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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
Marine engineTechnologies forReduced EmissionsWaste Heat Recovery
Heinrich SchmidGeneral Manager Application Development
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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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced EmissionsGlobal emissions in the marine industryInfluence of vessel speed on propulsion power
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Vessel speed (knots)
Prop
ulsi
on p
ower
fact
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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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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Ship speed (knots)
Tim
e fa
ctor
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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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Ship speed (knots)
Ener
gy fa
ctor
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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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0 20'000 40'000 60'000 80'000Vessle capacity (TDW)
Ship
ser
vice
pow
er fa
ctor
per
car
go u
nit
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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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0 10'000 20'000 30'000 40'000 50'000 60'000 70'000 80'000 90'000
Vessel Capacity (TDW)
Ener
gy p
er T
DW
and
nm
(kW
h/TD
W-m
ile)
20 knots 22 knots 24 knots 26 knots
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Sulzer RT-flex engine - suitable for further emission reduction The fully electronically controlled common rail system has greatemission influencing capabilities
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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Sulzer RT-flex common rail technologyFree selection of various injection patterns
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Sulzer RT-flex common rail technology Sequential operation of single injection nozzles
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Sulzer RT-flex common rail technology Smokeless operation at all running speeds
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0 10 20 30 40 50 60 70 80 90 100Engine Load [% ]
Filte
r Sm
oke
Num
ber [
FS
N ] HFO
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Sulzer RT-flex common rail technology Flexibility in engine tuning – Alternative fuel consumption characteristic
162.0163.0164.0165.0166.0167.0168.0169.0170.0171.0172.0173.0174.0175.0
50 55 60 65 70 75 80 85 90 95 100
Engine load (%)
Spec
ific
fuel
con
sum
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n (g
/kW
h)
RT-flex96C "Delta"
RTA96C
RT-flex96C "Standard"
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Emission overview
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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Rated Engine Speed [rpm]N
Ox
[g/k
Wh]
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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Marine Engine Technologies for Reduced Emissions
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
5
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25%load
50%load
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100% load
weightedaverage
bsN
Ox,
g/k
Wh
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
Low-NOx injection Eçåäó Ñçê oqJÑäÉñ ÉåÖáåÉëF
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Water-fuel emulsion Combination of the RT-flex system with emulsion
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wat
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Direct water injection (DWI)
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Direct water injection (DWI)
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Direct water injection (DWI) with common-rail system
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
Direct water injection (DWI)
NOx reduction potential
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
WaCoReG: water-cooled residual gas Combining water injection with internal exhaust gas recirculation
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
SCR: selective catalytic reduction Integrated with the turbocharging system
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Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
SCR: selective catalytic reduction Integrated with the turbocharging system
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
NO
x (%
)qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
NO
x (%
)
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
Low-
Nox i
njecti
on
NO
x (%
)
- 20%
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
Low-
Nox i
njecti
onW/
F Emu
lsion
NO
x (%
)
- 20% - 20%
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
Low-
Nox i
njecti
onW/
F Emu
lsion
RT-fle
x + Em
ulsion
NO
x (%
)
- 20% - 20%- 30%
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
Low-
Nox i
njecti
onW/
F Emu
lsion
RT-fle
x + Em
ulsion
Direc
t wate
r injec
tion
NO
x (%
)
- 20% - 20%- 30%
- 50%
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
Low-
Nox i
njecti
onW/
F Emu
lsion
RT-fle
x + Em
ulsion
Direc
t wate
r injec
tion
WaCo
ReG
NO
x (%
)
- 20% - 20%- 30%
- 50%
- 70%
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
0
20
40
60
80
100
Basis
, IMO
Nox t
uning
Low-
NOx t
uning
Low-
Nox i
njecti
onW/
F Emu
lsion
RT-fle
x + Em
ulsion
Direc
t wate
r injec
tion
WaCo
ReG
SCR
NO
x (%
)
- 20% - 20%- 30%
- 50%
- 70%
- 90%
-5%
qÉÅÜåçäçÖáÉë=~î~áä~ÄäÉ=çê=áå=éêÉé~ê~íáçå=Ñçê=ÑìíìêÉ=Éãáëëáçå=ëÅÉå~êáçëW
NOx emissions control technologies
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
NOx emissions control technologies
0
20
40
60
80
100
Basis
, IMO
tuning
Low-
NOx t
uning
Low-
Nox i
njecti
onW/
F Emu
lsion
RT-fle
x + Em
ulsion
Direc
t wate
r injec
tion
WaCo
ReG
SCR
NO
x (%
)
-2
0
2
4
6
8
BSF
C p
enal
ty (g
/kW
h)
NOx (%)BSFC (g/kWh)
- 20% - 20%- 30%
- 50%
- 70%
- 90%
-5%
cìÉä=Åçåëìãéíáçå=L=Éãáëëáçåë=íê~ÇÉJçÑÑ=çÑ=î~êáçìë=Éãáëëáçå=êÉÇìÅíáçå=íÉÅÜåçäçÖáÉëW
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Marine Engine Technologies for Reduced Emissions
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.
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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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 TechnologyEmissions \ H.Schmid \ 18.04.2005
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Waste heat recovery technology
Application TechnologyWaste Heat Recovery \ 46 \ H.Schmid
380 cSt Fuel Price 2004
100110120130140150160170180190200210220230240250
15 31 15 28 15 31 15 30 15 31 15 30 15 31 15 31 15 30 15 31 15 30 15 31
Jan. Febr. March April May June July Aug. Sept. Okt. Nov. Dec.
Date
Pric
e ($
/tone
)
Houston Rotterdam Singapore Fujairah Average
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Waste heat recovery technology
Application TechnologyWaste Heat Recovery \ 47 \ H.Schmid
380 cSt Fuel Price 2005
100110120130140150160170180190200210220230240250260270
15 31 15 28 15 31 15 30 15 31 15 30 15 31 15 31 15 30 15 31 15 30 15 31
Jan. Febr. March April May June July Aug. Sept. Okt. Nov. Dec.
Date
Pric
e ($
/tone
)
Houston Rotterdam Singapore Fujairah Average
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Waste heat recovery technology
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.
Application TechnologyWaste Heat Recovery \ 48 \ H.Schmid
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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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
Heat Balance Standard Engine Heat Balance with Heat Recovery
Total efficiency = 49.3%
Total efficiency = 54.9% Gain = 11.4%
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
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
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Waste heat recovery technology
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
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
Combustion air supplyApplication TechnologyEmissions \ H.Schmid \ 18.04.2005
45°C
35°C35°C
Engine room suction Ambient suction
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
0
1'000
2'000
3'000
4'000
5'000
6'000
7'000
8'000
9'000
10'000
55 60 65 70 75 80 85 90 95 100
Engine load (%)
Rec
over
ed p
ower
(kW
e)
SteamturbinePowerturbine
Recovered power from a 12RT-flex96C with an MCR power of 68’640 kW
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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
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Waste heat recovery technologyReducing emissions by improving the overall propulsion efficiency
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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
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Waste heat recovery technology
Typical 3’000 kW shaft generator / motor
Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 59
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Waste heat recovery technology
As proposed by Peter Brotherhood Ltd
Principle arrangement of power / steam turbogenerator package
Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 60
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Waste heat recovery technology
Principle arrangement of power and steam turbogenerator
Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 61
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Waste heat recovery technology
Arrangement of exhaust gas boiler
Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 62
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Waste heat recovery technology
Arrangement of exhaust gas boiler
Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 63
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Waste heat recovery technology
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
Application TechnologyEmissions \ H.Schmid \ 18.04.2005
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Waste heat recovery The enviro ship concept
The enviro ship
Application TechnologyEmissions \ H.Schmid \ 18.04.2005 \ 65
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