《轮机仿真及控制技术》课程授课教案（讲义）Mitigating Technologies for Cleaner Air

NewcastleSchool ofMarineUniversityScience&Technology。Mitigating technologies forcleanerairDrKayvanPazoukiwww.ncl.ac.uk/marine

Mitigating technologies for cleaner air Dr Kayvan Pazouki

NewcastleSchool ofMarineUniversityScience&TechnologyntroductionIn theyear2000,airpollutantsfrom international shipping intheEuropeanwatersamounted20~30%ofNOxandSO2emissionsfromallland-basedsourceinEU.AnnexVIofMARPOL73/78enteredintoforceon1gthMay2005Global shippinghas increased (intonnes)5.5%annuallyfrom2000to 2007.Increased inshipping activities has offset thepositive impact oftheemissionregulations.IMO agreed onstrictermeasuresonNOxand SOxfromships.Shipping also contributes to anthropogenicclimate changethroughemissionofcO2:Maritime shipping is estimated to emit around 3%of the globalGHG.2www.ncl.ac.uk/marine

Introduction • In the year 2000, air pollutants from international shipping in the European waters amounted 20~30% of NOx and SO2 emissions from all land-based source in EU. • Annex VI of MARPOL 73/78 entered into force on 19th May 2005. • Global shipping has increased (in tonnes) 5.5% annually from 2000 to 2007. • Increased in shipping activities has offset the positive impact of the emission regulations. • IMO agreed on stricter measures on NOx and SOx from ships. • Shipping also contributes to anthropogenic climate change through emission of CO2 . • Maritime shipping is estimated to emit around 3% of the global GHG

NewcastleSchool ofMarineUniversityScience&TechnologyPrincipal Emissions of Interest.Sulphurderivatives SOx("preferably"SO2:SO if poorcombustion)PrincipallyfromsulphurpresentinfuelIMOregulationslimitingfuelsulphurcontent(provisionforuseofscrubbers infuture)NitrogenderivativesNOX(mainlyNOandNO2)Productofcombustionprocess;promotedbyHightemperatures/longresidencedurations/oxygenabundancesIMOregulationsrelatingtoengineperformance(tierrating)anduseofCatalyticConverters(SCR)CarbonderivativesCOx("preferably"CO2:CO if poorcombustion)InevitableconsequenceofusingfossilfuelIMOguidelines(will leadtoregulation)onefficientdesignandoperationofshipsEEDl/EEOl-recognisingthatreducingtheamountofcarbon consumedperunittransporteffortwill reducetotalcarbonfoot-printParticulatematterPMCondensationofHCandSulphates,accumulationofunburnedcarbon(blackcarbon/soot)Promotedbypoorcombustion(insufficientAFR/coolregionsincombustionspace/poorenginecondition)NoIMOregulationsUnburned hydrocarbonsHCPromptedbypoorcombustion(insufficientAFR/cool regionsincombustionspace/poorenginecondition)NoIMO regulationsrwww.ncl.ac.uk/marine

Principal Emissions of Interest • Sulphur derivatives SOX (“preferably” SO2 : SO if poor combustion) – Principally from sulphur present in fuel – IMO regulations limiting fuel sulphur content (provision for use of scrubbers in future) • Nitrogen derivatives NOX (mainly NO and NO2 ) – Product of combustion process; promoted by High temperatures/long residence durations/oxygen abundances – IMO regulations relating to engine performance (tier rating) and use of Catalytic Converters (SCR) • Carbon derivatives COX (“preferably” CO2 : CO if poor combustion) – Inevitable consequence of using fossil fuel – IMO guidelines (will lead to regulation) on efficient design and operation of ships – EEDI/EEOI – recognising that reducing the amount of carbon consumed per unit transport effort will reduce total carbon foot-print • Particulate matter PM – Condensation of HC and Sulphates, accumulation of unburned carbon (black carbon/soot) – Promoted by poor combustion (insufficient AFR/cool regions in combustion space/poor engine condition) – No IMO regulations • Unburned hydrocarbons HC – Prompted by poor combustion (insufficient AFR/cool regions in combustion space/poor engine condition) – No IMO regulations

NewcastleSchool ofMarineUniversityScience&TechnologyExhaustEmissionsandCompositionsPollutants0.3%100(%) SUIO6%CO2H,O8.1%HEAT11.3%OPM0.257cO(u%/b)0.6HC13.0%028075.8%AIR8.5kg/kWh5.6%so,10Engine5.35%EXHFUEL175g/kWh50GASProcess1500.ppmNO74.3%N2288600ppmLUBE1g/kWh60ppm180ppm120mg/NmPMNO1025WORKTypicalexhaustemissionfromamodernTypicalcompositionofexhaustgasproductsofmediumlow-speeddieselenginespeeddieselengine,burningfuelwith3%sulphurcontenton averagewww.ncl.ac.uk/marine

Exhaust Emissions and Compositions Typical exhaust emission from a modern low-speed diesel engine Typical composition of exhaust gas products of medium speed diesel engine, burning fuel with 3% sulphur content on average

NewcastleSchool ofMarineUniversity+Science&TechnologyEmissionReductionTechnologiesPre-combustionmethodsMeasures and technologies modify either air orfuel prior admission to theengineinordertorestrictformationofNOxand/orSOxPre-combustionmeasuresCombustionHumid AirExhaust gasAlternativeWaterin fuelair saturationMotorsFuelsrecirculationsystemLS FuelLNGHydrogenwww.ncl.ac.uk/marine

Emission Reduction Technologies • Pre-combustion methods: Measures and technologies modify either air or fuel prior admission to the engine in order to restrict formation of NOx and/or SOx

NewcastleSchool ofMarineUniversity中Science&TechnologyEmissionReductionTechnologiesDuring combustion methods:Measures and technologies alterfuel combustion characteristics by eitherintroducing water during combustion process or through tuning enginetiming.DuringcombustionmeasuresAdvancedBasicengineDirect waterengineinjectionmodificationmodificationCwww.ncl.ac.uk/marine

Emission Reduction Technologies • During combustion methods: Measures and technologies alter fuel combustion characteristics by either introducing water during combustion process or through tuning engine timing

NewcastleSchool ofMarineUniversity+Science&TechnologyEmissionReductionTechnologiesPost-combustion methods:Technologies clean the exhaust gas using either a scrubber and or byconverting pollutants into benign speciesby chemical reactionPost-combustionmeasuresPlasma assistedSelectiveSeawatercatalyticcatalyticscrubberreductionreductionCwww.ncl.ac.uk/marine

Emission Reduction Technologies • Post-combustion methods: Technologies clean the exhaust gas using either a scrubber and or by converting pollutants into benign species by chemical reaction

NewcastleSchool ofMarineUniversity+Science&TechnologyEmissionReductionTechnologiesNon-engine/combustionmethods:Measures that concentrate on managing and optimising shipping activity toreduceemissionsNon-engine/combustionmeasuresShore sideWeatherEconomicelectricityMaintenancespeedrouting(cold ironing)Cwww.ncl.ac.uk/marine

Emission Reduction Technologies • Non-engine/combustion methods: Measures that concentrate on managing and optimising shipping activity to reduce emissions

NewcastleSchool of MarineUniversityScience&TechnologyPerformance of Mitigating TechnologiesNOSOrCO2PMCategoryTechnologv/Measure-70%0%0%0%HumidAirMotor0%0%0%-60%AirSaturation System-35%0%0%0%ExhaustGasRecirculation0%0%Pre-Combustion-20%-40~6%WaterinFuel (Max.20%)0%0%-80%-20%LowSulphurFuel(2.7%to0.5%)LNG-60%-25%-72%-90-100%Hydrogen-20%-100%-100%0%-50%0%0%-50%Direct Water Injection0%0%During Combustion-20%0%Basic Engine Modification0%-30%0%0%AdvancedEngineModification-90%0%0%0%SelectiveCatalyticReductionPlasma assistedCatalytic0%0%0%-90%PostCombustionReduction0%Seawater Scrubber0%-75%-25%Reducefuel consumptionby5%Maintenance0%-10%-20%-25%EconomicspeedNonEngine/CombustionWeatherRoutingReducefuel consumptionby10%96%3OnshorePowerSupply(OPS)97%96%2www.ncl.ac.uk/marine

Performance of Mitigating Technologies

NewcastleSchoolofMarineUniversityScience&TechnologyPerformance of Mitigating TechnologiesCostsTechnicalTECHNOLOGIESCapitalOperationalMaturityApplicability15-30USD/kWDirect Water Injection2 USD/MWhYESUnfitforSSDEYES25-54USD/kW3USD/MWhME/AEHumidAirMotors(Simple)NOAECombustion AirStaurationsystem...............YesWater in Fuel Emulsion119000USD32000 USDME/AEUncertainNOExhaust Gas RecirculationUncertainSmall 4 Stroke Engine1160~7320(NewME)YESMEBasic Engine ModificationNoAdditional CostE6060~12220(OIdME)107284smallship119764NOME/AEAdvanced Engine Modificationmediumship172580largeNo Additional costsshipYES40-70USD/kW3-4USD/MWhME/AESelectiveCatalyticReductionYES100/kWME/AESeaWaterScrubberE0.3-0.8/MWhNOPlasmaAssistedCatalyticReductionUS$3.1-7.5/kw(4stroke)YESLow SulphurFuel50-130/tonME/AEUSS1.5-4.9/kW(2stroke)LNG215/kWYESME/AE..HydrogenNOP.......3.5to8.6million(ShoreAEShore Side Electricity (Cold Ironing)YESfacility) -0.8 to 1million325,000 to 600,000(Cruisemodification)Lower EnergySpeedYESME......consumptiorReducefuelRouteYESAll types of shipsconsumptionby10%6-10%reduction inYESME/AEMaintenancefuelconsumptionRwww.ncl.ac.uk/marine

Performance of Mitigating Technologies TECHNOLOGIES Costs Technical Capital Operational Maturity Applicability Direct Water Injection 15 - 30 USD/kW 2 USD/MWh YES Unfit for SSDE Humid Air Motors (Simple) 25 -54 USD/kW 3 USD/MWh YES ME/AE Combustion Air Stauration system - - NO AE Water in Fuel Emulsion 119000 USD 32000 USD Yes ME/AE Exhaust Gas Recirculation Uncertain Uncertain NO Small 4 Stroke Engine Basic Engine Modification €1160~7320 (New ME) €6060~12220 (Old ME) No Additional Cost YES ME Advanced Engine Modification €107284 small ship €119764 medium ship €172580 large ship No Additional costs NO ME/AE Selective Catalytic Reduction 40 - 70 USD/kW 3 - 4 USD/MWh YES ME/AE Sea Water Scrubber €100/kW €0.3-0.8/MWh YES ME/AE Plasma Assisted Catalytic Reduction - - NO - Low Sulphur Fuel US$3.1 - 7.5/kW (4 stroke) US$1.5 - 4.9/kW (2 stroke) €50 - 130/ton YES ME/AE LNG €215/kW - YES ME/AE Hydrogen - - NO - Shore Side Electricity (Cold Ironing) 3.5 to 8.6 million € (Shore facility) - 0.8 to 1 million € (Cruise modification) €325,000 to 600,000 YES AE Speed - Lower Energy consumption YES ME Route - Reduce fuel consumption by 10% YES All types of ships Maintenance - 6 -10% reduction in fuel consumption YES ME/AE