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TECHNOLOGY - EMISSIONS Scrubbers are here to stay The Exhaust Gas Scrubbers Association (EGSA) recently celebrated its first anniversary by introducing a code of conduct. Director Don Gregory explained that as this particular sector was becoming more mature with shipowners looking to invest long term in scrubbing technology, scrubbing manufacturers needed some sort of protection for their product and R&D. Poor behaviour, such as creating expectations that cannot be met, is one area to be addressed by EGSA’s membership and education is another, such as the exact definitions of particulate matter. “We would like to ensure owners are properly informed enabling them to make an informed decision,” Gregory said. “There is a lack of industry understanding and one of our remits is to educate the shipping industry.” Scrubbers have been used in land-based installations for many years and so there was a considerable amount of experience available. “Also the key criteria are to apply proper competences and high standards of commercial services,” he continued. An illustration of a common problem in the industry is the certification of the box, rather than the meter, which should be operational continuously. Gregory explained that confidentiality of EGSA’s Don Gregory. client information and unsubstantiated claims, both commercially and technologically, while dispelling misconceptions about equipment for removing SOx and particulate matter (PM) in the shipping industry, are some of the problems that the association and the code will try to overcome. EGSA has 11 members with another pending with at least four different types of scrubbing technology. The membership is open to all those involved in the design, build and commission scrubber systems. An associate category will also be available for other companies involved in the fringes of scrubbing technology, such as gas sensor manufacturers, water and waste water monitoring suppliers. Thus far there have been several scrubber installations “numbered in the teens,” Gregory said, including some on super yachts. Discussions have been centred on ‘Black Carbon’, which Gregory described as a big problem. He said that all types of fuel oil produce black carbon and the switch to distillates would create even more. The US already allows the use of scrubbers. A workshop is planned for next year and the concept was presented at IMO’s July MEPC 59 meeting and along with IMarEST at the earlier sub-committee meeting on bulk liquids and gases (BLG 13) held in March. Norwegian answer Following scrubber tests on a Klaveness managed asphalt carrier and land-based test using a 1MW diesel engine at MAN Diesel’s Holeby facility, manufacturer Clean Marine said that it intended to enter the market next year. The land-based tests were conducted between 2006 and 2008, while the shipboard tests were undertaken this year. Since its inception in 2006, Clean Marine – 50:50 owned by Klavenss Invest and Clue – has been developing exhaust gas cleaning systems (EGCS) for the marine industry. Its system was developed to fulfill all the relevant requirements adopted by the IMO’s MEPC in October last year. Its scrubber design is based upon the AVC principle and technology. Clean marine said that although EGCS is associated with seawater scrubbers for reduction of SOx and PM (particulate matter), it sees EGCS as a family of existing and future technologies designed to reduce any harmful substances in exhaust gas from any engines, irrespective of fuel type. With this wide definition, the company said that it recognised that stricter requirements in combination with new materials and technologies will make it feasible to develop sustainable cleaning processes that will surpass the technological boundary seen today; A scrubbed and cleaned exhaust may be exposed to ultrasonic light and TiO to split NOx into N and O2. Adding NaOH (caustic soda) to a seawater scrubber has given a 15% reduction of CO2 where then CO2 is bound as carbonates in seawater. Today EGCS are widely used ashore to reduce emissions – in land transport, factories and power stations. These are in the form of scrubbers, filters, catalysts, EGR, SCR etc. Hence there exists considerable experience within the field, Clean Marine said. With respect to SOx and PM removal, the EGCS is competing with fuel oil standards in the marine industry. Today the large marine engines are burning the residual oil coming out at the bottom of the refinery process. This residual oil contain in average, 2.8% sulphur (28,000 ppm) compared to the auto diesel ashore containing 0,005% sulphur (50 ppm). As SOx, it will either contribute to, or form harmful particles in itself when diluted and cooled by air, thus there is a strong need to reduce the SOx emitted by ships close to port. Such cleaning can either be achieved through exhaust cleaning – 99%, desulphurisation, or by higher grade products – diesel products. Desulphurisation is a very energy intensive and costly process and the realistic fuel oil options are therefore; 40 TANKER<strong>Operator</strong> November/December 2009
TECHNOLOGY - EMISSIONS To coke or hydrocrack the residual oil and thereby convert this to distillate. Or simply use more crude oil to produce more distillates. The latter imply that several hundred million tonnes of additional crude oil will have to be supplied each year. The former imply that the residual oil must be exposed to high temperature, pressure and large amount of hydrogen, to be converted to lighter products. Clean Marine claimed that compared to the distillate option, installation of EGCS in the form of scrubbers, represents a superior alternative; Higher cleaning efficiency unless the prescribed distillate has ultra low sulphur content. Less costly alternative. Less CO2 footprint. Better use of scarce petroleum resources. A ship or a marine installation has sufficient manpower and infrastructure to operate and maintain advanced EGCS. In that respect there is little difference between such facilities and factories, or power stations ashore. Description Being a retrofit or a newbuilding installation, the exhaust from all sources on board is drawn through one cleaning unit by a fan installed after the unit. The fan is dimensioned to take the highest relevant accumulated engine loads – propulsion engines plus auxiliary engines, plus boiler, as the case may be. Unless the accumulated load is very low, the fan speed will be kept constant and the exhaust will be recirculated back to the cleaning unit. The cleaning unit consists of an Advanced Vortex Chamber (AVC) where seawater or seawater mixed with caustic soda (NaOH) is sprayed into a vortex created by the exhaust. The vortex principle allows operation with extremely small droplets, which together with the forceful mixing of liquid and gas gives a high SOx and PM uptake in the liquid. The liquid is subsequently cleaned through a flocculants system to a standard meeting the IMO requirement with respect to turbidity and PAH. The sludge from the flocculants system is filtered out, compressed and stored in drums on board before taken ashore. Design and installation The system has been designed to be a modular concept with the following qualities claimed: High cleaning efficiency. It shall be independent any engine or boiler type, or make. The Baru was retrofited with a Clean Marine scrubber in China. Production efficiency achieved through standardisation. Quick and simple installation. Low cost. The illustration shows an installation on board the Panamax tanker Baru with a highest accumulated machinery load of 10MW. The installation includes a gas module; A common exhaust collector fitted on top of the funnel. The exhaust suction pipes from the collector and down to the AVC, the fan after the AVC and the exhaust and exhaust return pipe after fan. The liquid module includes; A 20 ft container holding booster pumps, NaOH and flocculants injection equipment and switchboard, liquid and gas monitoring and automation. The tank module includes; Storage tank for NaOH solution. Flocculants skimming and filter tanks. The only interface with the ship is feed water, high and low voltage electric power, GPS signal and air. The system as shown is designed for flow through and two operational modes: Mode 1 - Low liquid flow, 10-20 cu m per hour per MW. Seawater or fresh water mixed with NaOH. Mode 2 - High liquid flow, 30-40 cu m per hour per MW. Seawater only. Full re-circulation and a bleed flow to sea, or to a holding tank is also possible. The power requirement is about 1-2% of the machinery load covered. The Holeby tests show that the system is able to take out SOx up to 98% and PM up to 85% measured by dilution tunnel. The repeatability of the measurements however, has not been satisfactory and further optimisation is required. As a side effect - by adding caustic soda (NaOH) in surplus, up to 15% CO2 reduction was measured. The take out of NOx was measured to 4-15%. Tests started Fabrication of the full scale unit was undertaken in 2008 and installed on board the Panamax tanker Baru this year. The full scale November/December 2009 TANKER<strong>Operator</strong> 41
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Page 5 and 6: Intershield ® 300 Abrasion resista
Page 7 and 8: INDUSTRY - MARKETS Income Approach
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Page 11 and 12: Think local. Act global. Hilanders
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