05 Marine Diesel Engine Emissions

Presentation for
Mari-Tech 2004
Marine Diesel Engine Emissions

Meeting Tomorrows Challenges
Ewan D Moir
June 10th 2004
Global Marine Power Supplied and Supported Locally

Agenda
 Why regulate?
 Who regulates?
 What does the customer want?
 Solutions with cost estimates
 MaK technology and results
 Caterpillar’s ACERT/the future

Reality?
Why Regulate?
 The earth is warming – increase 1 deg C during

20th century. 1998, 2001 and 2002 were three of
the hottest years ever recorded
 Growing scientific consensus that this warming

is largely the result of anthropogenic emissions
of GHG such as carbon dioxide, methane, nitrous
oxide, hydrofluorocarbons, perfluorcarbons and
sulphur hexafluoride

Why Regulate?
 CO2: Global Warming Potential (GWP) in 100 years = 1
 PFC: man made. GWP 1000 x CO2. Atmospheric Life (AL)

1000 – 10,000 years
 HFC: man made. GWP 1000 x CO2. AL 10 – 100’s years
 SF6: man made. GWP 22,000 x CO2. AL 3,200 years
 CH4: GWP 10 x CO2. AL 10 years
 NOx: GWP 296 x CO2. AL 100 years

Why Regulate?
Studies have shown that CO2 is most abundant

GHG.
Since the 1970, of the known significant air

pollutants five of the six have decreased in
concentration but NOx emissions have increased
by 10%

Why Regulate?
 My simple view of the issue.
Agricultural, industrial and “communication”

revolution - the planet was not designed to
accommodate the extremes that we impose upon her
today

Why Regulate Shipping?
 “95% of commercial goods imported to the US

arrive aboard ships”
 “Between 1983 and 1998 world seaborne trade

increased by 70%”
 “Commercial vessel traffic is expected to rise by

a further 2.5 times by 2018”
 “Worldwide, ships cause 14% of NOx and 5% of

SOx emissions”

 “During July the emissions from ships can be

responsible for increasing the NOx
concentrations in the N. Atlantic by 100x over
there background levels”
 “Sources of US NOx emissions:

 49% motor vehicles
 27% Utilities
 19% industrial/commercial/residential
 5% all other sources”

 Assuming no other changes the EPA Tier II

emission standards will reduce marine engine
NOx and PM emissions by 32% and 26%
respectively by 2030
Conclusion: It makes sense for shipping to

be part of a global effort to reduce hazardous
emissions

Who Regulates?
Marine Applications & Off Shore Petroleum Market
IMO CCNR EPA DNV Fee Fee Customer

Sweden Ge/NL
NOx g/kWh
CO g/kWh
CO2 g/kWh
HC g/kWh
Soot FSN
Particulate g/kWh
SOx g/kWh
(Fuel)

US/EU Emission Standards
Going in the same direction…NOx
g/hp-hr
8.0
US On-Highway
Tier 1
7.0 US/EU Off-road
Euro On-Highway
6.0
Euro II
Tier 2/Stage II
5.0 Tier 4a/Stage III b
EPA 98
NOx
4.0 Euro III

EPA 94 Tier 3/Stage III a
3.0 EPA 02/04
2.0 Euro V
Euro IV
1.0
EPA 07 EPA 10
0.0

US/EU Emission Standards
Going in the same direction…Particulate Matter
g/hp-hr
0.45
Tier 1 US On-Highway
0.40 US/EU Off-road
Euro On-Highway
0.35
0.30
0.25 Tier 4a/Stage III b
PM
Euro II
0.20 EPA 10
0.15 Tier 2/Stage II, Tier 3/Stage III a
EPA 94/98/02/04
0.10 EPA 07
0.05 Euro III
Euro IV/V
0.00

In 2003, a Survey of Caterpillar Sales Organizations
around the World uncovered the following Facts:
- Customers want no visible smoke during transient operation
- 30 % of engine sales in 2005 are expected to be with lower

than IMO emissions
- Retrofit kits are desired for sale in 2005
- A 2 - 3 year amortization of the extra system costs is

acceptable

Demands for low Emission Engines
Soot Emission NOx Emission
125 125
EPA
100 100
IMO II
Market Need (%)
IMO I
NOx Limit (%)

75 75
50 50
25 25
0 0
2003 2004 2005 2006 2007 2008 2009 2010 2003 2004 2005 2006 2007 2008 2009 2010
Time Time

The Emission Phenomenon
 Noxious Constituents = 0.3% of exhaust gas

(99.7% = CO2, H2O, O2 and N2)
 High pressure/temperature during combustion

leads to good fuel efficiency and low soot levels
 For low NOx levels a low combustion temperature

required

Emission Reduction
Soot Scrubber
Soot Filter
Fuel Water Emulsion
Inside the Engine Features
SCR
Direct Water Injection
Ham System
Basic Engine Exhaust Gas Recirculation
Membrane
Inside the Engine Features

Emission Reduction Technologies

MaK Technology

Long-Stroke and Low Speed
The benefits:
• Minimum wear due to high
compression, small rise of the ignition
pressure, low speed and long piston
• Long service life due to cool
combustion chamber components and
low speed
• Extreme heavy fuel capability due to
spacious combustion chamber and
low speed
• High economy due to long component
life and low fuel consumption
Short Stroke
Others • Environmentally compatible due to
low NOX and CO2 emissions
Long Stroke
MaK

The Long-Stroke Concept
moderate speed + high energy injection + high compression + ample charge air
more time for gas

good mixture formation minor ignition lag cool combustion
exchange
low CO2 emissions good heavy fuel low NOX

(SFOC) suitability emissions

IMO Compliant Engine
NOx & Soot Values

NOx Emission Values of MaK Marine Engines
20
16 M 25
M 43 C M 32 C M 20
VM 32 C
NOx- Cycle Value (g/kWh)
12
4 IMO I
IMO II
0
0 200 400 600 800 1000 1200
Engine Speed (rpm)

Soot Emission of MaK Parent Engines @ constant speed
2
1,6 M 20
Soot Emission (FSN)
M 25
M 32 C
1,2
M 43 C
0,8
0,4
0
0 20 40 60 80 100
Engine Output (%)

IMO Compliant Engine
+
Improvements (LEE and FCT)

Low Emission Engine (LEE)
 A modified IMO Compliant Engine:
 Increased compression ratio LEE =

 Modified camshaft design NOx Reducer
 Turbo efficiency improvements
 Improved fuel injection process

Flexible Camshaft Technology (FCT)
 A part of the LEE concept
 Optimised timing
FCT =
Soot Killer

The Elements of the FCT System

12 M 43 with FCT System

VM 43 with Flexible Camshaft Technology

VM 43 with Flexible Camshaft Technology

Emission Targets of Caterpillar Motoren
2
IMO Stage II IMO Stage I
IMO
max. Soot Emission (FSN)
1,5
LEE + FCT
0,5
LEE + SFH
IMO + FCT
0
0 2 4 6 8 10 12 14
NOx Emission Cycle Value (g/kWh)

NOx Emission Measurements @ 12 M 43 with FCT

Soot Emission Measurements of 12 M 43 with FCT

BSFC Measurements of 12 M 43 with FCT

Emission Targets of Caterpillar Motoren
2
IMO Stage II IMO Stage I
IMO
max. Soot Emission (FSN)
1,5
LEE + FCT
0,5
LEE + SFH
IMO + FCT
0
0 2 4 6 8 10 12 14
NOx Emission Cycle Value (g/kWh)

Predicted M 32 C with FCT @ 600 rpm
NOx = 12 g/kWh, acc. MARPOL 73/78, Annex VI, Cycle D2
1,4
1,2
IMO Base Line
Soot Emission (FSN)
0,8
0,6 var. Fuel System
0,4
var. Air System

0,2
0
0 20 40 60 80 100
Power Output (%)

Soot Emission of 6 M 32 C
25
Soot in FSN
20
0,1
BMEP (bar)
15
0,2
0,7
10
0,6 0,3
0,5 0,4
70 % soot
0,2 reduction
5
0,3 via FCT
0,5
0,7 0,9 1,1 0,9
0
300 350 400 450 500 550 600
Engine Speed (rpm)

Retrofit Kit for Low Emissions
Soot Killer NOx Killer

References?
LEE + FCT
Highly Effective
Simple
Cost Effective
Reliable
Fuel Efficient
Lub oil Efficient
ACERT and ongoing R&D

®
ACERT – Suite of Technologies
Delivering Customer Value

Air
Fuel Systems •Reliability
Systems
•Durability
•Performance
ACERT
Technology
Variable •Fuel Efficiency
Valve
Actuation •Emissions Reduction
•Noise Reduction
•Operating Costs
Electronic After-
Controls treatment

Single Fluid HEUI

M 20 LEE with Single Fluid HEUI


05 Marine Diesel Engine Emissions

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Presentation for

Marine Diesel Engine Emissions

June 10th 2004

Global Marine Power Supplied and Supported Locally

 What does the customer want?

 Solutions with cost estimates

 MaK technology and results

 Caterpillar’s ACERT/the future

Global Marine Power Supplied and Supported Locally

 The earth is warming – increase 1 deg C during

 Growing scientific consensus that this warming

Global Marine Power Supplied and Supported Locally

 PFC: man made. GWP 1000 x CO2. Atmospheric Life (AL)

 HFC: man made. GWP 1000 x CO2. AL 10 – 100’s years

 SF6: man made. GWP 22,000 x CO2. AL 3,200 years

 CH4: GWP 10 x CO2. AL 10 years

 NOx: GWP 296 x CO2. AL 100 years

Global Marine Power Supplied and Supported Locally

Studies have shown that CO2 is most abundant

Since the 1970, of the known significant air

Global Marine Power Supplied and Supported Locally

 My simple view of the issue.

Agricultural, industrial and “communication”

Global Marine Power Supplied and Supported Locally

 “95% of commercial goods imported to the US

 “Between 1983 and 1998 world seaborne trade

 “Commercial vessel traffic is expected to rise by

 “Worldwide, ships cause 14% of NOx and 5% of

Global Marine Power Supplied and Supported Locally

 “During July the emissions from ships can be

 “Sources of US NOx emissions:

Global Marine Power Supplied and Supported Locally

 Assuming no other changes the EPA Tier II

Conclusion: It makes sense for shipping to

Global Marine Power Supplied and Supported Locally

IMO CCNR EPA DNV Fee Fee Customer

Global Marine Power Supplied and Supported Locally

4.0 Euro III

Global Marine Power Supplied and Supported Locally

Global Marine Power Supplied and Supported Locally

- Customers want no visible smoke during transient operation

- 30 % of engine sales in 2005 are expected to be with lower

- Retrofit kits are desired for sale in 2005

- A 2 - 3 year amortization of the extra system costs is

Global Marine Power Supplied and Supported Locally

NOx Limit (%)

Global Marine Power Supplied and Supported Locally

 Noxious Constituents = 0.3% of exhaust gas

 High pressure/temperature during combustion

 For low NOx levels a low combustion temperature

Global Marine Power Supplied and Supported Locally

Global Marine Power Supplied and Supported Locally

Global Marine Power Supplied and Supported Locally

Global Marine Power Supplied and Supported Locally

Global Marine Power Supplied and Supported Locally

more time for gas

low CO2 emissions good heavy fuel low NOX

Global Marine Power Supplied and Supported Locally

NOx & Soot Values

Global Marine Power Supplied and Supported Locally

Engine Speed (rpm)

Global Marine Power Supplied and Supported Locally

Global Marine Power Supplied and Supported Locally