5 g/kWh increase

CO2 emissions

570 g/kWh

2.6% increase (15 g/kWh)

585 g/kWh



Optimising emissions for lowest total environmental impact

Open sea operation (e.g. above 50% engine load)Engine operates with a fuel optimised tuning

Lowest CO2 emission

Costal areas operation (e.g. below 50% engine load)Engine operate with a NOx optimised tuning

Lowest NOx emission

Such a variable engine tuning operation scenario can be easy controlled with an electronically controlled RT-flex engine.


Waste heat recovery technology

Reducing emissions by improving the overall propulsion efficiency

Less emission through waste heat recovery

About 50% of the fuel input energy is not being put to productive use.

Recovering part of the wasted energy provides the vessel with:

lower fuel consumption

less emissions



Application TechnologyWaste Heat Recovery \ 46 \ H.Schmid

380 cSt Fuel Price 2004

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Houston Rotterdam Singapore Fujairah Average



380 cSt Fuel Price 2005

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Houston Rotterdam Singapore Fujairah Average


How to recover wasted energy?Using exhaust gas energy to generate steam to operate a steam turbine.The special engine tuning in combination with direct ambient scavenge air suction allows to achieve an elevated exhaust gas temperature.

Using jacket cooling energy and scavange air cooling energy to heat up feed water.

Using exhaust gas energy after cylinders to operate a gas turbine.Today’s modern high efficiency turbochargers have a surplus in efficiency in the upper load range. This allows to branch-off exhaust gas before turbocharger to operate gas turbine.


Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency

Principle waste heat recovery system

Exhaust gas economiser

G

Ship service steam

Ship service power

G

G

G

G

M

Power turbine

Main engine

Aux. engine

Aux. engine

Aux. engine

Aux. engine

Shaft motorsystem

Turbochargers

Turbogenerator



Heat Balance Standard Engine Heat Balance with Heat Recovery

Total efficiency = 49.3%

Total efficiency = 54.9% Gain = 11.4%



Principle waste heat recovery systemApplication TechnologyEmissions \ H.Schmid \ 18.04.2005

H.P.service steam

G~

L.P.Drum

H.P.Drum

High pressure evaporrator

Low pressure evaporator

High pressuresuperheater

166°C

Low pressure superheater

3.8 barg150.3°C

3.5 barg / 190°C

9.5 barg182.0°C

9.0 barg / 260°C

Steam turbogeneratorG~

Turbocharger

Gas turbogenerator

Exhaust gas receiver

Scavenge air receiver

Scavengeair cooler

Engine

36°C 80°C

Engine jacketcooling water90°C

Ambientmax. 35°C

12 bar

-5°C

Waste gate

145°C


G~Power turbine ~ 18'000 rpm

Speed reduction gear18'000 rpm / 6'750 rpm

Steam turbine6'750 rpm

Speed reduction gear6750 rpm / 1'800 rpm

Generator1'800 rpm / 60 Hz

Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 52


Combustion air supplyApplication TechnologyEmissions \ H.Schmid \ 18.04.2005

45°C

35°C35°C

Engine room suction Ambient suction


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10'000

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Rec

over

ed p

ower

(kW

e)

SteamturbinePowerturbine

Recovered power from a 12RT-flex96C with an MCR power of 68’640 kW




12RT-flex96C - Case StudyEngine service load = 85%

Annual operating hours = 6’500 hours

Electric service load:Ship service load = 2’200 kWMinimum reefer container load (200) FEU 1’400 kWMaximum reefer container load (700 FEU) 4’900 kWAverage reefer container load (450 FEU) 3’150 kWAverage total electric load 5’350 kW

Heavy fuel price = 170 $/t



12RT-flex96C - Case Study Average aged, average ISO/tropical conditions

12RTA96CMCR = 68'640 kW

Auxiliaryengine

G~Auxiliaryengine

G~Auxiliaryengine

G~

Auxiliaryengine

G~

Annual operating costsMain engine Auxiliary engines

Fuel costs Engine power 58’344 kW 5’350 kW BSFC 168.4 g/kWh 192 g/kWhe Daily F.C. MDO 235.8 tons 24.7 tons Daily F.C. HFO 248.7 tons 26.0 tons Total D.F.C 274.7 tons Total annual F.C. 12’645’000 $

Maintenance costs Specific costs 0.7 $/MWh 3.0 $/MWhAnnual costs 312’000 $ 175’000 $ Total 487’000 $

Lube oil costs Specific consumption 1.0 g/kWh 0.7 g/kWh Annual L.O. cons. 379.2 tons 24.3 tons Annual L.O. costs 493’000 $ 31’000 $ Total 524’000 $

Total annual operating costs13’656’000 $

Four auxiliary engines, each 3’000 kW

58’344 kW



12RT-flex96C - Case Study Average aged, average ISO/tropical conditionsAnnual operating costs

Main engine Heat recovery Fuel costs Engine power 57’082 kW 0 BSFC 167.7 g/kWh 0 Daily F.C. MDO 229.7 tons 0 Daily F.C. HFO 242.2 tons 0 Annual fuel costs 11’153’000 $ 0

Maintenance costs Specific costs 0.7 $/MWh 0.4 $/MWhAnnual costs 312’000 $ 21’000 $ Total 333’000 $

Lube oil costs Specific consumption 1.0 g/kWh 0 Annual L.O. cons. 371.0 tons 0 Annual L.O. costs 493’000 $ 0

Total annual operating costs11’979’000 $

12RTA96CMCR = 68'640 kWM~

Heatrecovery

58’344 kW

CSR power= 57’082 kW = 83.2% load

8’000 kW heat recovery plant

6’680 kWe

Service power= 5’350 kWe

1’330 kWe

1’262 kWm



12RT-flex96C - Case Study Average aged, average ISO/tropical conditionsComparison of operating costs

493’000 $94.1 %

524’000 $Total lube oil costs

11’979’000 $87.8 %

13’656’000 $Total operating costs

1’677’000 $Annual savings

333’000 $68.4%

487’000 $Total maintenance costs

11’153’000 $88.2%

12’645’000 $Total fuel costs

Propulsion system with heat recovery

Classic propulsion system


Typical 3’000 kW shaft generator / motor



As proposed by Peter Brotherhood Ltd

Principle arrangement of power / steam turbogenerator package



Principle arrangement of power and steam turbogenerator



Arrangement of exhaust gas boiler



You can stop 500’000 tons of CO2 emissions from happening per vessel with waste heat recovery *

* 12RT-flex96C running at 85% load for 6000 hours per year

10% fuel saving with heat recovery

20 years vessel lifetime cycle


Waste heat recovery The enviro ship concept

The enviro ship


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Documents

Marine engine Technologies for Reduced Emissions Waste ...ssmm.bzi.pl/publikacje/Emissions-1.pdfSulzer 6 RT-flex58T-B MV “Gypsum Centennial” Smoke measurement on combinator curve