Global Greenship, September 2009 Low Sulfur Fuel and ... · PDF fileGlobal Greenship, September 2009 Low Sulfur Fuel and Emissions Advances ... C) Fuel Viscosity ... Exhaust Gas Recirculation

2009/04/01© MAN Diesel

Global Greenship, September 2009Low Sulfur Fuel and Emissions Advances

2009/04/01© MAN Diesel 2

1. Singapore

5. South Korea, Busan

9. Germany, Hamburg

10. China, Qingdao

6. Netherl., Rotterdam

2. China, Shanghai

8. Taiwan, Kaohsiung

7. UAE, Dubai

3. China, Hong Kong

4. China, Shenzhen

existing ECAs: Baltic Sea, North Sea

planned ECAs: Coasts of USA, Hawaii and Canada

Top Container Ports :

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)

Most used trading routes

ECA and SECA Trends


Proposed North American Emission Control Area


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


IMO & CARB Fuel-Sulphur Content Limits


Low-sulphur Fuel Operation

Engine

Compatibilityof mixed fuels

Tank systemconsiderations

Viscosity

OilCylinder Oil BN40-70

Fuel changeover requirementHigh S% Low S%

2009/04/01© MAN Diesel 2009.02.25 (LD/MZP)

ViscosityThe 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.

LubricityThe 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.

Low Sulphur Fuels / Viscosity and Lubricity


� 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

Factors influencing viscosity tolerance


Poor Fuel Switching Techniques

Source: Gard


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) atengine 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.

2009/04/01© MAN Diesel 2009.02.25

•

Low Sulphur / Viscosity fuels

0

20

40

60

80

100

120

140

1 2 3 4 5 6 7 8

Fuel

Tem

p (d

eg C

)

Fuel Viscosity (cSt) @ 40C

Fuel Temperature vs Viscosity

2.0 cSt

4.0 cSt

5.0 cSt

1.5 cSt

GOODFuel above 3 cSt

MAN Diesel recommend to operate the engine on fuels with viscosities above 3 cSt

DOUBTFULFuel viscosity 2 - 3 cSt

MAN Diesel strongly recommend to make start checks prior to port operation

3.0 cSt

NOT GOODFuel below 2cSt

MAN Diesel do not recommend to operate the engine on fuels with viscosities lower than 2 cSt

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.


Viscosities of Marine Distillate Fuels

Characteristic Unit Limit DMX DMA DMB DMC

Density at 15°C kg/m³ max. - 890.0 900.0 920.0

Viscosity at 40°C mm²/s min. 1.40 1.50 - -

Viscosity at 40°C mm²/s max. 5.50 6.00 11.0 14.0

Flash point °C min. - 60 60 60

Sulphur %(m/m) max. 1.00 1.50 2.00 2.00

Marine Distillate Fuels

(LEE4/KID)


Auxiliary SystemDiesel Oil Cooler in Fuel Oil System

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)

Limit for Viscosity at Inlet to Engine


Methods to deal with Low Sulfur fuel operation

�Fuel Coolers or Chillers

�Diesel Switch


HFO system with MDO cooler


Auxiliary SystemDiesel Oil Chiller in Fuel Oil System

(LEE4/KID)


DIESELswitch „S“


DIESELswitch Retrofit

Retrofit Solution:


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 possibleNo need to run engine with lowest power for change over process


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


Advances in Emission Control.

�Methods of achieving upcoming Tier 2 and Tier 3 emissions regulations.

2009/04/01© MAN Diesel 22

Tier 2 and Tier 3 Proposal

NOX reduction in a 2-step approach:

� Tier II - from 2011 achieved by in-engine measures – 15-25% reduction� Tier III - from 2016 using special NOX 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”.

2009/04/01© MAN Diesel 23

Proposed NOX Limits

3335627

NO

X(g

/kW

h)

2009/04/01© MAN Diesel 24

History and Future for SFOC and NOx

3334808.2007.04.10 (LSP/LB)

Year

SFOC g/kWh

Ideal Carnot cycle

Full-ratedDe-rated

84VT2BF180K98FF

KGF

GB/GBEGFCA

MC/MC-C

NOx

NOx g/kWh

SFOC

0

50

100

150

200

250

1940 1960 1980 2000 2020

10

20

ME/ME-C

2007

?


Operators Demand Fuel Savings

253336254.2008.12.16 LSP/GT

2009/04/01© MAN Diesel 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

• From 3 to 5% SFOC tolerance

Tier 2 • 15 to 25% NOx reduction (from Tier 1) • PM & SOx reduction by fuel Sulfur

content

• Fuel nozzle & performance optimization

• Slide valves mandatory

• CO2 & SFOC penalty 1-3%

Tier 3 • Up to 80% NOx reduction (from Tier 1)From Jan. 2016

• EGR, SAM, SCR

• CO2 & SFOC penalty

2009/04/01© MAN Diesel 27

Emission Control – Effect and Cost

Reduction capability First costin % of

engine price

Running cost index

Tier 1 = 100NOx CO HC PM

Primary methods

Engine adjustments 10-15% �� 0%/Small 102

SL & Alpha lube - - �� 0%/Small 101

Water emulsion 20-30% - - �� 10-20% *) 101

SAM 40-50% �� 20-30% *) 101

Secondary methods

SCR (Sel. Cat. Reduction) 80-98% ? ? ? 50-70% 110

*) Depending on installation


EGR WIF

32

1

5

6

78

4

SCR

Tier 3 Technologies


10K98MC-C and 6S35MC on the same Testbed

L/74236-1.0/0402 (3000/OG)

2009/04/01© MAN Diesel 30

“Slide Valve” Fuel Injection Nozzles

2009/04/01© MAN Diesel 31

7S50ME-C – 75% LoadMode Change Demonstration

L/74496-0.1/0903 (2430/NK)

0

100

200

300

400

500

600

700

800

900

1000

1100

1200

1300

16:37 16:38 16:39 16:40 16:41 16:42 16:43 16:44 16:45 16:46

NO

x[p

pm]

2003-02-17

140 150 160 170 180 190 200 210 220 2300 0

20 100

40 200

60 300

80 400

100 500

120 600

140 700

160 800

CylinderPump

2003-02-17

140 150 160 170 180 190 200 210 220 2300 0

20 100

40 200

60 300

80 400

100 500

120 600

140 700

160 800

CylinderPump

Economy mode Low NOX mode

Time

2009/04/01© MAN Diesel 323331562.2006.11.22 (3001/LB)

CIMAC Kyoto June 2004

NOx reduction at 100% Load

20

40

60

80

100

120

0 10 20 30 40

Water content - % mass

Ultrasonic HomogenizerHigh pressure mixer

NOx reduction by Water Emulsification

1% of water reducesNOX by 1%

2009/04/01© MAN Diesel 33

SCR System

L/71835-9.0/0801 (2160/PZS)

32

1

5

6

78

4Deck

1 SCR reactor2 Turbocharger bypass3 Temperature sensor after SCR4 Large motors for

auxiliary blowers5 Urea injector6 SCR bypass7 Temperature sensor

before SCR8 Additional flange in exhaust

gas receiver9) Best suited for steady high-load conditions with limited use of HFO

C

2009/04/01© MAN Diesel 34

Scavenge Air Moisturing (SAM)

L/73394-7.0/0902 (2430/NK)

HAMunit High heat capacity and low O2 in scavenge air give low combustion temperatures

Humidification/moisturing of scavenge air increases heat capacity and lower the O2content

Low combustion temperatures give low NOx

SAM influence on NOx formation

Influence on reliability and safety: Field test

2009/04/01© MAN Diesel 35

Water Stages on SAM System

3333238.2005.11.09 (2432/PZS)

Sea Water Inlet

Sea Water Outlet

FW Stage1 InletFW Stage1 Outlet

FW Stage2 Inlet

FW Stage2 Outlet


EGR – Exhaust Gas Recirculation


EGR – Exhaust Gas Recirculation

3335239.2007.11.12 (LDF/NK)

NOx Crossover eq. to -20% per 1g/kWh

NOx/SFOC crossover

-60

-40

-20

0

20

40

60

80

100

120

0 10 20 30

EGR (%)

Rel

etiv

e N

Ox

in %

0

1

2

3

4

5

6

7

8

9

Rel

ativ

e S

FOC

in g

/kW

hNOx

SFOC


MAN Diesel EGR Unit for MAN B&W Low Speed Engines

Exhaust gas into EGR scrubber from exhaust gas receiver

Exhaust gas out of EGR scrubber, into EGR cooler

Cooling sea water to/from EGR cooler

Exhaust gas out of EGR blower, into charge air pipe

EGR Scrubber

EGR Cooler

EGR Blower

2009/04/01© MAN Diesel 39

Thank you for your Attention

3334660.2007.01.05 (3000/OG

Documents

Global Greenship, September 2009 Low Sulfur Fuel and ... · PDF fileGlobal Greenship, September 2009 Low Sulfur Fuel and Emissions Advances ... C) Fuel Viscosity ... Exhaust Gas Recirculation