EXHAUST EMISSIONS AND

IT’ S CONTROL
IN MARINE ENGINES

12/08/2021 1
1. EXHAUST EMISSIONS

Exhaust gas emissions from marine diesel engines largely comprise

nitrogen, oxygen, carbon dioxide and water vapour, with smaller
quantities of carbon monoxide, oxides of sulphur and nitrogen, partially
reacted and non-combusted hydrocarbon and particulate material.
 Nitrogen oxides :- Generated thermally from nitrogen and
oxygen at high combustion temperatures in the cylinder. During
combustion a series of reactions occur which cause a minor proportion
of the atmospheric nitrogen, in charge air, by means of the thermal and
the prompt mechanisms, and much of the nitrogen present in the fuel to
oxidise, principally forming nitric oxide (NO).

12/08/2021 2
 Sulphur oxides:- The oxides of sulphur (SOx, SO2+SO3)
emissions are the direct result of the sulphur content of the fuel oil.
During the combustion process this fuel-bound sulphur is rapidly
oxidised to sulphur dioxide (SO2). A small fraction of the SO2, some
3-5 percent, may be further oxidised to sulphur trioxide (SO3).
 Carbon Dioxides :- Some 6 per cent of the exhaust gas emissions
from this engine are carbon dioxide. Although not itself toxic,
carbon dioxide contributes to the greenhouse effect (global
warming) and hence to changes in the Earth’s atmosphere. The gas
is an inevitable product of combustion of all fossil fuels, but are
emissions from diesel engines.
 Particulate Matter :- Particulate matter (PM) is a complex mixture
of inorganic and organic compounds resulting from incomplete
combustion, partly unburned lube oil, thermal splitting of HC from
the fuel and lube oil, ash in the fuel and lube oil, sulphates and
water. More than half of the total particulate mass is soot (inorganic
carbonaceous particles), whose visible evidence is smoke.

12/08/2021 3
 Hydrocarbons :- created by the incomplete combustion of fuel and
lube oil, and the evaporation of fuel have an unpleasant odour, are
partially carcinogenic, smog forming and irritate the mucus membrane
(emissions, however, are typically low for modern diesel engines).
 Carbon Monoxide :- resulting from incomplete combustion due to a
local shortage of air and the dissociation of carbon dioxide. CO will be
formed due to partial oxidation of carbon in local areas of high fuel air
ratios within combustion chamber, or where hydrocarbon material is
only released in the later stages of combustion process.
 Nitrogen and Oxygen :-The N2 component of the combustion air is
largely unaffected by the combustion process. The exception to this is
very minute proportion which combines with O2, to form various oxides
of nitrogen. The excess of O2 and associated N2 – over and above that
required by the combustion process in terms of chemical balance – are
essential to ensure both adequate scavenging and thorough mixing of
air and fuel throughout combustion chamber

12/08/2021 4
Typical Exhaust Emissions from Modern Low Speed Engines

12/08/2021 5
2. MARPOL ANNEX VI
Regulation 13, Oxides of Nitrogen :-
These controls on NOx emissions apply only to diesel engines over
130 kW installed on ships built on or after January 1st, 2000 along
with engines which undergone a ‘major conversion’ on or after
January 1st, 2000.
IMO’s current maximum allowable NOx emissions level
depend on speed category of an engine and range from 17 g/kWh
for engines of speed <130 rev/min to 9.84 g/kWh for engines of
speed > 2000 rev/min.
Any diesel engines solely used for emergency purposes, such
as those driving fire pumps, are exempt. Also exempt are diesel
engines installed don ships engaged only in voyages within waters
controlled by the ship’s Flag State, provided alternative NOX
emission control measures are in place and are enforced.

12/08/2021 6
Crank speed (n) , rpm NOX limit, g/kWh

Less than 130 17.0

130-1399 45 × n-0.2 (i.e. 600 rpm-12.g/kWh)
2000 or more 9.8

12/08/2021 7
New Tier II and Tier III emissions regulations on engine
performance

The emissions regulations in Annex VI of MARPOL 73/78 have

now been in force since 19 May 2005, retroactive for engines from 1
January 2000, referred to as the Tier I level. At the moment, a review
process is progressing to revise the existing emissions regulations and
the NOx Technical Code into a Tier II level.

Tier II, which is to enter into force on 1 January 2011, reduces the
existing Tier I level by 2.6 g/kWh NOx in the relevant speed region for
new two-stroke engines, and Tier III, which is to enter into force on 1
January 2016, reduces the existing Tier I level by 80% across the entire
speed limit NOx curve for new engines, but only in a defined local area
near shore. Outside this area, the Tier II level will be in force

12/08/2021 8
IMO NOx Limits
12/08/2021 9
Regulation 14, Oxides of Sulphur

Regulation 14 is primarily directed towards operational controls.

These SOX emission controls will apply to all forms of combustion
machinery used on board, irrespective of their end use.

A two tier approach is to be adopted to SOX controls. At the

global level, a sulphur cap value of 4.5 per cent for all fuel oils will
be introduced following the entry into force of the Annex.

Further restrictions will apply when operating within certain

environmentally sensitive areas, which will be declared ‘SOX
Emission Control Areas’. In these cases, the sulphur content of the
fuel oils used must not exceed 1.5 per cent .

12/08/2021 10
Fuel Sulphur Limits-Implementation
dates
12/08/2021 11
3. CONTROLLING NOx EMISSIONS
Primary NOx Reduction Methods
1)Fuel oil based controls
a) Low nitrogen content
b) Emulsification of fuel
The NOx reducing mechanism, resulting from the
introduction of water into combustion chamber, is accomplished
by the water reducing peak temperatures in the combustion
process.
In order to have the optimal spray into the combustion
chamber, it is recommended that the water droplets in the fuel
oil after emulsification are as small as possible. Both ultrasonic
and mechanical type of homogeniser can be used to obtain the
same level of NOX reduction per water unit added without
penalising engine performance.
12/08/2021 12
Pressurised fuel oil system with homogeniser
13
2) Charge Air Based Controls
a) Exhaust Gas Recirculation
Some of the exhaust gas is cooled and cleaned before
recirculation to the scavenge air side. Its effect on NOx
formation is partly due to a reduction of the oxygen
concentration in the combustion zone, and partly due to the
content of water and carbon dioxide in the exhaust gas.
b) Charge air Humidification
Another way of introducing water into the combustion
zone is by humidifying the scavenge air: warm water is
injected and evaporated in the air intake, whose absolute
humidity is thereby increased. An early drawback was that
too much water in the air can be harmful to the cylinder
condition but the introduction of the anti-polishing ring in the
liner has allowed a much higher humidity to be accepted.

12/08/2021 14
EGR System
12/08/2021 15
Humid Air Motor System
12/08/2021 16
3) Combustion Based Controls
a) Direct Water Injection
Direct Water Injection (DWI) is effective in reducing
NOx by adding mass and stealing heat from the combustion
process when the water is evaporated.
Wärtsilä medium speed engines with DWI systems
feature a combined injection valve and nozzle for injecting
water and fuel oil into the cylinder. The nozzle has two
separate needles that are also controlled separately, such
that neither mode (water on/water off) will affect operation of
the engine. The engine can be transferred to non-water
operational mode at any load, the transfer in alarm situations
being automatic and instantaneous. Water injection takes
place before fuel injection, resulting in a cooler combustion
space and hence lower NOx generation; water injection stops
before fuel oil is injected into the cylinder so that the ignition
and combustion process is not disturbed.

12/08/2021 17
Click icon to add picture

Direct Water injection System

12/08/2021 18
b) Fuel Nozzles

Different fuel nozzle types and designs have a significant impact on

NOx formation, and the intensity of the fuel injection also has an
influence.
The increased mean effective pressure ratings of modern
engines require increased flow areas throughout the fuel valve which,
in turn, leads to increased sac volumes in the fuel nozzle itself and a
higher risk of after-dripping. Consequently, more fuel from the sac
volume may enter the combustion chamber and contribute to the
emission of smoke and unburned hydrocarbons as well as to
increased deposits in the combustion chamber. The relatively large
sac volume in a standard design fuel nozzle thus has a negative
influence on the formation of soot particles and hydrocarbons.

12/08/2021 19
Evolution of fuel injection valve design for MAN 2-stroke
engines
12/08/2021 20
c) Rate Shaping

This relates to the rates at which fuel oil is injected into the
cylinder while fuel valve is open and is with all mechanical
systems, a function of profile of fuel cam. With the application of
electronic injector control, particularly to common rail fuel
systems, a far more flexible approach to rate shaping would be
possible, assuming such systems can withstand the temperatures
necessary for operation with residual fuel oils. The rate shaping
limits the quantity of fuel oil injected during the ignition delay
period. Additionally, it is necessary to avoid an unduly short
injection period to avoid localized high temperature zones and
hence NOx formation.

12/08/2021 21
Secondary NOx Reduction Methods
 Selective Catalytic Reduction
In an SCR system the exhaust gas is mixed with ammonia
(preferably in the form of a 40 per cent solution of urea in water)
before passing through a layer of special catalyst at a temperature
between 290 and 450 degree Celsius. The lower limit is mainly
determined by the sulphur content of the fuel: at temperatures
below 270degree Celsius ammonia and SOx will react and deposit
as ammonium sulphate. At excessive temperatures, the catalyst will
be degraded.
The NOx is reduced to the harmless gaseous waste products
water and nitrogen; and part of the soot and hydrocarbons in the
exhaust is also removed by oxidation in SCR process reactor.
Among the desirable qualities of a catalyst are: a low inertia,
which means that the ammonia slip (the quantity slipping past the
catalyst) is extremely low, even during transient operations; a low
pressure drop and a short heating-up time; and a low fouling
tendency, ensuring minimal deterioration in performance over time.
12/08/2021 22
SCR System Layout

12/08/2021 23
SCR Process
12/08/2021 24
3. CONTROLLING SOx EMISSIONS

Primary Method to Reduce SOx Emissions

 De-Sulphurisation

The quantity of SOx generated during combustion, on a fuel specific

basis, is directly related to the sulphur content of the fuel oil. It follows that
the most obvious route to SOx emissions controls is to limit the fuel oil
sulphur content, which is the one adopted within the MARPOL Annex VI
regulations.

All crude oils contain some sulphur to a greater or lesser extend

typically from below 0.1 per cent to above 5.0 per cent. Unless specific de-
sulphurisation techniques are used during the refining process this sulphur
will eventually be distributed between the various products streams.

12/08/2021 25
Low Sulphur Fuel Operation
Even though two stroke engines are largely insensitive to fuel oil quality,
changing between fuels with different viscosities require major
considerations.
The cylinder lube oil base number must be considered. Operating on
normal BN 70 cylinder oil for too long when burning low-sulphur fuel will
create a situation where corrosion on the cylinder liners becomes too small
and uncontrolled. The result is the creation of an excess of additive-
generating deposits in the combustion chamber. Low-BN oil is available
from the major oil companies, and recommendation on the low and high-BN
oils is also available.
The fuel change-over process must follow the thermal expansion of
both the fuel pump plunger and the barrel, and a procedure has been
avoided causing damage to the fuel pumps.
. To ensure the creation of a hydrodynamic oil film between the fuel
pump plunger and barrel, a viscosity of 2cSt is required at the engine inlet.
This may be difficult to achieve for some DO and GO.

12/08/2021 26
Secondary Methods to Reduce SOx Emissions
 Seawater Exhaust Gas Scrubbers

Cooling the exhaust gas stream to below dew point of the SOX
components causes them to condense. Where this cooling is achieved
through direct contact with sea water, which is naturally alkaline (pH
typically around 8.1), the combined action is to wash out this condensed
material, neutralise it and dilute it.

In figure the scrubber is fitted with a first stage particulate educator

fed with sea water bled of the main supply line. The drain from the main
scrubber unit flows directly overboard via the main effluent line, while drain
from the particulate educator section is discharged separately after
cleaning. In this the exhaust gas SO2 concentration is reduced from 497
ppm to 48 ppm, with the pH of the scrubber water decreasing from 8.01-
2.95, i.e. from alkaline to acidic.

12/08/2021 27
Partial flow Exhaust gas Scrubbing System
12/08/2021 28
4.REDUCTION OF EMISSION BY ‘INTELLIGENT
LUBRICATION’

MAN Diesel has achieved this by developing an Alpha Lubricator

system. The electronically-controlled Alpha Lubricator was developed
to inject the oil into the cylinder directly on the piston ring pack at the
exact time that the effect is optimal. The system features a number of
injectors that inject a specific amount of lubricant into the cylinder every
four (five, six etc.) revolutions of the engine. The lubricator has a small
piston for each quill in the cylinder liner, with power for injecting the oil
provided from system pressure generated by a pump station.

12/08/2021 29
Working of Alpha Lubricator System

The properties of cylinder oil scraped from the liner wall reflect
the chemical environment in the cylinders as well as the physical
condition of rings and liner; and there is a direct relationship
between some of the key parameters in the scrape-down oil and the
actual cylinder condition. A lubrication algorithm—based on scrape-
down analysis data, cylinder oil dosage, engine load and cylinder
wear rate— can thus be created. Automatic optimization of lube oil
dosage and cylinder lubrication efficiency is facilitated by on-line
monitoring of the scrape-down oil composition from each cylinder,
feeding the results into a computer (along with the above algorithm),
and sending signals to each Alpha Lubricator.

12/08/2021 30
Arrangement of Alpha electronic cylinder lubricant system

12/08/2021 31
CONCLUSION
Summing up the various options for noxious exhaust emission
reduction it is suggested that:
 The first choice is engine tuning modifications that can achieve up to
39 per cent reductions in NOx emission levels compared with those of
standard engines in 1990.
 For further NOx reductions, separate water injection is considered the
most appropriate solution; the technique has proved its ability on the
test bed to reduce emission levels by some 60 per cent compared with
today’s standard engines
 Exhaust gas after-treatment by selective catalytic reduction (SCR) has
proved an effective solution in reducing NOx by 90 per cent or more,
despite the special difficulties imposed by using high sulphur fuel oils.

12/08/2021 32
 Requirements for lower emissions of sulphur oxides (SOx) are most
favourably met by using fuel oils with reduced sulphur contents.
Although SOx reduction by exhaust gas after-treatment is technically
feasible, the de-sulphurization process inevitably imposes a disposal
problem which would not be acceptable for shipping.
 Carbon monoxide and hydrocarbons can, if necessary, be reduced
by an oxidation catalyst housed within an SCR reactor.
 Particulates reduction, with the engine running on heavy fuel, poses
a challenge. Technical solutions are available (electrostatic
precipitators, for example) but involve either great space
requirements or great expense. Particulate emissions are reduced
by 50–90 per cent, however, through a switch to distillate fuel oils.

12/08/2021 33
THANK YOU

12/08/2021 34