The very new exhaust gas cleaning system.

There is no longer an excuse!

1
2
 Content

1.0 Introduction …………………………………………………………………………………………………………………………… Page 4

2.0 Legislation ……………………………………………………………………………………………………………………………… Page 6

2.1 EU Directive ………………………………………………………………………………………………………………………………… Page 6
2.2 IMO Marpol Annex VI ………………………………………………………………………………………………………………… Page 6

3.0 Dry Exhaust Gas Cleaning System (DeSOx) ………………………………………………… Page 10

3.1 The DryEGCS …………………………………………………………………………………………………………………………… Page 10
3.2 Consumables ………………………………………………………………………………………………………………………………… Page 12

4.0 Pilot MV Timbus ………………………………………………………………………………………………………………… Page 14

5.0 Notice of Compliance …………………………………………………………………………………………………… Page 17

6.0 Selective Catalytic Reduction - SCR (DeNOx) ……………………………………………… Page 18

6.1 Reduction of Nitrogens (TIER III) …………………………………………………………………………………………… Page 18
6.2 DryEGCS in combination with SCR ………………………………………………………………………………………… Page 20

7.0 Marketing Partnership …………………………………………………………………………………………………… Page 20

7.1 MAN Diesel & Turbo and Couple Systems …………………………………………………………………………… Page 20
7.2 Why MAN is believing in DryEGCS ………………………………………………………………………………………… Page 20

8.0 Logistic of Granulate ……………………………………………………………………………………………………… Page 22

8.1 Supply ……………………………………………………………………………………………………………………………………………… Page 22
8.2 Disposal ………………………………………………………………………………………………………………………………………… Page 22

9.0 FAQ ……………………………………………………………………………………………………………………………………………… Page 24

9.1 DryEGCS Performance ……………………………………………………………………………………………………………… Page 24
9.2 Testing …………………………………………………………………………………………………………………………………………… Page 24
9.3 Approvals ……………………………………………………………………………………………………………………………………… Page 24
9.4 Mechanical …………………………………………………………………………………………………………………………………… Page 25
9.5 Supply and Installation ……………………………………………………………………………………………………………… Page 26

3
1.0 Introduction
The DryEGCS –
an option to comply with
IMO regulations
Couple Systems was founded in Germany in 2007 and focused
on environmental technologies for international maritime ship-
ping.
Its’ mission is to become the technology leader for exhaust gas
cleaning systems in the marine industry within the next five
years.
Couple Systems’ business is innovation, development, manu-
facture and marketing of exhaust gas cleaning systems for the
reduction of emissions of ships.
The company to date has a financial equity of 2.5 mill. Euro. But
much more important is the equity the company has in form of
its extraordinary team which has more than 25 years of suc-
cessful experience in engineering of all kinds of industrial flue
gas cleaning systems. This is absolutely unique in the shipping
industry!
The environmental stress from the heavy fuel oil in shipping
(HFO) has captured the media headlines. The focus lies particu-
larly on sulphur oxide emissions since the traffic and transport
sector shipping is the biggest polluter in absolute numbers.
In order to also effectively reduce the emissions from
shipping operations, IMO, EU and i.e. the California Air
Resources Board (CARB) have taken action.
4
Very stringent regulations for the reduction of emissions, in par-
ticular for shipping operations in Europe, were compiled and
refined in Marpol Annex VI by the IMO. These, however, are still
moderate compared to regulations on land.
In order to conform to legally binding obligations, the use of
low sulphur fuel (LSFO) is one of two options. Indeed the avai-
lability of crude oil with a low sulphur content will become
more and more limited. The desulphurization process of the
crude oil in the refinery is very costly with regard to the process
and energy requirements. Therefore low sulphur fuel (LSFO) is
exorbitantly more expensive than heavy fuel oil (HFO).
The mineral oil industry has clearly stated that the necessary
refinery capacity to implement the legislation cannot be crea-
ted before 2020. Independently of this, costs of 180 billion US
dollars are quoted for building such a capacity.
The question thus is whether the oil industry is willing
to invest that kind of money in a product of compara-
tively very low value? In view of these circumstances
it is legally and economically expedient for the ship
owners to fit exhaust gas cleaning systems.
For this reason IMO has adapted the regulations specifically
with regard to performance, proof, certification, operation and
monitoring, and permitted exhaust gas cleaning systems.
Couple Systems has developed a very effective ex-
haust gas cleaning system for marine diesel engines,
the DryEGCS.

The system has been employed in waste incineration plants and

around power plants for many years and has proven itself in
significantly tougher conditions than in shipping.

In the last two years numerous shipping companies, shipyards,

naval architects, engine manufacturers, universities and oil
companies have looked very closely at the DryEGCS.

In October 2009 the DryEGCS was installed on board of the MV

Timbus. Since November 2009 the DryEGCS has been under
real conditions at sea. All test results exceeded the expecta-
tions. The DryEGCS is complying with all currently known regu-
lations that will come into effect within the next 15 years.

In April 2010 the DryEGCS has been certified by Ger-

manischer Lloyd!

In order to meet the required emissions values in the future, the

ship owners only have got the alternatives of either buying the
expensive LSFO or investing in an exhaust gas cleaning system.

The availability of LSFO in adequate quantity is a ques-

tion in itself but the price gap between HFO and LSFO
will widen considerably in the near future. Already
based on today‘s price difference the investment in a
DryEGCS will return within two years for ships purely
operating in ECA.

Not only is the return on investment of the DryEGCS reliab-

ly achieved in a short period, but, more importantly, the ship
owner meets his legal obligations and his responsibility for the
environment in a just and sustainable manner.

With the DryEGCS the ship owner can sail anywhere in the
world using the significantly less expensive heavy fuel oil, at the
same time meeting the legal limit values and complying with Successfull
the most stringent environmental regulations! P
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Today we have just four years before 2015. Considering global

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on M EGC
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There is no longer an excuse!

5
2.0 Legislation
Shipping is the most important means of transportation today
and most probably also for the next decades. In addition, com-
pared to other means of transportation (air planes, trucks, rails);
shipping is the most energy-efficient transport system. Approxi-
mately 90 % of the global cargo is moved by vessels powered
by large diesel engines which are fueled with residual fuel oils.
However, the use of residual fuel oils in excess of more than
300 mill. tons per year causes environmental issues which need
to be solved. The IMO updated the Annex VI of the MARPOL
convention in October 2008 in order to regulate emissions
generated by vessel engines. The focus is now on the global
reduction of pollutants such as nitrogen oxides (NOx), sulphur
oxides (SOx) and particulate matter (PM).
The EU Directive 2005/33/EC stipulates the use of fuel which
contain less than 0.1 % sulphur by mass for vessels berthed
in ports of the European Community. Both regulations, the
MARPOL Annex VI and the EU Directive 2005/33/EC specifically
permit the use of emission abatement technologies which pro-
vide emission reductions at least equivalent to, or even greater
than, those achievable using low sulphur fuel.
2.1 EU Directive 2005/33/EC
The EU Directive 2005/33/EC, which came into effect on Ja-
nuary 1st, 2010, clearly indicates that emissions from shipping
due to the combustion of marine fuels with a high content of
sulphur contribute to air pollution in the form of sulphur di-
oxide and particulate matter, harming human health, dama-
ging the environment, public and private property and cultural
heritage, and contributing to acidification. Furthermore, it says
that human beings and the environment in coastal areas and in
the vicinity of ports are particularly affected by pollution from
ships using fuels high in sulphur. Since January 1st, 2010 the EU
Directive 2005/33/EC regulates the use of fuels which contains
less than 0.1 % sulphur by mass for vessels berthed in ports
of the European Community. But also non-EU members of the
European Economic Areas (EEA), which include Norway and
Iceland, have agreed to enact legislation similar to that passed
in the EU for social policy, consumer protection, environment,
company law and statistics. Port authorities have started enfor-
cing the directive by applying severe fines.
2.2 IMO MARPOL Annex VI
In some countries, port and local authorities offer a reduction
of port and fairway fees depending on the amount of emissions
produced by vessels, which means that fewer emission leads to
lower fees. California for example has implemented limitations
for SOx emissions within 24 nautical miles of the coast. Beeing
in effect from January 1st, 2012 fuel must not exceed a 0.1 %
sulphur content.
The goal of limiting the emissions of SOx can be achieved by
applying primary and secondary actions technology. In order to
meet the legal restraints the usage of low sulphur fuel (primary
action) is an option. However, there is limited availability of na-
turally low sulphur fuel and the refinery process for desulphuri-
zation of high sulphur fuel is costly in reference to the process
itself and its energy consumption. This makes the low sulphur
fuel more expensive and it is currently unclear if low sulphur
fuel is available at the requested volume.
Under these conditions it is quite reasonable to specify secon-
dary actions, especially as the IMO has recently adopted gui-
delines providing regulations for performance; verification,
certification, operation and documentation of SOx scrubbers
(see MEPC184). The SECA Compliance Plan (SCP) describes
methods for compliance by each ship using scrubbers rather
than low-sulphur fuel.

WHEN SHIP TYPE AREA S-CONTENT % ACT

19.05.2006 All Baltic ECA 1.5 Marpol
11.08.2006 All Baltic ECA 1.5 EU
11.08.2006 Passenger ships All EU 1.5 EU
11.08.2007 All North Sea + Engl. Channel ECA 1.5 EU
22.11.2007 All North Sea + Engl. Channel ECA 1.5 Marpol
01.01.2010 All All EU ports 0.1 Marpol
01.01.2010 Inland waterway vessels All EU inland waterways 0.1 EU
01.07.2010 All ECAS 1.0 EU
01.01.2012 16 Greek ferries Greek ports 0.1 Marpol
01.01.2012 All Globally 3.5 Marpol
01.01.2015 All ECAS 0.1 Marpol
01.01.2020 All Globally 0.5 Marpol

6
7
 CARB – California Air Resources Board

The California Air Resources Board is part of the California En-

vironmental Protection Agency, an organization which reports
directly to the Governor‘s Office in the Executive Branch of Ca-
lifornia State Government.

ARB has developed a rule that would require oceangoing ships

to use a cleaner marine diesel fuel to power auxiliary engi-
nes while in California coastal waters and at berth. This would
moreover require ships that frequently visit California ports
to further reduce their emissions by either using low sulphur
fuel (0.1 % S) or sufficient abatement technology.

As of January 1st, 2010 all auxiliary engines of vessels operating

in California harbors must use MGO (Marine Gas Oil) with less
than 0.1 % sulphur and coming into effect on January 1st, 2012
this also applies for vessels sailing within 24 nm from the coast
of California.

Particulate Matter

Particles emitted by a diesel engine consist of sulphates, water

combined with sulphates, oxide ash (heavy metals), solid and
organic compounds with a particle size distribution of 10 nm to
10 µm. The average particle size is around 0.1 µm and particles
<1 µm are respirable.

If the particle fraction of the exhaust gas exceeds 0.15 g/Nm³

the exhaust gas becomes visible. Particles can only be separa-
ted from the exhaust gas through a filtering process such as
a mechanical ceramic filter, a Wet Scrubber or a Dry Scrubber.

Couple Systems Mission

In light of this Couple Systems offers a dry absorption process

named DryEGCS especially for the removal of sulphur oxides
and particulate matter from the exhaust gas of vessel combus-
tion engines, which is based on the experiences of long term
established and proven processes in the power plant and in-
dustry sector where the SOx-emission had to be reduced on a
large scale in the 1970s.

Couple Systems fields of activity are the development, manu-

facturing, sales and service of emission control equipment for
maritime applications.

8
Sulphur Oxides

Sulphur is a natural compound of crude oil and it appears in
different concentrations depending on the source of the crude
oil. It can be as high 6 vol. %. The sulphur is chemically bound
to the hydrocarbons of the oil. The binding energy is quite high
which makes it so as difficult and energy consuming to separa-
te the sulphur from the hydrocarbons.
During the combustion process inside the engine the sulphur
is oxidized to SO2 (app. 95 to 98 %) and SO3 (app. 2 to 5 %).
A fraction of the SOx reacts to sulfates and turns into particular
matter but the major part appears as gaseous SO2 and SO3 in
the exhaust gas.
The large-scale proven processes for the desulphurization of
exhaust gases are currently based on absorptive processes.
Normally, lime based materials such as calcium carbonate
(CaCO3), burnt lime (CaO) or hydrated lime [Ca(OH)2] are utilized.
In principal it would be possible to use water as an absorbing
agent. But the solubility of SO2 in water is rather low (@ 20°C
and 1 bar maximum 35 m³ SO2 in 1 m³ water). Because of this
low physical solubility of SO2 in water, which worsen at lower
pH-values alkaline reacting solutions such as limestone suspen-
sions are forced to react with acidic components of the flue gas
with the final result of a chemical absorption.
Other than limestone based systems desulphurization is also
feasable on water based processes. So called Dry Scrubber and
Wet Scrubber are available for operation on board of vessels.

Development of Sulphur Reduction in Fuels

CARB MDO: 2.0 > 0.5 > 0.1 Global: 4.5 > 3.5 > 0.5
CARB MGO: 1.5 > 1.5 > 0.1 EU Direktive: 0.1
ECA: 1.5 >1.0 > 0.1

5.0
Global Possible
4.5 Reduced initially to 3.50 % (from the current wi
t
4.50 %), effective from 1 January 2012; then pro-
h
gressively to 0.50 %, effective from 1 January 2020, Inst
Dryallation of
4.0
subject to a feasibility review to be completed no
later than 2018.
EGC
3.5
S
3.0 on
CARB MDO you
r sh i p
Sulphur Content in Fuel [% m / m]

2.5 MDO (DMB grade), this should have a maximum

sulphur content of 0.5 %. ECA
2.0 Reduced to 1.00 %, beginning on 1 July 2010;
being further reduced to 0.10 %, effective from
1 January 2015.
1.5

1.0 CARB MGO

Until 1 January 2012 (phase I) ships can use
MGO (DMA grade) with a sulphur content of
0.5 up to 1.5 % (!)
CARB MDO
0
2000 2005 2010 2015 2020 2025
Year

9
3.0 Dry Exhaust Gas
Cleaning System (DeSOx)
3.1 The DryEGCS

The DryEGCS technology was especially developed for the ma- The chemical reaction is shown in the following equations:
ritime industry to clean the exhaust gas of vessels based on a
dry desulphurization process onboard. This system is adapted Ca(OH)2 SO2 ½ O2 CaSO4 H2O
from land-based applications and calcium hydroxide [Ca(OH)2] Ca(OH)2 SO3 H2O CaSO4 2 H2O
in granulate form is used for the absorptive process.
The absorption of sulphur oxides leads to calcium sulphate,
This proven technology removes more than 99 % of the sulphur which is normally known as gypsum.
oxides (SOx) from the exhaust gas.
page 18
SCR (DeNOx)

Funnel Supply Silo

Absorber
Bybass Damper

Monitoring System Control Cabinet

Pneumatic Conveying

Flexible Pipeline

10
The DryEGCS is directly integrated downstream the turbo char-
ger and can be operated at temperatures between 240 - 450°C.
As the absorption process is an exothermic reaction, there is no
temperature loss of the exhaust gas. This means that boilers
and economizers can be operated while the DryEGCS is in use.
The system can also be run at lower temperatures but at the
cost of a higher consumption of granulate.
The figure (Schematic design of DryEGCS) shows a schema-
tic design of the DryEGCS process. The exhaust gas enters the
absorber and flows horizontally through a packed-bed made
of granulate. A specific design inside the absorber guarantees
the chemical reaction of the exhaust gas with the granulate.
The absorber removes rough sooty particles and other residues
from the exhaust gas and thus acts as particle filter as well.

The operation of the DryEGCS causes a back pressure of appro-

ximately up to 12 mbar. To minimize this additional pressure a
fan could be integrated into the system. However, most engine
Used Granulate
(variable Postion and size) manufacturers are declaring that such back pressure can be
tolerated. In consequence, the actual need of a fan should be
Connection to External verified case by case.
Disposal of Granulate
Connection to External
Supply of Granulate On top of the absorber a supply silo stores fresh granulate.
A controlled, continuous or interval, extraction of the reacted
Fresh Granulate
(variable Postion and Size) granulate underneath the absorber ensures the necessary gra-
nulate supply by using gravity.

For the standard application of DryEGCS, all granulate trans-

portation, like refilling of the supply silo or disposal of the reac-
ted granulate, are realized by pneumatic conveying.

The design of the conveying pipelines is flexible which has the

benefit that the storage tanks can be located in various loca-
tions onboard.

All operational parameters are sent to the control cabinet

and are inspected there. The integrated monitoring systems
plots the emission values every minute and proves that the
DryEGCS meets all regulations although the engine runs
on Heavy Fuel Oil with up to 4.5 % of sulphur content.

In case of emergency or if maintenance work needs to be done,

Schematic design of DryEGCS the DryEGCS can easily be shut down by using the bypass.

11
3.2 Consumables

Apart from electrical power, the DryEGCS only requires calcium be assigned geographically, close to the global bunker ports
hydroxide in the form of spherical granulate as an operating where the merchant ships are supplied with granulate. Both
resource. A global availability of the granulate is ensured by power plants and lime plants are located worldwide within a
Couple Systems. Production licenses for additional capacity can radius of 200 km from all major ports.

Calcium Hydroxide Granulate

chemical Formula Ca(OH)2
Diameter 2-8 mm spheric
Bulk Density 800 kg/m³
BET-Surface 18 - 20 m²/g

12
13
4.0 Pilot MV Timbus
Braren, the company owning the ship, based in Kollmar, Ger-
many has made a container ship available to Couple Systems
for a pilot project.

After a two year period of research and development, the first

DryEGCS made by Couple Systems has been installed onboard
the MV Timbus by Motorenwerke Bremerhaven during October
2009. MV Timbus is a cargo ship transporting cellulose from
Sweden to Germany and Holland.

It is a 99.9 m vessel with a gross tonnage of 6389 tdw powered

by a MaK 8M32 engine with 3850 kW @ 600 rpm. For the trial
period the system cleans app. 35 % of the exhaust gas volume
produced at 100 % MCR.

It is planned to upgrade the system to treat 100 % of the ex-

haust gas volume later in the year 2010.
During a two-week period in November 2009 the first emission
tests were conducted and operated by the Technical University
of Hamburg. Several analyses demonstrated a SOx reduction
of more than 99 %. Hereupon the classification society Ger-
manischer Lloyd has been instructed to run the exhaust gas
measurement according to MARPOL 73/78 Annex VI, & MEPC.
184(59) in December 2009.

The results of this report confirmed the values measured by

the Technical University of Hamburg. In April 2010 the “Notice
of Compliance” for the DryEGCS was issued by Germanischer
Lloyd, which has made this system the second certified SOx
abatement unit in the world and the first system been ins-
talled downstream the main engine. Since November 2009
the system has proven its liability and efficiency during more
than 3000 operating hours.
16
5.0 Notice of Compliance

17
6.0 Selective Catalytic
Reduction – SCR (DeNOx)
6.1 Reduction of Nitrogens (TIER III)
As of January 1st 2016 in ECAs TIER III has to be achieved which
is currently only manageable by applying the SCR Technology
(Selective Catalytic Reduction). Therefore Couple Systems offers
the integration of SCR technology as an option.
NOx is a generic term for mono-nitrogen oxides (NO and NO2).
These oxides are produced during combustion, especially com-
bustion at high temperatures.
The NOx fraction of the exhaust gas of diesel engine usually
consists of 95 % NO and 5 % NO2. Currently there are several
technologies available such as Exhaust Gas Recycling (EGR),
Fuel Water Emulsion (FWE), and Humid Air Motor (HAM)
Dosing Unit
Schematic view of SCR system
18
which reduce the temperature of the combustion process and
thereby also the formation of thermal NOx. With these kinds of
engine modifications Tier I and Tier II can be achieved reliably.
In a SCR process nitrogen oxides are reacted stoichiometrically
with ammonia or urea as reducing agent to form nitrogen
(N2) and water vapour (H2O) which occurs naturally in the
atmosphere.
The SCR process is sensitive to the presents of sulphur oxides
which can react with the NH3 to ammonium hydrogen sulfate
(NH4HSO4) which can clog the surface of the SCR and thus
reduce the efficiency of the SCR.
Compressed Air
page 10
Dry EGCS
Therefore the combination of a desulphurization plant such as Additionally, the SCR process is extremely flexible concerning
DryEGCS with a downstream installed SCR is a preferred option flow rates and flue gas compositions with the exception of
both technically and economically. high contents of sulphur oxides, heavy metals and dust load.

The SCR process reliably achieves a reduction level of nitrogen The SCR technology is applied in a couple of thousands of
oxides by means of the reactions shown in a broad temperature combustion processes on land and has proven its long-term
range between about 280 °C and just below 600 °C, depen- efficiency. More than 300 SCR systems are currently operated
ding on exhaust gas conditions and catalyst type. onboard of vessels.

The selection and the combination of metal oxide catalysts such Couple Systems’ R & D program incorporates the optimization
as vanadium pentoxide, titanium dioxide, aluminum oxide and of conventional SCR technology as well as the development of
others secures NOx conversions of well above 90 %. new catalysts meeting the demands of the shipping industry
more effectively.

N2 and H2O

Control Cabinet

Extrudates or
coated ceramic
honeycomb
Urea Tank elements

Mixing Element

Dosing Pump
Urea Injection

NOx
Exhaust Gases

Schematic structure of Couple Systems SCR technology

19
6.2 DryEGCS in combination with SCR

In case a selective catalytic reduction for the NOx removal of the Beside the benefit of the energy saving for the reheating it is
exhaust gas is required this unit will be installed downstream also possible to operate a smaller and higher active catalyst
the DryEGCS without any additional reheating. and prolong its lifetime significantly.

bypass

sorption material

silo

change over damper

A A
SCR

shut down
fan optional adapter funnel

M discharge

reaction
product
Flow Chart of DryEGCS in combination with a SCR
engine

7.0 Marketing Partnership

7.1 MAN Diesel & Turbo and Couple Systems 7.2 Why MAN is believing in the DryEGCS

Effective as of August 1st, 2010, MAN Diesel & Turbo and
Couple Systems agreed to further extend their already existing
development partnership and added a close marketing coope-
ration partnership to it.
After a three-year-development period the DryEGCS is ready
for the market! The object of the new agreement is the mar-
keting and selling of the DryEGCS into the shipping industries.
Emissions of SOx are solely a function of the sulphur content in
the fuel burnt and cannot be influenced by the engine builder
using primary measures in the combustion chamber. Thus, only
secondary measures are available to combat SOx i.e. fuel condi-
tioning and after treatment.
Using heavy fuel oil to benefit from the prize gap to low sulphur
distillates requires an after treatment measure, which is able to
not only meet the legislation but also allows to very economi-
cally operate a vessel. A proven way of after treatment is the
absorption of SOx in reactors using limestone. The DryEGCS is
reaching an efficiency of about 99%. The DryEGCS technique is
neutral to the exhaust gas temperature and allows the operati-
on of the SCR in the cleaned exhaust gas afterwards.

20
The constant high temperature level of the DryEGCS permits
the installation at the bottom of the vessel which gives ad-
vantages regarding stability and impact on cargo space. The
reactor itself contains the packed-bed granulate. The exhaust
gas passes through the absorber and the SOx reacts with the
granulate (limestone) to gypsum. The granulate runs through
the system by gravity and is extracted as residue on a frequent
basis.
The discharged residues are disposed of to land-based applica-
tions i.e. power plants where they are used as valuable consu-
mable additive in the burning process.
MAN Diesel & Turbo offers the DryEGCS which removes the
sulphur permanently from the biosphere.
DryEGCS − another important step to a greener future.

The residues can be stored i.e. in spare rooms within the hull
which allows an optimized installation to reduce the impact
on valuable spaces like cargo or passenger areas onboard of
the vessel. In the harbor, the residues will be replaced by fresh
granulate.

21
8.0 Logistic of Granulate
8.1 Supply

Lime plants produce the special hydroxide granulate for the • Silo Tuck • Big Bags • Special DryEGCS Containers.
DryEGCS which is then transported by silo trucks to large sto-
rage silos near important harbors. These logistic centers will The ship owning companies will be able to coordinate the sup-
secure adequate supply of the granulate to fill either: ply and disposal of granulate with the Logistic Centers.

Lime Plant

Logistic Transportation Units onboard

Centers
Silo Truck Special DryEGCS Big Bags
Containers

8.2 Disposal

The used granulate that has to be disposed off the vessels is

collected the same way as the supply is organized. The logistics
centers store the residuals and organize their distribution to
the various users of this material on a cost neutral basis.

This are for example:

Power Plants Cement Plants Steel Plants Agro-Technology

for high temperature as a retarding agent for slag reduction Companies
desulphurization for soil remediation

22
Residue Recycling

Power Plants The remaining active capacity of the

for high temperature residues is used in power plants for
desulphurization the high-temperature desulphurization
process. The result of this process is
gypsum which is used to produce plas-
ter boards for the construction industry.

building material
Gypsum
for plaster boards

Cement Plants The used granulate has a high con-

as a retarding agent tent of gypsum. In cement plants
gypsum is used as a retarding agent.
The cement is used in all kinds of con-
structions.
construction industry
Cement (bridges, roads)

Steel Plants Steel plants need slag binders for their

for slag reduction blast furnaces and the used granulate
can be used for that process. The slag is
removed and converts into gravel for in
road construction.
gravels for
Slag
road construction

Agro-Technology The used granulate is mixed with other

components and works in soil remedia-
for soil remediation
tion in areas where surface mining was
done.

Limestone soil remediation

substitute

23
9.0 FAQ
9.1 DryEGCS Performance

What is the maximum % of sulphur fuel allowable to
achieve emissions equivalent to a 0.1% sulphur fuel?
Up to 4.5%. In the DryEGCS-Process Ca(OH)2 (Calcuim
hydroxide) reacts with sulphur oxide to gypsum. The higher
the sulphur content, the higher the consumption of the
calcium hydroxide granulate.
What size of engine was DryEGCS fitted to (MW)?
3.6 MW main engine of MV Timbus.
When were the units fitted and how long have they
been operated (h)?
October 2009, 3000 h operating hours to date and it is still
operating

What % of particulate matter is removed?
80 % of particulate matter is removed.
Can DryEGCS be combind with SCR technology?
DryEGCS can be combined with a SCR-System. The DeNOx
System can remove 90 % of NOx.
Can boilers and economizers be used in connection
with DryEGCS?
Yes, since the loss of temperature is negligible.
Does DryEGCS removed CO2?
DryEGCS is able to remove CO2 up to 15 %.
On what type of vessel and where have they been
operating?
Freighter, 6389 tdw, Baltic and Northern Sea (ECA)
What is the maximum and typical % of sulphur fuel
that has been in use?
Maximum: 1,78 % of sulphur in fuel, typical 0.94 % of
sulphur in fuel
Has the emissions to air performance of onboard
EGCS units been independently verified and results
published?
Yes, GL emission report, Approval- No. 97248-10 HH

Please provide a link to the performance report(s)

Report available upon request
9.2 Testing
Please provide a link to the environmental impact
Have the DryEGCS units been used or tested in land assessment(s)
based applications? What industries and where? There is no environmental impact
Yes. Ceramic industry (HFO fired tunnel oven), secondary
melting processes, biomass incineration (Europe,
Australia, Americas).

What sizes of applications have DryEGCS units been

9.3 Approvals
fitted to (megawatt - MW)?
Landbased applications of approx. 250 000 Am³/h, equal to
Have any DryEGCS units been certified under
a 20 MW engine, were fitted with DryEGCS units.
Scheme A of the EGCS guidelines?
No
When were the units fitted and how long have they
been operated?
Have any DryEGCS units been certified under
The units have been in continuous operation for 20 years.
Scheme B of the EGCS guidelines?
What is the type of fuel and maximum / typical % of
Yes
sulphur that has been in use?
HFO (IFO ISO 8217) 4.5 % sulphur content
What size DryEGCS units are certified under Scheme
B (MW)?
How many DryEGCS trial units are / have been
3.6 MW DryEGCS Unit on MV Timbus
fitted?
One pilot installation onboard of MV Timbus.
Please advise when and by whom.
Two trial units at Technical University Hamburg (TUHH).
Germanischer Lloyd, 27.04.2010

24
9.4 Mechanical
What medium is used for scrubbing (e.g. seawater,
freshwater and chemical, dry chemical)?
Ca(OH)2 - calcium hydroxide
For the following please assume 2.7 % of residual
sulphur fuel: What is the consumption of dry chemi-
cals (kg/h/MW)?
With an estimated specific fuel oil consumption of 200 g/
kWh and 2.7% sulphur content the calcium hydroxide con-
sumption will be approx. 16 kg/h/MW.
Are there any other consumables associated with
the actual process of scrubbing? If so please advise
what and the consumption rate.
There are no other consumables used.
What is the EGC system’s typical power consumption
(EGC system power consumption kW/ engine MW)?
1.5 - 2 kW/engine MW (min. 15 - 20 kW)
What is the size range of engines that can be cur-
rently scrubbed (MW)?
1 - 36 MW
What is the typical footprint and height of the
DryEGCS units i.e. how much space do they occupy
(m2 x m)? Please advise for 1 MW and 20 MW units
(or biggest in your range)
1 MW: 10 m² x 7.3 m (h)
20 MW: 63 m² x 12.9 m (h)
25
What is the in-service (i.e. filled) weight of the
DryEGCS units (t)? Please advise for 1MW and
20MW units (or biggest in your range).
1 MW: 24 t fill; 9 t light
20 MW: 294 t fill; 116 t light
Where are the DryEGCS units normally fitted (e.g. in
funnel, outside funnel etc)?
DryEGCS could in variable positions on the vessel.
The connetion of the system to the engines ductwork directly
after the turbocharger.
How many exhausts per DryEGCS unit?
Multi stream is possible, i.e. one main engine plus three aux.
engines.
Assuming a 2.7 % sulphur fuel and continuous ope-
ration over a one month period. What storage capa-
city/tankage is required (m3/MW) for calcium hydro-
xide granulate?
Density of Ca(OH)2 in spherical form is approx. 800 kg/m³
With an estimated operating time of 720 h (30d*24h) there
should be a capacity of 14.4 m³/MW.
9.5 Supply and Installation

Please briefly advise the steps that will be followed

for a vessel to be fitted with a DryEGCS unit. What
can be fitted with the vessel in service and what
with the vessel off hire?
The entire installation should be off hire.

What is a likely off hire period?

Retrofit: 5-7 working days

Is dry-docking likely to be required?

No

Please give what management and labor you sup-

ply (e.g. project management, vessel design/naval
architecture services, manual labor – own and sub –
contracted staff etc).
Project management, naval architecture services, manual
labor – own and sub -contracted staff etc)

Please advise what management and labor is requi-

red to be supplied by the ship operator
· Electrical wiring for connection of all consumers between
system and the cabinet (incl. maintenance switches).
· Complete ductwork is connection and insulation between
absorber in- and outlet, the engine and the exhaust
pipeline.
· Supporting structure/ foundation on the vessel.
· Wall transitions, holding devices and sealing.
· The outer housing is to be delivered by the purchaser in
case the system is installed outside on the deck
(mostly retro-fit).
· Proper access and possibility for storage in the
harbor/shipyard
· Scaffolding, cranes, fork lift, boom lift and hoist during
installation / insulation.
· Power and water supply during assembly period.

Who will interface with the vessel’s Classification

Society regarding Installation matters?
Couple Systems GmbH

Who will be responsible for service after installation?

Couple Systems GmbH

Who wil be responsible for approval of SECC, ETM,

OMM, SECP, EGC Record Book or logging system?
Couple Systems GmbH

26
 Managing Directors
Jan Hafkemeyer
Olaf Knueppel

Europe - North America Office

Hamburger Landstrasse 49
D - 21357 Bardowick - Germany

Tel.: +49 (0)40 526 000 900

Fax: +49 (0)40 526 000 939
Email: info@couple-systems.com

www.couple-systems.com

27
Why to apply the DryEGCS -
on board of my ships?

· Robust and proven simple system

· No corrosion of downstream installed exhaust gas components
· No aerosol formation in exhaust gas
· Exploitable residues
· Installation of comparatively small-sized SCR catalyst
· No reheating of the exhaust gas required for the SCR
· Combined particle precipitation
· No examination of the sewage quality required
· Very low energy consumption
· Return-on-Invest in less than one year if operating in ECA
· No transmission of pollutants from the atmosphere into the
hydrosphere but total removal from the biosphere!

Europe - North America Office

www.couple-systems.com
Hamburger Landstrasse 49
D - 21357 Bardowick - Germany
Tel.: +49 (0)40 526 000 900
Fax: +49 (0)40 526 000 939
Email: info@couple-systems.com

28