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CONTROL
ABSTRACT
Ship’s SOX emissions forms 60% of total SOX
Emissions.
We are polluting our environment by our
choice of fuel.
Emission control in the angle of MARPOL
and the technologies for reduction are taken
into account.
POLLUTANTS
Air pollutants can also be of primary or secondary
nature.
Primary is emitted directly to atmosphere.
Secondary is formed by reactions between primary
pollutants.
The major pollutants are
1. Oxides of nitrogen
2. Oxides of sulphur
3. Particulate matter
CHEMISTRY OF FORMATION
N2+O2 2NO
2NO+O2 2NO2
S+O2 SO2
SO2+NO2 NO+SO3
2NO+O2 2NO2
NO2+SUNLIGHT NO+O
O+O2 O3
HAZARDS
Corrosion
Climate change
Photochemical smog
SO2 irritates the eyes, nose and lungs
SO2 causes acid rain
NO2 causes pulmonary edema
MARPOL LEGISLATION
Annex VI- Regulations for the prevention of
air pollution from ships
Came to force on 19th May 2005
For every ship with 400 gross tonnage and
above and for fixed and floating drilling rig
Certificate- “International air pollution
prevention certificate”
Validity- period not exceeding five years
MAJOR REGULATIONS
There are 19 Regulations but the following
Regulations impact Vessel operation :
Regulation 12 – Ozone Depleting Substances
Regulation 13 – NOx emissions
Regulation 14 – Sulphur Oxide emissions
Regulation 15 – VOC emissions
Regulation 16 – Shipboard Incinerators
Regulation 18 – Fuel Oil Quality control
Emission standards are referred to a Tier I,
II,III
Tier I came into force on 19th May 2005.
The revised Annex VI enters into force on 1 st
July 2010.
Tier II,III are more stringent than Tier I .
Tier II standards are expected to be met by
combustion process optimization.
Tier III standards are expected to require
dedicated NOx emission control technologies.
REGULATION 13
Deals with control of NOX emissions.
All engines with power more than 130KW and
built on or after 1/1/2000
Doesn’t apply to engines used in emergency.
Emissions must be limited to,
17.0 g/kWh when n <130 rpm;
45.0 x n-0.2 g/kWh when n is 130 or more but
less than 2000 rpm;
9.8 g/kWh when n is 2000 rpm or more
SOX CONTROL
Extractive
Non-Extractive
Systems Systems
Infrared Ultra-Violet
Chemi-
UV Analysers Analysers Analysers
luminescence
Extractive Systems
Permanently installed
Requires additional equipment to process the
exhaust gas sample.
Advantages
Able to be remotely located in a controlled environment
Easier to operate, calibrate and maintain.
Can be set up to monitor exhaust gas emissions from more
than one engine.
Disadvantage
High Cost
NON-EXTRACTIVE SYSTEMS
Predominately use infrared or ultra-violet
techniques.
Measure the exhaust gas emissions without
extracting the exhaust gas from the uptake
system.
Advantages
More portable
Provides more rapid responses.
Disadvantages
Difficult to calibrate.
CHEMILUMINESCENCE
HCD (Heated Chemiluminescence Detector).
Accepted standard for laboratory and test cell
measurement of NOx.
Was the only available NOx detector available
during the development of the IMO Technical
code.
Needs to have a continuous supply of clean
dry air else damage to the analyser
components will result.
NO determination with detection limits down
to 1 ppb.
ULTRA-VIOLET ANALYSERS
Particularly useful for measuring SO 2 .
Used in extractive and non-extractive systems.
Not suitable for the measurement of NOx.
REDUCING SOX EMISSIONS
2 Possibilities :-
Burning fuels with lower sulphur content
Treating the engine exhaust gases
At Present limits on sulphur content of marine
fuel
Globally – 4.5%
SECA – 1% from 1st july,2010
SOX emission control areas (SECA)
North Sea, English Channel and the Baltic Sea.
TECHNIQUES FOR
REDUCING SOX EMISSIONS
3 possibilities to reduce SO2 emissions from
combustion processes:
1) REMOVAL OF SULPHUR BEFORE COMBUSTION
2) REMOVAL OF SULPHUR DURING COMBUSTION
3) REMOVAL OF SOX AFTER COMBUSTION ( I.E.
FLUE GAS DESULPHURISATION )
REMOVAL OF SULPHUR
BEFORE COMBUSTION
Process used : Hydrotreating or Hydrodesulphurisation
Treatment of the oil with hydrogen gas obtained e.g. during
catalytic reforming.
Sulphur compounds are reduced by conversion to hydrogen
sulphide (H2S) in the presence of a catalyst.
H2S washed from the product gas stream by an amine wash
H2S is recovered in highly concentrated form
Converted to elemental sulphur via the Claus-Process
Feedstock is mixed with hydrogen-rich make-up and recycled
gas and reacted at temperatures of 300 - 380 °C.
Removal of sulphur from heavier oils such as marine fuel oil
often requires pressures of up to 200 bar.
Catalysts employed : cobalt, molybdenum or nickel finely
distributed on alumina extrudates.
CLAUS PROCESS
Most significant Gas desulphurizing process
Recovers elemental sulphur from gaseous
hydrogen sulphide
The overall main reaction equation is:
2 H2S + O2 → S2 + 2 H2O
REMOVAL OF SULPHUR
DURING COMBUSTION
Experimental Stage
The combustible compound is mixed with an
admixture of water soluble and water insoluble
sulphur sorbent.
Such admixtures, remarkably, produces a
reduction in the SOX level far greater than
would be expected based on the activity of
each sorbent alone.
REMOVAL OF SOX AFTER
COMBUSTION
LIMESTONE
/GYPSUM
SYSTEM
FLUE
THE
GAS WELLMAN-LORD
SEAWATER
DESULPHURISATION PROCESS
SCRUBBER
(FGD)
SPRAY
DRY
SYSTEM
LIMESTONE/GYPSUM
SYSTEM
Most widely used process
Principle
Suspension of crushed limestone in water is
sprayed into the flue gases.
SO reacts with calcium ions to form calcium
2
sulphite slurry
Aeration of the slurry with compressed air
oxidizes calcium sulphite to calcium sulphate
After removal of the water, the calcium
sulphate can be disposed off
Advantage :
SO2 reduction around 90 %
Disadvantages :
limestone has to be stored onboard
large quantities of gypsum waste is produced
SPRAY DRY SYSTEM
A slurry of slaked lime is used as an alkaline
sorbent
The slurry is injected into the flue gases in a
fine spray.
The flue gases are simultaneously cooled by
the evaporation of water
The SO2 present reacts with the drying sorbent
to form a solid reaction product, with no
wastewater.
WELLMAN-LORD PROCESS
Hot flue gases are passed through a pre-scrubber
Ash, hydrogen chloride, hydrogen fluoride and SO3 are
removed.
the gases are then cooled and fed into an absorption tower
SO2 reacts with a saturated sodium sulphite solution to form
sodium bisulphite.
The sodium bisulphate is regenerated after a drying step to
sodium sulphite again.
The released and clean SO2 - may then be liquefied or
converted to elemental sulphur or sulphuric acid.
The sorbent is regenerated during the combustion process and
is continuously recycled, but the products (sulphur
compounds) have to be stored.
THE SEAWATER SCRUBBER
Krystallon Sea-Water Scrubber
Removes 90-95 % of SO2
In addition removes 80 % of the particulates
and 10-20% of hydrocarbons.
Advantages
♦ no limestone has to be stored on board,
♦ no waste (gypsum) is produced, which has to
be deposited on land,
♦ the seawater already contains substantial
amounts of sulphate and nitrate
♦reduction of engine noise and a reduction of
the diesel smell.
Features
SPEED OF ENGINE
MAXIMUM TEMPERATURE
INSIDE CYLINDER
COMPRESSION RATIO/PEAK
PRESSURE
AMOUNT OF SCAVENGE AIR
NOx REDUCTION
TECHNIQUES
INTERNAL AFTER
MEASURE TREATMENT
PRE-TREATMENT
(PRIMARY (SECONDARY
METHODS) METHODS)
NOx REDUCTION
TECHNIQUES
INTERNAL AFTER
MEASURE TREATMENT
PRE-TREATMENT
(PRIMARY (SECONDARY
METHODS) METHODS)
ALTERNATIVE FUELS
METHANOL
LIQUIFIED PETROLEUM GAS
METHANOL
50% REDUCTION
NO SULPHUR
BAD IGNITION QUALITY
CORROSIVE
EXPENSIVE FUEL
LIQUIFIED PETROLEUM GAS
BUTANE(C4H10)+PROPANE(C3H8)
LOW ENERGY DENSITY SO MORE FUEL
CONSUMPTION
NON-CORROSIVE
NON-TOXIC
WATER ADDITION TO FUEL
UNDER RESEARCH WITH 30% OF
WATER IN FUEL
30% REDUCTION IN NOx EMISSION
EFFECT ON ENGINE COMPONENTS IS
NOT KNOWN
DECREASE MAXIMUM TEMPERATURE
INSIDE CYLINDER
HIGH SPECIFIC HEAT
NOx REDUCTION
TECHNIQUES
INTERNAL AFTER
MEASURE TREATMENT
PRE-TREATMENT
(PRIMARY (SECONDARY
METHODS) METHODS)
MODIFICATIONS IN
COMBUSTION PROCESS
INJECTION TIMING RETARDATION
INCREASE IN INJECTION PRESSURE
OPTIMIZATION OF INDUCTION SWIRL
MODIFICATION OF INJECTOR
SPECIFICATION
CHANGE IN NUMBER OF INJECTORS
INJECTION TIMING
RETARDATION
INJECTION PRESSURE
NUMBER AND ANGLE OF HOLES
SIZE OF HOLES
CHANGE IN NUMBER OF
INJECTOR
COMBUSTION PROCESS CAN BE
CONTROLLED BETTER
REDUCE MAXIMUM COMBUSTION
TEMPERATURE
ADDITIONAL COST OF FUEL INJECTOR
AND PIPING
INCREASE IN MAINTENANCE COST
30% REDUCTION IS ACHIEVABLE
SCAVENGE/CHARGE AIR
COOLING
14% REDUCTION IS POSSIBLE BY
LOWERING CHARGE AIR TEMP. FROM
40oC to 25oC
REDUCE COMBUSTION TEMPERATURE
SUITABLE FOR MEDIUM AND HIGH
SPEED ENGINES
COOLING AIR TOO MUCH COULD LEND
TO COMBUSTION PROBLEMS
WATER INJECTION
DURING COMBUSTION THROUGH
SPECIAL INJECTOR
REDUCES THE BULK TEMPERATURE OF
COMBUSTION
40% REDUCTION IN NOx EMISSION IS
ACHIEVED
WATER INJECTION
LIMITATIONS
INTERNAL AFTER
MEASURE TREATMENT
PRE-TREATMENT
(PRIMARY (SECONDARY
METHODS) METHODS)
WHAT IS SCR?
SELECTIVE CATALYST REDUCTION IS
THE PROCESS OF REDUCING NOx
COMPOUNDS WITH AMMONIA INTO
NITROGEN AND WATER VAPOURS IN
PRESENCE OF CATALYST.
SCR SYSTEM COMPONENTS
REDUCTANT STORAGE TANK
PUMP
VAPORIZER (NOT IN CASE OF
ANHYDROUS AMMONIA)
MIXER
INJECTION NOZZELS
CATALYST CHAMBER
WORKING OF SCR SYSTEM
AFTER TREATMENT TECHNIQUE
REDUCTANT(AMMONIA) IS INJECTED
AND MIXED INTO EXHAUST
PASS THIS MIXTURE THROUGH
CATALYST CHAMBER
TEMPERATURE OF CATALYST
CHAMBER SHOULD BE 450K-720K
REACTIONS INVOLVED
REDUCTANTS USED
ANHYDROUS AMMONIA
AQUEOUS AMMONIA
UREA
CATALYST USED
BASE METAL OXIDES SUCH AS
(VANADIUM AND TUNGSTEN)
TITANIUM OXIDE
ZEOLITE (HIGH TEMPERATURE
DURABILITY)
EXHAUST GAS
RECIRCULATION
REDUCES LOCAL COMBUSTION
TEMPERATURE.
HIGH SPECIFIC HEAT OF EXHAUST GAS
AND WATER VAPOUR.
DECREASES OXYGEN
CONCENTRATION.
BUBBLE BATH SCRUBBER
EMISSION TRADE
Credit based system
This system was proposed by the swedish ship
owners association.
Large combustion installations are capped by
their maximum annual emissions.
Installation that emits less than its allocated
credits can trade the difference in the
emissions market.
HOW IT WORKS?
Emission reductions become a tradable
commodity, which can be bought and sold like
any other product in the market.
Each ship will be allocated points depending
on its yearly emissions in tons.
Trading can be made anonymously through an
emissions market.
CONCLUSION
Emission control is a necessity to make
shipping transport viable.
CSR and Green marketing are the new buzz
words.
One time investment and high returns.
Decrease in peak temperature can limit NOX
emission.
Limit SOX by removing sulphur prior
combustion.
REFERENCES
Reduction of NOx and SOx in an emission a snapshot of
prospects and benefits for ships in the northern European
SECA area.
www.imo.org
MARPOL consolidated edition 2006
Exhaust emissions from ship engines - significance,
regulations, control technologies by Laurie Goldsworthy
www.dieselnet.com
THANK YOU