Tier III considerations

IMO Tier III

Regulation for NOx

From 2016 in the North American Emission

Control Areas or the US Caribbean Sea

Emission Control Areas

It is a fact!

IMO Tier III Regulations “NECA”

ECA: Emission Control Areas

IMO NOx Limit Curves Tier I, II & III

0

2

4

6

8

10

12

14

16

18

20

0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200

NO

x (

g/k

Wh

)

Rated engine speed (rpm)

Tier I: (global)

Tier II: 2011 (global)

Tier III: 2016

(ECA’s)

- 20 %

- 80 %

1990-1999

engines

Tier I - 15 %

Primary methods ( Process application)

Reduction % Expected Proved by test

Engine tuning (Tier III or NECA timing) ? ?

Water emulsification ? 40?

Separate Water injection ? 70 (MHI)

EGR: Exhaust Gas Recirculation System HP 80

Secondary methods (after treatment)

SCR: Selective Catalytic Reduction System HP or LP 95

NOx Reduction Techniques

Engine Design/Builders

MAN DIESEL & TURBO

MITSUBISHI

propose:

EGR and SCR

WÄRTSILÄ

propose:

SCR

IMO Tier III for NOx and SOx Emission

For 2-stroke engines Tier III NOx levels in ECAs will be met by installation

of a Selctive Catalytic Reactor, SCR or installation of an Exhaust Gas

Recirculation, EGR system

The sulphur content has an influence on the performance and design of both

SCR and EGR. If it is decided always to run on low suphur fuels in ECA

the design and/or running cost for EGR and SCR can be lowered.

SCR and EGR can be designed for operation on HFO with the normal

sulphur contents. If HFO is used in ECAs together with either EGR or

SCR it is necessary to install a full flow exhaust gas scrubber to reduce the

SOx.

State of art

Status from

ONE

of the engine designers

EGR Test Conclusions for MAN engines

Conclusion on Extreme EGR – Test 2009 at MAN

EGR feasible for all engine loads

Tier III level feasible with approx. 40% EGR

ME technology secures optimized EGR operation

Investments and Operational Costs

Can we minimize

CAPEX and OPEX

for EGR and SCR?

Yes

CAPEX

EGR - 30%

SCR - 10%

High Low Sulphur

11 < > MAN Diesel & Turbo MDT IGC Seminar Emission Reduction Technology - Tier III

SCR CAPEX

SCR CAPEX -16 MW Tier III on High sulphur fuel

Excluded: Electric work; Urea tank; EGE by-pass

SCR engine equipment(Reactor/Mixer)

Engine modification (valvesand control system)

Auxiliary system (Ureadosing)

Installation excl. tanks

SCR CAPEX -16 MW Tier III on Low sulphur fuel

Excluded: Electric work; Urea tank; EGE by-pass

MAN PP

12 < > MAN Diesel & Turbo MDT IGC Seminar Emission Reduction Technology - Tier III

EGR CAPEX

EGR CAPEX - 16 MW Tier III on High sulphur fuel

Excluded: Electric work; NaOH and sludge tank;

EGR engine equipment(scrubber, blower,cooler))

Engine modification(valves and controlsystem)

Auxiliary system (WTS)

Installation excl. tanks EGR CAPEX - 16 MW Tier III on Low sulphur fuel

Excluded: Electric work; NaOH and sludge tank;

MAN PP

13 < > MAN Diesel & Turbo

Capital cost: EGR – SCR Rough estimatet

EGR - SCR capital cost

MAN PP

< 10 > LEE5 / Bent Ørndrup Nielsen 28.09.2015

OPEX EGR and SCR – Total Cost

Note: The LP-SCR OPEX adds to the HP-SCR calculation – the extra fuel consumption for LP-SCR burner to

decomposition of Urea is show with the green colour.

MAN. Diesel & Turbo, Low Speed

MAN PP

SFOC Comparison

MAN PP

Consumption

Figure 24 shows the independent fuel water injection

system and its test results. The water injection valves were

installed separately from the fuel injection valves.

Therefore, a large amount of water can be injected without

limiting the fuel injection system capacity, and a large

amount of NOx can also be reduced. However, since

excessive water is still required, the water injection timing

and atomizer have to be further optimized

PAPER NO.: 186

Cutting edge technologies of UE engine for

higher efficiency and environment

CIMAC 2010 CIMAC 2010

100

80

60

40

20

0

0 95 134 169 0 94 134

Water / fuel amount ratio (%)

CIMAC 2010

Deciding factors of Tier III technology

Yard preference

First cost (CAPEX)

Space requirements

Installation flexibility

Owner preferences

Operation cost (OPEX)

Operation simplicity

Reliability

Maintenance cost

Waste disposal cost

STATUS OF INTERESTS

The most effective countermeasures reducing

emission in general

is to reduce the speed of the vessel.

Proposal to reduce Emission, Investments and

Operational Costs

Power reduction Speed reduction 0% 0%

10% 3%

20% 6%

30% 10%

40% 14%

50% 18%

Proposal to reduce Emission, Investments and

Operational Costs

Tier III only for NECA

It must be ensured that the motor does not exceed the limited power

in Tier III mode.

Could be relevant and acceptable for all type of vessels operated

only partly at NECA?

If Yes then is possible to apply dual certification

Proposal to reduce Emission, Investments and

Operational Costs

Proposal to reduce Emission Investments and

Operational Costs

Dual Certification

Tier II for open Sea

Tier III for NECA only

Adopting a limited speed for the NECA areas for Tier III will be

possible of applying a

reduced Tier III application i.e. EGR or SCR on engines limited in

power output by NECA sailing.

In mean time other possibilities and less polluted as:

NECA tuning

or separate water injection

or water emulsification

or

Combination WITH the proved systems can be selected.

The overall efficiency will be better and the absolute level of

emission will be minimized simultaneous that the CAPEX and

OPEX for the shipping companies will be considerable lower.

Proposal to reduce Emission, Investments and

Operational Costs

Limit Capacity of Tier III NOx control

Proposal for dual-NOx certificate with reduced Equipment Capacity

Outside NECA – Tier II

Available power

NECA – Tier III

Available power

NECA – Tier III

60 MW

60 MW Tier II

60 MW, Same as for Tier II

60 MW Tier III

Test cycle loads (% SMCR)

Tier II 25 50 75 100

15 MW 30 MW 40 MW 60 MW

Tier III 25 50 75 100

15 MW 30 MW 40 MW 60 MW

60 MW

60 MW Tier II

EEDI requirement restrictions

30 MW, Reduced in Tier III

MCR reduced:

30 MW Tier III

Minimum power requirements

Test cycle loads (% SMCR)

Tier II 25 50 75 100

15 MW 30 MW 40 MW 60 MW

Tier III 12.5 25 37.5 50

7.5 MW 15 MW 22.5 MW 30 MW

Equivalence/NOX rule amendment?

50% power reduction equals

~ 20% ship speed reduction

Could be relevant and acceptable for ALL kind of vessels? MAN PP

Action must be taken from:

Shipyards

Engine Designers

Engine Builders

Classification Societies

Shipping Companies

IMO Tier III Regulations

From 2016 in NECA Areas

Thank you