A presentation about the new standards for shipping harmful emissions.

1. TIER III
( NOx EMISSION
REGULATION AND
ITS APPLICATION )

2. TIER III
( NOx EMISSION
REGULATION AND ITS APPLICATION )
JMA SALMINGO

3. Specific Learning Objectives:
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1. Know basic MARPOL Annex’s regulations
2. Know limits for NOx emission according to MARPOL
3. Know basic countermeasures for NOx emission

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The issue of controlling air pollution form ships - in particular, noxious gases
from ships' exhausts - was discussed in the lead up to the adoption of the
1973 MARPOL Convention. However, it was decided not to include
regulations concerning air pollution at the time.
Meanwhile, air pollution was being discussed in other arenas. The 1972
United Nations Conference on the Human Environment in Stockholm marked
the start of active international cooperation in combating acidification, or acid
rain. Between 1972 and 1977, several studies confirmed the hypothesis that
air pollutants could travel several thousand kilometres before deposition and
damage occurred. This damage includes effects on crops and forests.
Most acid rain is caused by airborne deposits of sulphur dioxides and
nitrogen oxides. Coal and oil-burning power plants are the biggest source of
sulphur dioxides while nitrogen oxides come from car, truck - and ship -
exhausts.
HISTORY

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HISTORY
In 1979, a ministerial meeting on the protection of the environment, in
Geneva, resulted in the signing of the Convention on Long-range
Transboundary Air Pollution by 34 governments and the European
Community. This was the first international legally binding instrument to deal
with problems of air pollution on a broad regional basis.
Protocols to this Convention were later signed on reducing sulphur emissions
(1985); controlling emissions of nitrogen oxides (1988); controlling emissions
of volatile organic compounds (1991) and further reducing sulphur emissions
(1994).
During the 1980s, concern over air pollution, such as global warming and the
depleting of the ozone layer, continued to grow, and in 1987 the Montreal
Protocol on substances that Deplete the Ozone Layer was signed.
The Montreal Protocol is an international environmental treaty, drawn up
under the auspices of the United Nations, under which nations agreed to cut
consumption and production of ozone-depleting substances including
chlorofluorocarbons (CFCs) and halons in order to protect the ozone layer.

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HISTORY
The Protocol adopted in 1997 included the new Annex VI of MARPOL, which entered
into force on 19 May 2005.
MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from ship
exhausts and prohibits deliberate emissions of ozone depleting substances. The annex
includes a global cap of 4.5% m/m on the sulphur content of fuel oil and calls on IMO
to monitor the worldwide average sulphur content of fuel.
Annex VI contains provisions allowing for special SOx Emission Control Areas (SECAs)
to be established with more stringent controls on sulphur emissions. In these areas,
the sulphur content of fuel oil used onboard ships must not exceed 1.5% m/m.
Alternatively, ships must fit an exhaust gas cleaning system or use any other
technological method to limit SOx emissions. The Baltic Sea Area is designated as a
SOx Emission Control area in the Protocol. The North Sea was adopted as SOx
Emission Control Area in July 2005.

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HISTORY
Annex VI prohibits deliberate emissions of ozone depleting substances, which
include halons and chlorofluorocarbons (CFCs). New installations containing
ozone-depleting substances are prohibited on all ships. But new installations
containing hydro-chlorofluorocarbons (HCFCs) are permitted until 1 January
2020.
Annex VI also sets limits on emissions of nitrogen oxides (NOx) from diesel
engines. A mandatory NOx Technical Code, which defines how this shall be
done, was adopted by the Conference under the cover of Resolution 2. The
Annex also prohibits the incineration onboard ship of certain products, such
as contaminated packaging materials and polychlorinated biphenyls (PCBs).

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Nitrogen dioxide is an irritant gas, which
at high concentrations causes inflammation of
the airways. When nitrogen is released during
fuel combustion it combines with oxygen atoms
to create nitric oxide (NO). This further combines
with oxygen to create nitrogen dioxide (NO2).
Nitric oxide is not considered to be hazardous to
health at typical ambient concentrations, but
nitrogen dioxide can be. Nitrogen dioxide and
nitric oxide are referred to together as oxides of
nitrogen (NOx).
NOx gases react to form smog and acid rain as
well as being central to the formation of fine
particles (PM) and ground level ozone, both of
which are associated with adverse health
effects.
WHAT IS Nox ?

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What is MARPOL?
-Shortened term for Maritime Pollution.
-International Convention for the Prevention of Pollution from Ships
6 Different Annex’s
Annex I
- Regulation for the prevention of Pollution by Oil.
Annex II
- Regulation for the control of Pollution by noxious liquid substances.
Annex III
-Regulation for the prevention of Pollution by harmful substances carried by sea in a packaged form.
Annex IV
-Regulation for the prevention of Pollution by sewage from ships.
Annex V
-Regulation for the prevention of Pollution by garbage from ships.
Annex VI
-Regulation for the prevention of air Pollution from ships

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MARPOL Annex VI
- has 3 Chapters with total of 18 Regulations, the following
having concerns on emission of ships:
•Regulation 12. Ozone-depleting substances
•Regulation 13. Nitrogen oxides (NOx)
•Regulation 14. Sulphur oxides (SOx) and particulate matter
•Regulation 15. Volatile organic compounds (VOCs)
•Regulation 16. Shipboard Incineration
•Regulation 18. Fuel oil availability and quality

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Regulation 13. Nitrogen oxides (NOx)
For all Engines (except emergency engines) installed on ships after 1st January 2000 of
more than 130 kW must comply to this Regulation.
NOx ( depends on ship keel laying date ):
Ship construction date Inside NOx ECA Outside NOx ECA
Before 2000 uncontrolled uncontrolled
2000 to 2010 Tier I ( 17.0 g/kWh* ) Tier I
2011 to 2015 Tier II ( 14.4 g/kWh* ) Tier II
After 2016 Tier III ( 3.4 g/kWh* ) Tier II
Tier II 1st January 2011
Achieved by in-engine measures
(also globally after 2016)
Tier III 1st January 2011
Advanced NOx reduction methods
(only in defined Emission Control Areas, ECAs)
* Engines with maximum rpm < 130
But if 130 ≤ n< 2000
Tier I , 45 . n^-0.2
Tier II, 44 . n^-0.23
Tier III, 9. n^-0.2
But if n ≥ 2000
Tier I , 9.8
Tier II, 7.7
Tier III, 1.96
Note : n represents rpm

12. 18
16
14
12
10
8
6
4
2
0
200 400 600 800 1000 1200 1400 1600 1800
Rated Engine speed, rpm
NOx
Limit,
g/kWh
MARPOL Annex VI NOx emission limits
NOx Tier II and Tier III engines are to reduce NOx emissions by 15~22% and 80%
respectively relative to 2010 NOx emission levels.
20%
80%
Tier I
Tier II
Tier III
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Nitrogen Oxides (NOx) – main variants are NO, NO2 and N2O, all
can be produced by internal combustion engines.
Main causes of NOx emissions:
1.High temperature combustion of fuels
2.Burning plant materials (leaves, twigs, etc.)
3.Chemical and Industrial processes using nitric acid, nitrates or
nitrites

14. JMA SALMINGO
To comply with this Tier III requirements ships shall have to
be installed or retrofitted with equipment/systems which can
reduce NOx below Tier III standards.
1. SNCR
2. LOW PRESSURE GAS ENGINES
3. SCAVENGE AIR MOISTURIZING
4. EGR
5. SCR

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SNCR
Selective Non-Catalytic Reduction (SNCR) – same process
with SCR but without the use of a catalyst. The ammonia or urea
is injected in the exhaust gas pipe near to the combustion engine
where the temperature is as high as 1000 ⁰C.
LOW PRESSURE GAS ENGINES
New marine engines using low pressure LNG as marine
fuel will have greater importance in meeting Tier III standards. It is
based on lean-burn principle (relatively high air/fuel ratio), in
which, the pre-mixed air/fuel charge is ignited by pilot fuel. One of
the most important aspects of this engine is that the emission are
below NOx Tier limit, and this is achieved without use of exhaust
gas treatment system.

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SCAVENGE AIR MOISTURIZING
Air from the turbocharger, after passing through the
compressor, has high temperature. Seawater is injected to this
high temperature air for cooling and making it saturated.
Distillation process makes it possible to use sea water instead of
fresh water. Humidification of air is controlled by maintaining
scavenge air temperature between 60-70 ⁰C. Water in saturated
air reduces the peak temperature as water has higher heat
carrying capacity than air.
Around 60% NOx reduction is achieved by this method. By
using combination of other technologies such as EGR with
Scavenge Air Moisturizing, NOx Tier III standards can be
achieved.

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EGR
Exhaust Gas Recirculation (EGR) means some exhaust gas
is cooled and injected back into the scavenge air receiver and to the
combustion chamber. The low oxygen concentration lowers the
combustion temperature and thus reduces NOx
emissions. However, as the combustion temperature drops, so does
the power output, and the fuel economy. Around 50-60% NOx
reduction from tier I is claimed by making use of EGR.

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Basic EGR principle
NO2 formation depends on peak combustion temperatures and
N2/O2 concentrations in the combustion air.
Effects by EGR
CO2 replaces O2 in the scavenging air.
CO2 has higher heat capacity thus reducing the
compression temperatures
•Reduced O2 content in the scavenge air reduces
the peak temperatures

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EGR

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EGR

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EGR
EGR – principal system layout

22. EGR-system
Supply Unit
Buffer Tank Unit
Water Treatment Unit
EGR Dirty water tank
EGR Drain tank
NaOH tank
EGR Dirty water transfer pump
Water Treatment System
Receiving Tank Unit
EGR unit
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23. JMA SALMINGO
SCR
Selective Catalytic Reduction (SCR) – urea or ammonia is
injected in the exhaust gas before passing it through a unit, which
consists of special catalyst layer, at a temperature between 300
and 400 ⁰C. Chemical reaction between Urea/ammonia and NOx
in exhaust gases reduces NOx (NO and NO2) to N2.
High efficiency turbocharger is required for this system as
there is pressure drop across SCR Reactor. Engine load should
be 40% and above, as NOx is reduced to N2 within specific
temperature window ( 300-400 Deg C).
If temperature is above 400⁰C, ammonia will burn rather
than reacting with NOx which will lead the system to be
ineffective. If the temperature is below 270 ⁰C, the reaction rate
will be low and the ammonium sulphates formed will destroy the
catalyst.

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SCR

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SCR

27. UREA tank
UREA drain tank
Pump unit
SCR chamber
Nozzle unit
Air treatment unit
:Maker supply (Yanmar)
:yard supply
SCR-system
Nozzle
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28. Emission Control Areas
Existing
Possible future ECA
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29. Turbine
inlet
temperature
in
dg
C
450
400
350
300
250
200
20 40 60 80 100
Engine load in %
Typical turbine
Inlet temperatures
SCR requirements
SCR temperature requirement for operation on HFO in min. 330 oC
Temperature with
Cylinder & SCR
By-pass
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NOx emission measurement and calculation
NOx emissions are to be measured and calculated applying a test
cycle according to the following:
For Diesel engines to drive fixed pitch propellers

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THE END