Cutting SOx Emissions
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8/13/2019 Cutting SOx Emissions
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Cutting SOxEmissionsWith the effective DryEGCSexhaust
gas cleaning system
MAN Diesel & Turbo
Department Upgrades & Retrofits
86224 Augsburg, Germany
Phone +49 821 322-3455
Fax +49 821 322-3838
www.mandieselturbo.com
MAN PrimeServ a service brand of MAN Diesel & Turbo
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
D2366495EN Printed in Germany GMC-AUG-07122
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MAN PrimeServ provides outstand ing technical support, drawing on our long experi-
ence as an OEM. We offer expert assistance and high-quality products, wherever
and whenever our customers need us: we operate an extensive global network of
service centres, staffed by highly-skilled professionals and equipped with the lat-
est repair technology. Our 24-hour international hotline ensures a rapid response.
MAN PrimeServs comprehensive service portfolio provides for all types of diesel,
gas and dual-fuel engines and turbo machinery. It involves much more than
repairs: we bring our customers the latest technology, enabling them to continu-
ously improve the efficiency, availability and sustainability of their products and
facilities.
One of these state-of-the-art product innovations is the DryEGCS exhaust gas
cleaning system. This technology is an effective, affordable solution for vessel
operators facing stricter emission standards. The system removes sulphur from
exhaust gas, offering significantly lower operating costs than low-sulphur fuel.
Whats more, DryEGCS is clean, based on uncomplicated proven technology,
requires little maintenance effort, is compatible with other emission-reduction
technologies and can be retrofitted on most vessels.
MAN PrimeServ
Peace of mind for life
1Diesel engine
2 DryEGCSsystem
3 SCR
4 Boiler
5 Silencer
1
3
4
5
2
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Emission regulations
In recent years, global and local regulations regarding
exhaust gas emissions from marine medium speed
diesel engines have become increasingly strict.
These particu larly target nitroge n oxide (NOx) and
sulphur oxide (SOx) e missio ns. The new thresho lds
for marine diesel exhaust gas are defined in the re-
vised IMO MARPOL 73/78 Annex VI.
Sulphur in = sulphur out
The new IMO regulat ions set NOx emission limits
depending on the vessels keel laying date. The
thresholds for sulphur, however, apply to all engines
regardless of the ships age. As engine SO x emis-
sions result entirely from the level of sulphur in the
fuel used, the IMO is introducing limits on fuel sulphur
content. While engine manufacturers can influence
NOxformation, they cannot reduce the level of SOxby changing the engine combustion process or other
similar measures. That means vessel operators have
to use low-sulphur fuel to meet SOx limits unless
they have a certified exhaust gas after-treatment me-
thod, e. g. the DryEGCS.
Vessel operators are facing stricter limitations on sulphur emissions.
MAN Diesel & Turbos DryEGCS Exhaust Gas Cleaning System offers an ideal
solution. This technology efficiently removes sulphur from exhaust gas, saving
operators from buying expensive low-sulphur fuel. DryEGCSis based on a chem-
ical process using dry granulate of hydrated lime, making it exceptionally reliable
and environmentally friendly.
DryEGCS
Exhaust gas cleaning system
Boiler
Selective catalytic
reduction SCR
(optional)
Monitoring
& control
DryEGCSreactor
Diesel engine
Hydrated lime
supply & disposal
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Existing ECA
U.S. and Canadian ECA
Discussed ECA
Sulphur limits to tighten further
In addition to general emission limits for s hips oper-
ating worldwide, the IMO has defined stricter limits
valid in specified Emission Controlled Areas (ECAs).
Since mid-2010, the permissible sulphur content in
fuel ha s been lim ited to 1.0 % in ECAs. Fr om 2015,
this threshold will be significantly lowered, allowing
fuel with just 0.1 % sulphur content. In 2020, the limitfor sulphur in fuel for all ships operating worldwide
outside of ECAs is set to decrease to 0.5 %.*
At p resent, there are ECAs in the Baltic and North
Sea. These will be joined by the coasts of the USA
and Canada in August 2012. ECAs are currently
under discussion in several other frequently used
shipping regions. Strict sulphur limits have already
been in place in EU ports (0.1 % sulphur li mit) since
early 2010, and also apply in Californian coastalwaters. Other regions are likely to impose similar local
emission regulations in future.
World map showing ECAs
Higher fuel prices on the way
It is widely believed that the introduction of tougher
SOx emission limits will have an impact on future
fuel prices: the cost of low-sulphur fuels,
especially distillates, is expected to rise signifi cantly.
To give operators a more affordabl e alternati ve,
MAN Diesel & Turbo has chosen DryEGCS , an ex-
haust gas after-treatment method suitable for all me-dium speed diesel engine installations.
DryEGCS
Lower sulphur, less cost
NOx[g/kWh]
Sulphur Content [%]
General
in ECAs
in ECAs
4,5
4,0
3,5
3,0
2,5
2,0
1,5
1,0
0,5
0
Tier 1Tier 2
Tier 3
2008 2010 2012 2014 2016 2018 2020 2022
for vessel keel laying
Implementation schedule for SOxand NOxlimits, according to IMO MARPOL 73/78 Annex VI
* Implementation date under revision by IMO in the year 2018 and maybe delayed until 2025
MAN Diesel & Turbos DryEGCS exhaust gas clean-
ing system helps operators to avoid steep increases
in operating costs due to soaring prices for low-
sulphur fuels. DryEGCSeffectively removes sulphur
oxide (SOx) from the ex haust gas. As a resu lt, ope r-
ators can continue using high-sulphur HFO, yet still
fulfil the requirements set by the IMO and nationalauthorities.
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The Dr yEGCS technology is based on the chemical
reaction between sulphur and calcium. The exhaust
gas from the engine passes through a reactor filled
with dry granulate of hydrated lime. In the reactor, a
chemical reaction between the hydrated lime and the
SOxtakes place. These bind to form gypsum, which
accrues in the granulate, removing the SO x from
the exhaust gas. This process is completely dry anddoes not require any water at all. Th e reaction is most
efficient in the temperature range between 240 C
and 450 C.
DryEGCSessentially comprises a steel counter flow
reactor, which is thermally insulated and filled with
hydrated lime. The exhaust gas from the engines
turbocharger enters the reactor, flows through cas-
cades and is discharged after being cleaned.
Exhaust gas flow in reactor between cascades
DryEGCS
System description
Hydrated lime for the DryEGCSsystem
Fresh granulate is stored in a compartment above
the reactor and slowly moves through it from top tobottom by force of gravity. During the exhaust gas
dwell time in the reactor, the hydrated lime absorbs
the sulphur. The reactor design and the granulate
mass flow are carefully calibrated to ensure that the
degree of saturation increases towards the bottom of
the reactor. Used granulate is collected at the bottom
of the reactor. Mechanical or pneumatic conveyors
can supply fresh granulate and expel used granulate.
All ne cessar y system component s can be retrofi ttedin most cases.
Larger quantities of granulates can be stored in un-
used spaces in the hull or in special standardised
containers. The latter can be easily handled by
cranes or trucks during port stay, ensuring quick, ef-
ficient replacement.
A
A
A
Exhaust gas
duct
Shut-off
damper
Shut-off
damper
Shut-off
damperBypass
Cascade counter
flow reactor
Fresh hydrated lime
supply
Used hydrated lime
disposal
DryEGCSsystem
main compone nts
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Fuel price difference [/t]
Payback time in years
Assumptions:
Typical system investment
for one engine, excl. installation cost
Output: 10,000 kWSFOC: 190 g/kWh
Operation: 6,000 h/year
10
9
8
7
6
5
4
3
2
0
1
50 100 150 200 250 300 350
The operatin g costs of the DryEGC S system are
comparatively low and correlate with the targetedSOxreduction rate. Depending on the fuel price dif-
ferences between high-sulphur HFO and low-sulphur
alternative fuels, the system offers highly attractive
payback times. MAN Diesel & Turbo can provide you
with a specific business case based on the operating
profile of your vessel.
The figu re above illus trates a most prob able scena rio
in ECA zones from 2015 on, assuming a fuel pricedifference between HFO and MGO of 200/t. Accor-
ding to this example, the resulting payback time for
the DryEGCSsystem would be less than one year.
DryEGCS
Investment and payback time
The up-front investment involves the cost of the DryEGCSequipment and its instal-
lation on board. Both are dependent on the amount and size of the engines requiring
exhaust gas cleaning, and the ships architecture.
DryEGCS effect of fuel price difference on payback time
The DryEGC S process has no significant impact
on the exhaust gas temperature and backpressure.
Consequently, an exhaust gas boiler and additional
SCR (Selective Catalyst Reduction) to reduce nitro-
gen oxide (NOx) can be ope rated do wnstrea m from
the DryEGCSsystem.
In new-build vessels, the system can be installedclose to the engine in the bottom section of the craft,
which has the advantages of increasing stability and
reducing impact on cargo space.
DryEGCShas proven its high availability, while re-
quiring little servicing and maintenance. Another key
benefit is that DryEGCS does not simply result in
pollutants being released into the sea rather than the
atmosphere: instead, it binds them chemically.
Used granulate can be disposed of easily and at little
cost, as it can be re-used. For example, any remain-ing capacity for SOx reduction can be exploited in
large coal power plant applications or in many other
industries. Supply and disposal agreements can be
arranged worldwide with local business partners.
DryEGCS
Advantages
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The DryEGCSsystem can be retrofitted on most vessels. MAN Diesel & Turbos
retrofit experts will be pleased to assist you with further information and details
such as feasibility studies, business cases and project engineering. Please contact
us to receive a specific quotation for your application.
A successful example of retrofitting the DryEGCS system is the vessel MV
Timbus, where the system has proved its capability and reliability in marine appli-
cation.
DryEGCS
Retrofit solutions
The DryEGCSreactor during retrofit
The completed DryEGCS
system (rig ht page)
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DryEGCS
Characteristics
DryEGCScharacteristics
Exhaust gas after treatment avoiding mandatory
use of distillate fuel
SOxreduction into gypsum (CaSO4) by dry
granulate of hydrated lime
Reduction rate of SOx> 98 %, sufficient to fulfil
IMO limitations
No wash water required Short payback time
Low operating costs and easy maintenance
Attractive for retrofits and new buildings
Minor impact on exhaust gas temperature
Combination with SCR and heat recovery
possible
Improved smoke behaviour due to particle
filtration
Worldwide logistics for granulate supply and
disposal available
Operatio n temperature from 240 C to 450 C
Required operation temperature is maintained
in reactor for several days Heating up time after long non-active period
approx. 4 to 6 hours
Proven in land-based applications