case study -marpol emission standards eca … study -marpol emission standards eca compliance st...
TRANSCRIPT
Your Trusted Partner
Case study -MARPOL emission
standards ECA Compliance
ST Marine Page 2
For Commercial Use
MARPOL emission standards
Regulation 14 –SOx
Outside ECA Within ECA
4.5% m/m prior to 1
January 2012
1.5% m/m prior to 1 July
2010
3.5% m/m on and after 1
January 2012
1% m/m on and after 1
July 2010
0.5% m/m on and after 1
January 2020*
0.1% m/m on and after 1
January 2015
*depending on the outcome of a review, to be
concluded by 2018, as to the availability of
the required fuel oil, this date could be
deferred to 1 January 2025.
Source: http://blogs.dnvgl.com/lng/2011/02/lng-for-greener-shipping-in-north-america/
NOx Regulation
N/A for existing vessels
ST Marine Page 3
For Commercial Use
ECA
Source: http://blogs.dnvgl.com/lng/2011/02/lng-for-greener-shipping-in-north-america/
Body Act
IMO - SOx MARPOL Annex VI
IMO - Scrubbers Resolution MEPC.184(59)
EU 2012/33/EU
US EPA Vessel General Permit - VGP
California Air Resources Board - CARB
ST Marine Page 4
For Commercial Use
MV NOVA STAR – General Particulars
Length Overall [m] 161
Beam Overall [m] 26
Draught [m] 6.05
Tonnage [t] 27000
Displacement [t] 4145
Speed [kts] 21
Capacity[pax] 1200
[car] 336
Installed power [MW] 22.4
Power generators [kW] 4620
Main propulsion
engine [no.]
4
Diesel generator [no.] 3
Propulsors - 2 x CPP
• 1200 Passengers ROPAX ferry designed and built by ST Marine in 2011
• Medium Speed Engines running on Heavy Fuel Oil – 3.5% Sulphur (max)
• SCR installed for all the main engines
• Currently operating in Emission Control Area (ECA) – in Gulf of Maine betweenNova Scotia (Canada) and Portland (USA)
ST Marine Page 5
For Commercial Use
MV NOVA STAR – Propulsion Configuration
ST Marine Page 6
For Commercial Use
MV NOVA STAR – Engine Operating Profile
Sea-going: 4 main engines 75% MCR; 2 shaft generators running instead of the auxiliary engines.
Maneuvering:2 main engines running at 60% MCR; 2 auxiliary engines running at 92% load
Critical operating profile: During maneuvering, the 2 main and 2 auxiliary engines are operating at lower loads compared to seagoing mode
ST Marine Page 7
For Commercial Use
ECA Compliance - Options
FUEL SWITCH
Switch to low sulphur fuel in
ECA.
ADVANTAGES
Flexible
Small investment
CHALLENGES
High operating cost in ECA
Fuel change over procedures
Lube oil TBN management
Fuel availability?
CHANGE TO MGO
Run on Marine Gas Oil
(MGO).
ADVANTAGES
Convenient
No change over
CHALLENGES
High operating cost
Fuel availability?
CONVERT TO LNG
Convert engines to run on
gas (LNG).
ADVANTAGES
A solution which also reduces
NOx and particulates
CHALLENGES
Investment cost
LNG availability?
USE SCRUBBERS
Install an exhaust gas
cleaning system (scrubber).
ADVANTAGES
Works with high S HFO
Lowest total lifecycle cost
Use everywhere
Easy operation
CHALLENGES
ROI depends on fuel oil price
difference between low S fuel oil
and high S HFO
ST Marine Page 8
For Commercial Use
Fuel Switch – Low Sulphur HFO & MGO
• Low Sulphur Heavy Fuel Oil – ExxonMobil HDME 50
• ExxonMobil HDME 50 (High Distillate Marine ECA) is formulated to
meet the 0.1% SOx emission requirement.
• Low sulphur content associated with MGO
• The higher flashpoint and lower volatility properties typically found in
HFO
Advantages Disadvantages
• Reduced possible risk to HFO
main engines due to having
properties similar to HFO.
•
Available only in the
Amsterdam, Rotterdam,
Antwerp region.
•
Specially formulated by
ExxonMobil to meet ECA
requirement.
• More expensive compared to
HFO.
ST Marine Page 9
For Commercial Use
Modification 10L32/44CR to 10L35/44DF
Original Modified
Type MAN 10L32/44CR MAN 10L35/44DF
Fuel HFO 3.5% HFO 3.5%
Power 5600 5300
Speed 750 750
Bore 320 350
Stroke 440 440
Repower with LNG - Duel Fuel Engines
Advantages Disadvantages
•
Competitively
priced against
marine fuel.
•
Nearest LNG
terminal is in
state of Maryland
•Clean emission
(0% sulphur).•
Requires major
retrofitting to
ensure safety
standards are
met.
•
Able to meet
MARPOL Annex
VI Regulation 14
Tier III in 2016
on NOx.
•
Operators have
to be trained to
ensure they are
competent to
operate on LNG.
ST Marine Page 10
For Commercial Use
Scrubbers – A Retrofit Solution
Scrubbers are installed in the exhaust systems to “clean the exhaust gas”
Approved by IMO as the alternative means to comply with Regulation 14
Three modes: open loop, close loop, hybrid mode
• Open loop
- uses the natural alkalinity of seawater to react with acidic SOx,
- effectiveness depends on the alkalinity of the seawater where
NOVASTAR is operating
• Close loop
- uses freshwater mixed with alkali,
- freshwater is re-circulated instead of overboard like open loop
• Hybrid mode:
- combination of open and closed loop
ST Marine Page 11
For Commercial Use
Various Scrubber Modes – A Comparison
Comparison between different scrubber modesScrubber
modeAdvantages Disadvantages
Open loop
(OL)
•Least number of equipment
required• Dependent on the alkalinity of the seawater
• Simple system •Cannot be used in coastal area and “No-
Discharge Zone”
• Scrubbing medium required
(seawater) is readily available
Closed
loop (CL)
•Alkalinity of scrubbing water can be
controlled•
More equipment required compared to open
loop
•Can be used in coastal area and
“No-Discharge Zone”•
Requires water cleaning and re-circulation
system
Hybrid
mode (HB)
•Flexible for operators to run either
OL or CL• More equipment are required
•Alkalinity of scrubbing water can be
controlled• More pipe routing and re-routing are required
•Can be used in coastal area and
“No-Discharge Zone”
ST Marine Page 12
For Commercial Use
Various Scrubber Designs – A Comparison
Scrubber Designs : Inline & Venturi
- Inline scrubbers require higher water flow rates to make up for the absence of the jet absorber in Venturi-type
- Inline type is the preferred due to the limited space in NOVA STAR exhaust casing.
Inline typeVenturi type
Size example: 6 MW scrubber for one engine
Inline scrubber Ø1850 : 10000(h) x 2240(w) x 2560(l)
Venturi scrubber 1#6M1 : 7465(h) x 2431(w) x 4013(l)
Parameters Venturi scrubber Inline scrubber
Wash water amount 45 m3/ MWh 55 m3/MWh
Max fuel S% content 3,5% 2,5% (open loop)
Integrated option Yes No
PM removal Up to 90% ?
Replacing silencer No Possible
ST Marine Page 13
For Commercial Use
• Main space constraints: limited space in exhaust casing for scrubber units
to be installed
• Space needed for auxiliary equipment needed
Scrubber Retrofit – Space Constraints
ST Marine Page 14
For Commercial Use
• Additional weight = less pay load = economical impact
• Affects ship stability
Location Weight (t) VCG VM
1 Scrubbers - 4 nos Casing Dk#8 16.8 27.82 467.376
2 Remove 4 silencers Dk# 7 -2 26.82 -53.64
3 Remove 4 connection pcs 7111/1-4 below SCR Dk#4 -2 13 -26
4 Supply pumps - 4 nos Dk#1 3.528 2.4 8.4672
5 Wash water pump - 2 nos Dk#1 1.41 2.4 3.384
6 Reaction water pump -2 nos Dk#1 1.42 2.4 3.408
7 Residence tank (+5m Above WL) Dk#5 39 16.6 647.4
8 Multi cyclones - 2nos Dk#5 2.136 16.6 35.4576
9 Sludge tank - 4 nos (weight when full) Dk#1 4 2.4 9.6
10 Water treatment system (DAF BOTU) 2 nos 3.6 5.85 21.06
11 Alkali tank 6.4 9.6 61.44
12 Process tank 39 15.1 588.9
13 Buffer tank 12 15.1 181.2
14Holding tank (size depending onoperation profile
with zero dicharge time) 90 2.4 216
15 Piping work 20 18.23 364.6
16 Steel works/ supports 15 18.23 273.45
17 Miscelleneous 5 18.23 91.15
Total 215.3 13.44 2893.25
Scrubber Retrofit – Additional Weight
ST Marine Page 15
For Commercial Use
Decision based on
Cost
Retrofit cost and operational cost, ROI
Schedule
Equipment lead time and Vessel out of operation
Functional Performance and payload
Reduced payload and reduced earning
Effectiveness at different sea environments
Crew/ Operator Training- Gas engines
Fuel availability – LNG bunkering terminals
Your Trusted Partner
Thank You