Recommended
More Related Content
What's hot
What's hot (20)
Viewers also liked
Viewers also liked (8)
Similar to Greenportcongress10oct2013experienceswithinnovativesolutionstoreducedieselexhaustemissions 131007134217-phpapp01
Similar to Greenportcongress10oct2013experienceswithinnovativesolutionstoreducedieselexhaustemissions 131007134217-phpapp01 (20)
Recently uploaded
Recently uploaded (20)
Greenportcongress10oct2013experienceswithinnovativesolutionstoreducedieselexhaustemissions 131007134217-phpapp01
- 1. Port Equipment Experiences Customer Challenge Our customer, MSC Home Terminal, is the largest container terminal in the port of Antwerp. Their aim was to improve the carbon footprint while increasing the competitiveness by reducing diesel fuel consumptions on their larger fuel users. Solution To make fuel consumption and the corresponding emissions more efficient and environment‐friendly, MSC Home Terminal, has equipped 31 of its straddle carriers with the AquaFuelSystemPlus (AQS+). Customer Benefits The 31 modified straddle carriers now use less fuel and thus produce less harmful emissions. The project is a part of a programme by the Port Authority in an effort to promote more environment‐friendly port equipment. The improvements are significant: independent monitoring and tests have shown that the system yields fuel savings, and fewer emissions, with the CO2 content of exhaust gasses falling from 6.4% to 5.3%, a reduction of more than 18%. The amount of carbon monoxide is also reduced by more than 10%, while almost 19% less nitrogen oxides (NOx) are emitted. Thanks to the more efficient combustion, soot (PM) emissions are cut by an amazing 85% at POINT OF COMBUSTION Case Study Environmental benefits for MSC Home Terminal container moving equipment Copyright 2013, Automotive Ecology BVBA‐ all rights reserved
- 2. A Antwerp Break bulk stevedore also installed our system on a Gottwald mobile crane used to unload ships. The client subsequently conducted a fuel consumption measurement by using an external fuel tank on a weighing scale in order to accurately verify the fuel consumption reduction. In this case, they run the engine at idle for 4 hours, with and without the system. Then another 2 hours under load with and without using our system. The results are impressive with a 26% saving at idle and 16% under lead as presented here. Case Study Commercial benefits for Break bulk mobile cranes Port Equipment Experiences - 26 % - 19 % - 78 % - 47 % Copyright 2013, Automotive Ecology BVBA‐ all rights reserved
- 3. Commercial benefits for Break bulk mobile cranes Evaluated Impact ‐ Avoided Emissions Port of Antwerp Copyright 2013, Automotive Ecology BVBA‐ all rights reserved Scania DS12 – Straddle Carrier ‐ Container moving Equipment Measurement Without AQS+ With AQS Dif % Avoided Emissions at 4500 yearly running hours CO2 (% Vol) 5,4 4,4 ‐ 18,52 54 ton/year CO (mg/ Nm3) 199 176 ‐ 11,56 63 Kg/year NOx (mg/ Nm3) 1823 1481 ‐ 18,76 9429 Kg/year PM (mg/ Nm3) 10,5 1,6 ‐ 84,76 84,76 Kg/year Eurofins NV; ELO1110/041 Eurofins NV; r010003 Cummins KTA‐38 – Gottwald Mobile Crane Measurement Without H2/O2 With H2/02 Dif % Avoided Emissions at 2500 yearly running hours CO2 (% Vol) 4,6 2,3 ‐ 50,00 159 ton/year CO (mg/ Nm3) 679 504 ‐ 25,77 828 Kg/year NOx (mg/ Nm3) 1645 1332 ‐ 19,03 1773 Kg/year PM (mg/ Nm3) 187 41,2 ‐ 77,97 447 Kg/year Eurofins NV; ELO1112/003 Eurofins NV; ELO1201/019 CO2 -> Avoided Emissions = 1833 ton/year CO -> Avoided Emissions = 2,8 ton/year NOx -> Avoided Emissions = 294 ton/year PM -> Avoided Emissions = 3,1ton/year Total Evaluated Emission Reductions for the Port of Antwerp
- 4. Commercial benefits for Break bulk mobile cranes Direct impact on the local community Economic Analysis Copyright 2013, Automotive Ecology BVBA‐ all rights reserved https://www.gov.uk/air‐quality‐economic‐analysis Damage costs approach; Damage costs are a simple way to value changes in air pollution. They are estimates of the costs to society of the likely impacts of changes in emissions. Damage costs assume an average impact on an average population affected by changes in air quality. Table: IGCB Air quality damage costs per ton, 2010 prices Central Estimate NOX £955/ton PM transport average £48,517/ton -> Economic Appraisal => 280,770 £/year ‐> 332k€ ‐> Economic Appraisal => 150,402 £/year ‐> 178 k€ UK Economic Emissions Appraisal Operator & Competitive Fuel Cost Advantage 31 SC machines Cargotec @ 4500Hrs/yr @ 26 liters that can save 10% ‐> 2,5lts/Hr => 2,5*31*4500ltrs @ 0,7€/ltr (2013 avg) = 244k€/yr 1 Gottwald mobile crane @ 2500Hrs/yr @ 45 liters that can save 15% ‐> 6,75lts/Hr => 6,75 *2500lts @ 0,7€/ltr (2013 avg) = 11,812€/yr
- 7. Independent research & validation Study nr. 2011‐01‐1964: Effects of Hydrogen Addition to Intake Mixture on Cyclic Variation of Diesel Engine Tomoyuki Hashimoto ‐ Honda R&D Co., Ltd. Toru Miyamoto ‐ Yamaguchi University Abstract: The present study experimentally investigated cyclic variation of combustion characteristics of a diesel engine with hydrogen added to the intake air in detail. As a result, there were three ignition modes: (1) hydrogen ignition mode, (2) hydrogen‐assisted ignition mode, and (3) diesel‐fuel ignition mode. Ignition timing fluctuated from cycle to cycle in each ignition mode and between one ignition mode and another mode. As the coolant temperature was increased, the number of cycles in diesel‐fuel ignition mode decreased, and indicated thermal efficiency and cyclic variation was improved. In the case with the blow‐by gas introduced to intake port, preflame reaction of blow‐by gas first occurred, ignited hydrogen, and then diesel‐fuel was ignited by hydrogen combustion in hydrogen ignition mode and hydrogen‐assisted ignition mode. International Journal of Hydrogen Energy, Volume 36, Issue 10, May 2011: Hydrogen effects on NOx emissions and brake thermal efficiency in a diesel engine under low‐temperature and heavy‐EGR conditions Graduate School, Department of Mechanical Engineering, Yonsei University Abstract: The energy content of the introduced hydrogen was varied from an equivalent of 2–10% of the total fuel’s lower heating value. A test engine was operated at a constant diesel fuel injection rate and engine speed to maintain the same engine control unit (ECU) parameters, such as injection time, while observing changes in the carbon dioxide produced due to variations in the hydrogen supply. Additionally, the EGR system was modified to control the EGR ratio. The test results demonstrated that the supplied hydrogen reduced the specific NOx emissions at a given EGR ratio while increasing the brake thermal efficiency. The rate of NOx reduction due to hydrogen addition increased at higher EGR ratios compared with pure diesel combustion at the same EGR ratio. http://www.automotive‐ecology.eu/en/validation/