MAN 7020-0145 - Uk PDF

Emission Project Guide
MAN B&W Two-stroke Marine Engines
MAN B&W Two-stroke Marine Engines
Preface
MAN Diesel & Turbo

for Marpol Annex VI Regulations
The intention of the Emission Project Guide is to give sufficient information to decide and design solutions for emission reductions at the initial stage of a project
involving MAN B&W two-stroke marine engines.
The information is to be considered as preliminary. It is intended for the project
stage only and subject to modification in the interest of technical progress. The
Emission Project Guide provides the general technical data available at the date of
issue.
It should be noted that all figures, values, measurements or information about
performance stated in this project guide are for guidance only and should not be
used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes.
2016-07-01 - en
July 2016
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6th Edition
The latest, most current version of the Emission Project Guide is available on the
Internet at: www.marine.man.eu Two-Stroke Project Guides Other
Guides.
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Preface
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.
If this document is delivered in another language than English and doubts arise
concerning the translation, the English text shall prevail.
Copyright 2016 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered
with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as
MAN Diesel & Turbo).
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MAN Diesel & Turbo

Teglholmsgade 41
DK2450 Copenhagen SV
Denmark
Telephone +45 33 85 11 00
Telefax +45 33 85 10 30
[email protected]
www.mandieselturbo.com
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This document is the product and property of MAN Diesel & Turbo and is protected by applicable
copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted
provided source is given.
7020-0145-06ppr Jul 2016

Scope
The intention of the Emission Project Guide is to give sufficient information to

decide and design solutions for emission reductions at the initial stage of a project involving MAN B&W two-stroke marine engines. The information provides
technical data needed for the preliminary design, including data for performance, layout, consumables, control and installation of the equipment.
Preface
MAN Diesel & Turbo
The Emission Project Guide is divided in two parts:

Part 1
NO x reduction IMO Tier III solutions
Part 2
SO x reduction exhaust gas cleaning system
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The latest, most current version of this Project Guide is available on the Internet at:
www.marine.man.eu Two-Stroke Project Guides Other Guides.
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MAN Diesel & Turbo
Content
1 Contents..................................................................................................4
NO x and SO x rules ..........................................................................................8
1 NO x reduction Tier III solutions....................................................................9
Contents
MAN Diesel & Turbo
1.1.1 Introduction.........................................................................................9
1.1.2 NO x compliance in service................................................................. 11
1.2 EGR Exhaust Gas Recirculation........................................................ 13
1.2.1 EGR principle............................................................................. 13
1.2.2 EGR system............................................................................... 14
1.2.3 EGR layout................................................................................ 18
1.2.4 EGR configuration......................................................................20
1.2.5 Engine outline............................................................................22
1.2.6 Water Handling System (WHS)...................................................24
1.2.7 EGR Control System..................................................................29
1.2.8 Installation.................................................................................30
1.2.9 Consumptions and capacities....................................................36
1.2.10 Calculation of EGR data............................................................ 41
1.3 SCR Selective Catalytic Reduction....................................................43
1.3.1 SCR principle.............................................................................43
1.3.2 SCR system...............................................................................44
1.3.3 SCR layout................................................................................50
1.3.6 SCR control system...................................................................57
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1.3.7 Installation.................................................................................58
1.3.9 Calculation of SCR Data.............................................................65
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1.3.5 SCR auxiliary systems................................................................54
1.3.4 Outline.......................................................................................52
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2 SO x reduction.............................................................................................67
2.1 Introduction.........................................................................................67
2.2 Low-sulphur fuels................................................................................68
2.3 SO x scrubber.......................................................................................69
2.3.1 Principle....................................................................................69
2.3.2 System......................................................................................70
2.3.3 Layout.......................................................................................73
2.3.4 Dimensions...............................................................................75
2.3.5 Water cleaning system...............................................................76
2.3.6 Control system..........................................................................77
2.3.7 Installation.................................................................................78
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2.3.9 Calculation of SO x scrubber data...............................................91
Abbreviations
Ammonium Bisulphate
Ammonia Injection Grid
Buffer Tank Unit
Computerised Engine Application System
Cylinder Bypass Valve
Decomposition Unit
Emission Control Area
Exhaust Gas Bypass
Exhaust Gas Cleaning Systems Association
Exhaust Gas Recirculation
Electro Magnetic Compatibility
Emission Reduction Control System
Freshwater
Heavy Fuel Oil
High Pressure
International Maritime Organisation
International Standard Organisation
Low Load
Liquified Natural Gas
Low Pressure
Low Sulphur
International Convention for the Prevention of Pollution from Ships
Engine Control System
Maximum Continuous Rating
Marine Diesel Oil
Marine Gas Oil
Main Operating Panel
Multi Purpose Controller
NO x Emission Control Area
Nitrogen Oxides
Polycyclic Aromatic Hydrocarbons
Particulate Matter
Quality Control
Relative Humidity
Reactor Bypass Valve
Reactor Sealing Valve
Receiving Tank Unit
Reactor Throttle Valve
Sulphur content percentage in fuel oil
Selective Catalytic Reduction
SO x Emission Control Area
Specific Fuel Oil Consumption
Specified Maximum Continuous Rating
Sulphur Oxides
Supply Unit
Seawater
Turbocharger
Water Column
Water Cleaning Unit
Water Handling System
Water Mist Catcher
Water Treatment System
Water Treatment Unit
Waste Reduction Unit
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ABS
AIG
BTU
CEAS
CBV
DCU
ECA
EGB
EGCSA
EGR
EMC
ERCS
FW
HFO
HP
IMO
ISO
LL
LNG
LP
LS
MARPOL
ME-ECS
MCR
MDO
MGO
MOP
MPC
NECA
NO x
PAH
PM
QC
RH
RBV
RSV
RTU
RTV
S%
SCR
SECA
SFOC
SMCR
SO x
SU
SW
T/C or TC
WC
WCU
WHS
WMC
WTS
WTU
WRU
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MAN Diesel & Turbo
Introduction
NOx and SOx rules

The international requirements on emissions of NO x (nitrogen oxides), SO x
(sulphur oxides) and PM (particulate matter) are determined by the MARPOL
convention Annex VI Regulations for the Prevention of Air Pollution from Ships.
NO x
According to the rules, the NO x emission of any marine diesel engine installed
in a ship constructed on or after 1 January 2016 must not exceed the socalled Tier III level when operating inside a NO x emission control area (NO x
ECA) designated before 2016. In NO x emission control areas designated at a
later date, the Tier III requirements apply to ships constructed on or after the
designation date of the area. For engines with an engine speed lower than 130
rpm, the Tier III level is 3.4 g/kWh. When operating outside a NO x ECA, the
engine must meet the Tier II limit of 14.4 g/kWh. Engines with an engine speed
higher than 130 rpm must meet even lower limits. 1
Any abatement technology reducing the NO x emission to the required level
can be accepted. However, guidelines developed for this purpose must be
followed. 2
SO x and PM
Emissions of SO x and PM are regulated by the sulphur content of any fuel
used on board ships. The rules of SO x and PM apply to all ships, no matter
the date of ship construction.
When sailing inside SO x emission control areas (SO x ECA), the sulphur content
must not exceed 1.0%. This limit will be reduced to 0.1% from 1 January 2015.
When sailing outside SO x ECA, the sulphur content must not exceed 3.5% until 1 January 2020 where a new limit of 0.5% sulphur is introduced. 3
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1
2
3
4
MARPOL Annex VI, Regulation 13

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Any abatement technology reducing the emission of SO x and PM to a level

equivalent to the emission level when using the accepted fuels will be accepted, provided the relevant guidelines are followed. 4
1 NOx reduction Tier III solutions

1.1.1 Introduction
NOx limits
The international NO x emission limits on marine diesel engines as determined

by MARPOL Annex VI are shown in Fig.1.01. Ships constructed after 1 January
2016 must not exceed Tier III limits when sailing inside NO x ECA, except in case
the area is designated later than the construction date of the ship. When sailing
outside NO x ECA, the Tier II limits must be met.
16.0
14.0
12.0
Tier II, 2011 global

Tier III, 2016 in ECA
NOx limit, g/kWh
10.0
NOx reduction Tier III solutions
MAN Diesel & Turbo
8.0
6.0
4.0
2.0
0.0
0
200
400
600
800
1000
1200
1400
1600
1800
2000
Engine speed; rpm
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Fig. 1.01: NOx emission limits according to MARPOL Annex VI
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MAN Diesel & Turbo

Two-way approach to MAN Diesel & Turbo offers two alternative methods to meet the Tier III NO x requirement on two-stroke engines. The first method, exhaust gas recirculation
NOx reduction
(EGR), is an internal engine process to prevent the formation of NO x by controlling the combustion process. The second method, selective catalytic reduction
(SCR), is an after-treatment method using a catalyst and an additive to reduce
the NO x generated in the combustion process. Fig. 1.02 shows the layout of an
EGR and SCR configured engine.
EGR
SCR
Fig. 1.02: Two-way approach for Tier III engine EGR and SCR solutions
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The present EGR and SCR solutions are designed for low sulphur fuels of 0.1%
S or less, due to the SOx requirements in the emission control areas. In case a
Tier III solution for high sulphur fuel is needed, a more complex solution including a SOx scrubber should be required upon request.
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Sulphur restrictions
1.1.2 NOx compliance in service
A Tier III engine has two emission cycle operating modes: Tier II for operation
outside NO x Emission Control Areas and Tier III for operation inside NOx Emission Areas.
Similar to the existing fleet of Tier I and Tier II engines, emission compliance
needs to be verified in service. Annual surveys are required, but also ensuring
day to day emission regulation compliance is an issue that must be covered. For
this purpose MAN B&W engines offer two different systems specifically developed for Tier III engines:
Two specialized Onboard Survey Methods for demonstration compliance for
each of the operating modes for Tier II and Tier III
Engine control system output signals allowing monitoring of when Tier III mode
is engaged
Onboard Survey
Method
The specialized Onboard Survey Methods included in the engine NOx Technical
File for Tier II and Tier III modes offers a tool to verify that the engine fulfills the
relevant NOx levels.
MAN Diesel & Turbo
The Onboard Survey Method is similar to the well-known Unified Survey Method
developed and delivered with numerous MAN B&W engines through the last 15
years. The Onboard Survey Method utilized the performance parameter method
as described in MARPOL Annex VI and the NOx Technical Code. By reading or
measuring certain performance parameters and comparing to limit values, the
compliance is verified. The Onboard Survey Method for Tier II mode on a Tier III
engine is similar to the Onboard Survey Method delivered with standard Tier II
engines. For the Tier III mode a few additional parameters are included.
Regarding EGR, NOx reduction is closely correlated to the O2 content of the
mixed fresh intake air and cleaned recirculated exhaust gas. The parameter is
also used for control of the EGR ratio. Due to this, O2 is included as an Onboard
Survey parameter for EGR.
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Higher than expected NOx concentration, indicating a potential failure in the

NOx reduction system
The two indications should be followed up by a system diagnostics in order to
find the potential problem. If a problem is found, possible solutions will be suggested.
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Lower NOx concentration than expected, indicating an overdose of reducing

agent and thus a potential risk of Ammonia slip
Regarding SCR, the consumption of reducing agent and an exhaust emission

concentration sensor is used to verify that the system is fully functional as intended and certified. The consumption of reducing agent is included as an onboard Survey parameter for SCR. The concentration sensor is used in the control system to catch two different phenomenons indicating a system problem:
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MAN Diesel & Turbo

Monitoring of NOx
compliance
The requirement for operating the engine in Tier III mode is triggered when the
ship is sailing inside a NOx Emission Control Area. The operator must assure
that the engine is operated in accordance with the requirements. Tier III compliance could be documented using a logging system but this is not part of the engine control system. To facilitate this, MAN B&W engines are equipped with an
engine control system which delivers signal output documenting the emission
mode status of the engine.
Two Tier III compliance status signals are available:
Tier III system started. This signal is activated when 1) a Tier III mode command has been issued to the engine control system, and 2) the Tier III system
is working (no failures, auto mode)
NOx reduction active. This signal is activated when NOx reduction begins
The first signal allows for logging when a Tier III mode command is issued by the
ship crew, the second allows for logging when the engine is actually operating at
reduced NOx emission level. The difference between the two signals is caused
by startup time or by specific operating conditions.
Certain cases will result in non-error situations where the operator has issued a
command and the system is not reducing NOx. This could happen in the following situations:
Engine load change is faster than the guidance load change curve
Rough sea conditions resulting in oscillating engine load
Time during engaging and dis-engaging of control valves
Engine load or ambient conditions outside the operating window of the emission control system as specified in the NOx Technical File
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In case of system failures, the engine control system will issue an alarm code
and text, allowing for the situation to be corrected. In addition, both Tier III compliance signals are removed.
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Tier III systems are designed to minimize these cases as far as possible. As the
engine is Tier III certified, and these are transient situations not covered by the
certification cycle, the engine is still considered to be in Tier III mode although
NOx reduction is not occurring.
1.2.1 EGR principle

Exhaust gas recirculation (EGR) is a method to significantly reduce the formation
of NO x in marine diesel engines. By using this method, the Tier III requirements
in NO x ECA can be met.
In the EGR system, after a cooling and cleaning process, part of the exhaust
gas is recirculated to the scavenge air receiver. In this way, part of the oxygen in
the scavenge air is replaced by CO2 from the combustion process. This replacement decrease the O2 content and increases the heat capacity of the scavenge
air, thus reducing the temperature peak of the combustion and the formation of
NO x. The NO x reduction is almost linear to the ratio of recirculated exhaust gas.
The principle of EGR is illustrated in Fig. 1.03.
1.2 EGR Exhaust Gas Recirculation
EGR Exhaust Gas Recirculation
MAN Diesel & Turbo
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Fig. 1.03: Principle of EGR
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30-40% Exhaust Gas

Cooling
Cleaning
Recirculating
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1.2.2 EGR system
Two different matching methods are used for the EGR systems:
EGR with bypass, configured with only one turbocharger and used for engines
of bore 70 or less.
EGR with TC cut-out matching, configured with two or more turbochargers
and used for engines of bore 80 or greater.
Bypass matching
An EGR system configured with bypass matching is shown in Fig. 1.04. Two
strings, a main string and an EGR string, are available to direct the scavenge air
into the scavenge air receiver:
the main string, with the capacity to lead all the scavenge air through the
turbocharger compressor and the scavenge air cooler. The main string is provided with a cylinder bypass and an exhaust gas bypass (EGB).
the EGR string, with the capacity to lead up to 40% of the exhaust gas
through the pre-spray and the EGR unit (EGR cooler and WMC) to a mixing
point in the main string before entering the scavenge air receiver, forced by the
EGR blower.
Exhaust receiver
EGR string
EGB
Shut-down valve
Basic T/C
Pre-spray
Cylinder
bypass
EGR unit
Cooler spray
Main string
EGR cooler
Cooler
WMC
WMC
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Fig. 1.04: EGR process diagram. Bypass matching
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Scavenge air receiver
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EGR blower
Tier II mode
The Tier II mode is the standard mode used outside NO x ECAs. Only the main
string is in operation, and the EGR string and the cylinder bypass is kept
closed. In this mode, the exhaust gas bypass is fully open at high loads and
partly open at low loads to balance the turbocharger. However, at high loads
on engines with a bore of 40 or less, the exhaust gas bypass will be closed
and the EGR string fully open at high loads and partly open at low loads, to
obtain sufficient scavenge air pressure while meeting restrictions on the turbocharger speed.
Tier III mode
The Tier III mode is used inside NO x ECAs. In this mode, the EGR string is activated by opening the EGR shut-down valve. The exhaust gas is led through
the EGR string into the pre-spray, and the gas passes through the EGR unit
into the mixing point and further to the scavenge air receiver, forced by the
EGR blower. The EGR ratio is controlled by changing the flow of the EGR
blower. The cylinder bypass is active in this mode to increase the scavenge air
pressure and thereby reduce the SFOC. The exhaust gas bypass is closed.
Two modes are available for bypass matching:
MAN Diesel & Turbo
In Table 1.05 an overview of the valve control is given.

Bypass matching - 45 Bore 70
Tier II mode
MCR
EGR
Tier III mode

CBV
100
EGB
EGR
EGB
Open
75
65
CBV
Closed
Closed
50
Partly
Open
Open
Closed
Open
25
Closed
Bypass Matching - Bore 40
100
90
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EGB
EGR
CBV
EGB
Closed
Open
75
65
Tier III mode

CBV
Closed
Closed
Open
Open
Open
50
25
Table 1.05: Control valve operation
Closed
Closed
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EGR
Tier II mode
MCR
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TC cut-out matching
An EGR system with TC cut-out matching is shown in the diagram in Fig. 1.06.
Three strings, a main string, a cut-out string and an EGR string, are available in
the system to direct the scavenge air into the scavenge air receiver:
the main string, leads up to 70% of the scavenge air through the large turbocharger (hereafter called the basic turbocharger) and the scavenge air cooler.
the cut-out string, leads up to 40% of the scavenge air through a smaller turbocharger and through the EGR unit (EGR cooler and WMC) before entering
the scavenge air receiver through the balance pipe.
the EGR string, leads up to 40% of the exhaust gas through a pre-spray and
the EGR unit (EGR cooler and WMC) to a mixing point in the main string before entering the scavenge air receiver, forced by one or more EGR blowers. In
this case the cut-out string is closed by a cut-out valve.
On some larger engines, a configuration with more than two turbochargers will
be needed. The principle is unchanged although the number of turbochargers
and EGR units is increased.
Exhaust receiver
EGR string
Cut-out valve
Shut-down valve
Prespray
Cut-out T/C
Cut-out string
Cut-out valve
Basic T/C
Cylinder
bypass
Main string
EGR unit
Cooler spray
Cooler
EGR cooler
WMC
EGR blower
WMC
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Fig. 1.06: EGR process diagram. TC cut-out matching
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Balance pipe
Tier II mode
The Tier II mode is the standard mode used outside NO x ECAs. The main
string and the cut-out string are in operation. The EGR string is kept closed by
the shut-down valve. From the cut-out string, compressed charge air passes
through the EGR cooler, similar to a normal scavenge air cooler. The charge
air passes through the water mist catcher before entering the scavenge air
receiver through the balance pipe. About 40% of the scavenge air is passed
through the cut-out string, the remaining 60% through the main string. The
cylinder bypass is kept closed in this mode.
Tier II mode TC cut-out
The cut out string gives an opportunity to run the engine in Tier II mode at low
loads with a TC cut-out and the SFOC could thereby be reduced. In this case
only the main string will be open, while the cylinder bypass will be kept closed.
Three modes are available for TC cut-out matching:
MAN Diesel & Turbo
Tier III mode

The Tier III mode is used inside NO x ECAs. The cut-out string is closed by the
TC cut-out valve and the EGR string is activated by opening the EGR shutdown valve. The gas is passed through the EGR string into the pre-spray and
the exhaust gas passes through the EGR cooler. The wet and cooled exhaust
gas continues through a water mist catcher into the mixing point in the main
string, forced by the EGR blower. The mixture of air and recirculated gas is
finally led to the scavenge air receiver. The EGR ratio is controlled by changing
the flow of the EGR blower. The cylinder bypass is partly active in this mode to
increase the scavenge air pressure.
In Table 1.07 an overview of the valve control is given.
TC cut-out matching - Bore 80
CBV
T/C
100
Closed
Closed
EGR
CBV
T/C
25
Table 1.07: Control valve operation
Closed
Closed
CBV
T/C
Closed
Open
Cut in
50
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Tier III mode
EGR
Not applicable
75
65
Tier II mode TC cut-out
Cut out
Partly
Open
Closed
Cut out
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EGR
Tier II mode
MCR
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MAN Diesel & Turbo

1.2.3 EGR layout
The EGR cooler and water mist catcher are installed in the EGR unit. The unit,
shown in Fig. 1.08, includes a cooler spray with a function to increase the cooling efficiency and to keep the cooler clean. A pre-spray used to prepare the
EGR gas for cooling and cleaning is installed in the gas pipe upstream of the
EGR unit. The EGR unit is integrated on the engine, similar to a scavenge air
cooler. The layout of the EGR engines is shown in Figs. 1.09 and 1.10
The presence of sulphur in the EGR gas requires that different grades of stainless steel are used for the EGR unit and the EGR cooler. These steel grades
cannot be used in connection with seawater, as chlorides in the water will lead
to corrosion, and accordingly a central cooling system using freshwater as cooling media is specified for the EGR cooler.
Pre-spray
Inlet
EGR Coolers
Outlet
WMC
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The supply of water to the pre-spray and EGR cooler spray, and the removal of
water from the EGR unit is part of the EGR water handling system, which will
clean and recirculate the water. The system which also includes discharge of
excess water generated in the combustion process - is described and illustrated
in Chapter 1.2.6 Water Handling System (WHS). Part of the water handling system, i.e. the Receiving Tank Unit (RTU) which includes a small tank and a circulation pump, is integrated on the engine.
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Fig. 1.08: Model of EGR unit
Cut out T/C

EGR inlet pipe & pre-spray
EGR cooler
EGR blower
Water mist catcher
EGR outlet pipe
Inlet to mixing chamber
EGR shut down valve
MAN Diesel & Turbo
Receiving tank
Fig. 1.09: Integrated EGR layout for cut-out matching 6S80ME-C9.2
EGR shut down valve

EGR inlet pipe & pre-spray
EGR cooler
EGR blower
Inlet to mixing chamber
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Receiving tank
Fig. 1.10: Integrated EGR layout for bypass matching 6S60ME-C8.2
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EGR outlet pipe
Water mist catcher
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1.2.4 EGR configuration
Bypass matching
On an EGR system with bypass matching, the turbocharger is mounted either

on the exhaust side or aft. In both cases, the EGR unit is mounted on the exhaust side. The two configurations are shown in Figs. 1.11 and 1.12.
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Fig. 1.12: Aft-mounted turbocharger and side-mounted EGR unit
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Fig. 1.11: Side-mounted turbocharger and side-mounted EGR unit
The configurations of EGR systems with TC cut-out matching are shown in Figs.
1.13, 1.14 and 1.15. The MAN B&W marine engine programme is covered by
combining one or more EGR units including cut-out turbochargers with one or
more basic turbochargers.
Fig. 1.13: One basic T/C, one cut-out T/C, and one EGR unit
TC cut-out matching
MAN Diesel & Turbo
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Fig. 1.15: Two basic T/Cs, two cut-out T/Cs, and two EGR units
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Fig. 1.14: Two basic T/Cs, one cut-out T/C, and one EGR unit
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1.2.5 Engine outline
Bypass matching
The outline of an EGR system with bypass matching is shown in Fig. 1.16. The
engine is shown with side-mounted turbocharger but engines with aft-mounted
turbocharger will also be available.
Air
cooler
Lower platform
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Fig. 1.16: EGR engine with bypass matching, 6G70ME-C9
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Upper platform
EGR
unit
Air
cooler
EGR
unit
Lower platform
Fig. 1.17: Outline of a 7S90ME-C9 Tier III engine with one basic T/C, one cut-out T/C and
one EGR unit
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Upper platform
The outline of an EGR system with TC cut-out matching is shown in Fig. 1.17.
TC cut-out matching
MAN Diesel & Turbo
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1.2.6 Water Handling System (WHS)
WHS principle
To prevent sulphur and particles from damaging the engine, cleaning of the recirculated exhaust gas is required. This is performed in a combined cooling and
cleaning process by a pre-spray and an EGR cooler spray in the EGR string, using recirculated freshwater (FW).
In order to maintain the ability of the FW to clean and cool the exhaust gas, a
water handling system (WHS) is needed. The system must ensure the removal
of accumulated particles and neutralisation of sulphuric acid in the water and
ensure the delivery of water at a sufficient pressure and supply rate to the EGR
unit. In addition, the WHS must also handle the bleed-off water, which is the
surplus of water from the combustion process accumulated in the system. If discharged overboard, the water quality must meet the international requirements
for scrubber water outlet as stated in 2015 Guidelines for Exhaust Gas Cleaning
Systems, MEPC 259 (68).
The principle of the WHS is shown in Fig. 1.18. The water from the EGR unit is
drained to the receiving tank unit (RTU) and recirculated to the EGR unit by the
circulation pump. Part of the recirculated water is led to the water treatment system (WTS) to be cleaned and returned to the EGR unit by the supply pump. The
circulated water is neutralised by NaOH delivered by the NaOH pump. The supply pump and the NaOH pump is installed in the supply unit (SU). The surplus
of water originating from the combustion process is drained from the WTS as
bleed-off water and discharged to the sea. The residuals from the cleaning process are discharged to the sludge tank.
When discharge of bleed-off water is not possible due to insufficient water quality or local discharge restrictions, the bleed-off water should be led to the sludge
tank. The tank should be designed with a sufficient volume to hold the accumulated bleed-off water.
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Engines configured with two EGR units will need a supply unit for each unit. In
case of twin-engine EGR installations, the WTS could facilitate both engines,
provided a supply unit is installed for each EGR unit. The WHS for a twin engine
installation is illustrated in Fig. 1.19, which also illustrates the WHS for engines
with two EGR units although a common pipe from the EGR units might be used.
2016-07-01 - en
In order to avoid the overboard discharge system and thereby to simplify the
WTS, the drain tank could be dimensioned to hold the total amount of bleed-off
water accumulated in a voyage. The accumulated bleed-off water should in this
case be delivered at port. As the amount of bleed-off water is high this would
require a tank of a significant size.
7020-0145-06
An alternative solution, which would give the opportunity to minimize the sludge
volume, is to lead the retained bleed-off water to a dedicated drain tank. In this
case the bleed-off water could be discharged to the sea at a later stage, provided the drain is returned to the WTS and handled by the bleed-off system.
Engine control
Prespray
EGR unit
MAN Diesel & Turbo
WTS control
NaOH
Tank
WTS
EGR
unit
Cooler
spray
SU
FW
NaOH
pump
QC
RTU
Buffer
tank
WTU
Supply pump
Receiving
tank
pH
Circulation pump
Drain
Tank
Sludge
Tank
Fig. 1.18: Diagram showing the water handling system including the optional drain tank
EGR 1
WTS
SU 1
FW
NaOH
Tank
Buffer
tank
WTU
2016-07-01 - en
EGR 2
Drain
Tank
Sludge
Tank
Fig. 1.19: Diagram showing the water handling system for twin EGR engines and engines
with two EGR units
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SU 2
QC
25 (97)
26 (97)
Receiving Tank Unit The receiving tank unit (RTU) includes a pressurised tank, a circulation pump
and a control valve. The unit is part of the engine and normally placed on the
engine but in certain cases, where space is limited, the pump and related equipment could be arranged differently.
The water level in the receiving tank is regulated by the RTU control valve. The
level is controlled in combination with the supply pump, which delivers a constant water flow to the RTU circuit. The pH value in the RTU circuit is controlled
by addition of NaOH, supplied by the NaOH pump in the return pipe from the
WTS circuit.
Supply Unit
The supply pump and NaOH pump, which are yard supply and not part of the
RTU or WTS, might be installed as a supply unit (SU) on a common frame. Other
arrangements are possible too.
2016-07-01 - en
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MAN Diesel & Turbo
The water treatment system (WTS) includes a buffer tank, a WTS pump, a water
treatment unit (WTU) and quality control (QC). The WTS might be placed on one
or more frames to facilitate a convenient engine room installation.
The WTS has two functions:
Cleaning of the recirculated EGR process water
Control, cleaning and discharge of excess water, generated in the EGR proces
The discharge of bleed-off water is regulated by keeping the water level in the
buffer tank below a certain level. In case the bleed-off water does not meet the
discharge criteria, it will be led to the sludge tank or, if available, a drain tank.
To supply the system with additive for sulphur neutralisation and to store the
sludge generated from the cleaning process, installation of suitable tanks for
NaOH and sludge are required.
Water Treatment
System
MAN Diesel & Turbo
Installation of a drain tank to store bleed-off water, when discharge to sea is not
possible, should also be considered. Further information on the conditions and
capacities of the tanks are found in section 1.2.8. Installation.
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2016-07-01 - en
Fig. 1.20: WTS installed on two frames, BTU and WTU, both by Alpha Laval
An example of a WTS from Alfa Laval, arranged as a buffer tank unit (BTU) and
a water treatment unit (WTU) is shown in Fig. 1.20
27 (97)
MAN Diesel & Turbo

WTS outline
An outline of the WTS designed by Alfa Laval for 0.1% sulphur fuel is shown in
Table 1.21. In the table, the buffer tank and pumps are arranged in a buffer tank
unit (BTU) and the water cleaning is arranged in one or more water treatments
units (WTU). An optional system to reduce the amount of water accumulated
in the sludge tank is also available. The dimensions of this system, which is arranged in a Waste Reduction Unit (WRU), are included in the table.
BTU
ME power
Max 26 MW
Max 78 MW
All power ranges
Unit
BTU
1,700
1,800
2,270
WTU
2,900
1,800
2,250
BTU
1,850
1,950
2,530
WTU
2,900
3,600
2,250
BTU
1,850
2,050
2,740
WTU
2,900
5,400
2,200
WRU
800
800
1,900
28 (97)
2016-07-01 - en
Table 1.21: Estimated WTS dimensions for 0.1% sulphur fuel, by Alfa Laval
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Max 52 MW
WTU
The EGR control is handled by the emission reduction control system (ERCS),
which is mandatory on all MAN B&W two-stroke Tier III engines. The ERCS is
delivered by the engine builder.
On engines with EGR, the ERCS controls the EGR valves, the EGR blowers and
part of the water handling system, i.e. the receiving tank unit (RTU), the supply
unit (SU) and the interface to the water treatment system (WTS). The ERCS has
a close integration with the engine control system (ME-ECS) and communicates
to the ME-ECS via a bus connection. On engines with EGR the ERCS consists
of 2-4 MPCs, depending of the number of EGR blowers, and 1 ERCS MOP.
The O2 amount in the scavenge air receiver is controlled by the EGR controller
in the ERCS by adjusting the speed of the EGR blowers and thus the amount of
recirculated exhaust gas.
EGR blower control
The EGR blower control system consists of a frequency converter with a local
operating panel which supplies the EGR blower with power. An EGR system can
have up to 4 EGR blowers, each one with a frequency converter.
1.2.7 EGR Control System
MAN Diesel & Turbo
The blower control system monitors and controls the blowers and adjusts the
exhaust gas flow in the EGR line, in accordance with input from the EGR control
system.
Special requirements apply for the power cabling between the frequency converter and the blower to ensure compliance with EMC regulations. The interface
between the EGR blower control and ERCS is hardwired.
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The WTS control system controls all pumps and valves in the WTS. The main
control is found on the WTS frame. The WTS control has a local control panel
as well as a control panel in the engine control room. The interface between the
WTS and ERCS is hardwired.
2016-07-01 - en
WTS control
29 (97)
MAN Diesel & Turbo

1.2.8 Installation
Engine room
arrangement
A schematic arrangement of the EGR installation is shown in Fig. 1.22. The receiving tank unit (RTU) and the RTU circuit piping are fitted to the engine. The
receiving tank is placed below the EGR unit to enable drainage of the unit. The
system allows flexible arrangement of the water treatment system (WTS) and the
supply unit (SU) in the engine room, but a position near the RTU is beneficial,
see Fig. 1.22. The NaOH storage tank could be located close to the WTS where
the additive is used. The sludge tank should be placed at an adequate level below the WTS to avoid any special arrangement for draining of sludge to the tank.
Vent
Bleed
Off
NaOH
tank
EGR
unit
WTU
BTU
SU
RTU
30 (97)
Sludge
tank
Frame 42
(Looking aft)
Fig. 1.22: Schematic arrangement of EGR installation
2016-07-01 - en
Drain
tank
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MAN B&W
6G70ME-C.9.2 -Tlll
as cooling media to prevent material damage to the EGR cooler and unit. In
certain cases, if special precautions are taken, a combined cooling system can
be used, using central cooling for the EGR cooler and seawater cooling for the
scavenge air cooler.
Pipes for Water

Handling System
The pipes installed for the WHS should be designed for a pH range of 3 9 and
a maximum pressure of 10 bar. The material should be stainless steel but other
material, such as glass-fibre reinforced plastic suitable for the medium, could be
used. The pipe dimensions must be adequate for the water flow which is related
to the engine power. The estimated water flow is found in Section 1.2.9 Consumptions and capacities.
NaOH tank
NaOH is a corrosive and harmful product with a tendency to crystallise at low

temperatures, and the NaOH tank installation must therefore be designed with
this in mind. The material could be stainless steel, specially coated steel, polymer or other materials suitable for the product. 5 If a 50% NaOH solution is used,
the liquid will start to crystallise at below 12 C, and the tank should therefore
keep a minimum temperature of 16 C. Accordingly, the tank should be installed
in a room with a controlled temperature or be insulated and fitted with means for
heating. However, if a 30% NaOH solution is chosen, the crystallising temperature is 4 C and the temperature demand does not call for special requirements,
but the required volume of the tank will be larger due to the lower NaOH concentration. The installation of the tank should include precautions to prevent any
leakage from the tank and tank connections.
EGR cooling system The EGR engines are specified with central cooling system using freshwater
MAN Diesel & Turbo
When estimating the required capacity of the NaOH tank, several parameters
must be considered: the Tier III sailing time and sailing pattern, the fuel sulphur
content, the NaOH concentration and the planned bunker frequency. An example of estimating the NaOH tank capacity is given in Section 1.2.10 Calculation
of EGR data
2016-07-01 - en
The capacity of the sludge tank depends on the Tier III sailing time and sailing
pattern, the fuel sulphur content and the planned discharge period. An example
of estimating the sludge tank capacity is found in Section 1.2.10 Calculation of
EGR data.
In case the sludge tank is designed as a settling tank, further removal of water
from the sludge could be obtained, thereby minimising the amount of sludge to
be delivered ashore. An optional function in the WTU using the capacity of the
separators for this purpose is available as referred in section 1.2.6 Water Hand
ling System.
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The sludge let out from the WTU is an aqueous solution of combustion particles, sulphur compounds and other material separated from the recirculated
water. The pH value normally varies between 6 and 9. The water content in the
sludge is more than 90%, which makes it easy to discharge by a pump. The
sludge tank could be a separate tank or part of another tank, which holds similar sludge to be discharged to reception facilities.
Sludge tank
See also The Chlorine Institute, Pamflet 94 regarding storage and piping
31 (97)
32 (97)
Drain tank
As explained in the previous section, a drain tank might be installed to retain

bleed-off water, which by any reason could not be discharged into the sea. The
tank should be designed with a sufficient volume to hold the amount of bleed-off
water generated in the period where discharge is not possible. The accumulated
bleed-off water may be discharged to the sea at a later stage, using the WTS to
control the discharge.
The design of the drain tank could be based on an estimate of the expected
time and sailing distance in which a discharge could not take place or an unforeseen overhaul of the WTS is required. An example of estimating the drain
tank capacity is found in Section 1.2.10 Calculation of EGR data.
Example of engine
room arrangements
On the following pages in Fig. 1.23 an example of EGR installation in a 182,000

DWT bulk carrier is shown. Consumption and capacity data for the EGR system,
including capacities of the NaOH tank, drain tank and sludge tanks, are given as
an example in Section 1.2.10 Calculation of EGR data.
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MAN Diesel & Turbo
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2016-07-01 - en
MAN Diesel & Turbo
33 (97)
MAN Diesel & Turbo
Vent
Workshop
Bleed
Off
NaOH
tank
EGR
unit
WTU
BTU
SU
RTU
MAN B&W
6G70ME-C.9.2 -Tlll
Drain
tank
Sludge
tank
Frame 42
(Looking aft)
182,000 DWT Bulk carrier

6G70ME-C9.5, 16.4 MW
By-pass matching
0.1% S
34 (97)
2016-07-01 - en
Fig. 1.23: Example of EGR System on a 182,000 DWT Bulk carrier, arrangement by Odense
Maritime Technology (OMT)
7020-0145-06
Ship:
Engine:
EGR system:
Fuel sulphur:
MAN Diesel & Turbo
MAN B&W
6G70ME-C9.2-Tlll
EGR unit
SU
BTU
WTU
RTU
Sludge
tank
15
20
25
Elevation
(Looking port)
30
35
40
45
ECS control panel
MAN B&W
6G70ME-C9.2-Tlll
4
Air
cooler
EGR
unit
2016-07-01 - en
EGR cooler overhaul
SU
BTU
WTU
Service area
NaOH tank
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Deck 4 (8397 ABL)
35 (97)
MAN Diesel & Turbo

1.2.9 Consumptions and capacities
The following estimated performance and consumption data are based on ISO
conditions, except where otherwise stated. 6 EGR data for a specific engine is
available by the engine calculation programme, CEAS. 7
Specific fuel oil

consumption
The EGR concept affects the performance data of the engine. The exhaust gas
amount is reduced due to the recirculation of exhaust gas, and the specific fuel
oil consumption (SFOC) therefore normally increases due to the changes in the
combustion process.
In Tier III mode, the SFOC increases to a maximum of 5.0 g/kWh at 100% MCR
compared to the standard Tier II engine. The change of SFOC relative to a Tier
II standard high load tuned engine is shown in Tables 1.24, 1.25 and 1.26 below.
Reference regarding matching methods is made to paragraph 1.2.2, EGR systems.
Bore 80 T/C Cut out matching
SFOC g/kWh relative to Tier II standard engine
% SMCR
Tier II mode
Tier III mode
100
+1.0
+4.0
75
-0.5
+3.0
65
-5.0
+2.5
50
-5.0
+2.0
25
-5.0
0.0
Table 1.24: Change of SFOC on EGR engines with cut-out matching

45 Bore 70 - By pass matching
% SMCR
Tier II mode
Tier III mode
100
+2.0
+5.0
75
0.0
+4.0
65
-5.0
+3.5
50
-5.0
+3.0
25
-5.0
0.0
36 (97)
2016-07-01 - en
7020-0145-06
Table 1.25: Change of SFOC on EGR engines of bore 45-70 with by-pass matching
6
7
All data presented are approximate values and subject to change without further notice
CEAS is found at http://www.mandieselturbo.com/ceas/index.html.

% SMCR
Tier II mode
Tier III mode
100*
+5.0
+5.0
90*
+2.0
+4.5
75
+1.0
+4.0
65
-4.0
+3.5
50
-4.0
+3.0
25
-4.0
0.0
*EGR required
Table 1.26: Change of SFOC on engines of bore 40 or less with by-pass matching
Power consumption The electrical power required for the EGR system is mainly related to the WTS
and the EGR blower.
The electrical power required for the WTS is dependent on the engine size and
engine load. The main consumers are the separators, but also the circulation
pumps are significant consumers. The power needed for the WTS depending on
the engine load is shown in Table 1.27.
Bore 40 By pass Matching
MAN Diesel & Turbo
The electrical power required for the EGR unit relates to the EGR blower, which
raises the pressure of exhaust gas for recirculation. The power is relative to the
engine size, the engine load and the EGR rate. The power needed for the blower
depending on the engine load is shown in Table 1.27.
El power - kW/MW SMCR
% SMCR
EGR blower
WTS
100
5.5
4.0
75
4.2
3.4
50
4.3
2.9
25
2.8
2.3
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2016-07-01 - en
Table 1.27: Estimated power consumption for WTS and EGR blower
37 (97)
MAN Diesel & Turbo

NaOH consumption
The additive applied to neutralise the accumulated sulphur in the EGR water is
normally a 50% NaOH solution, but a 30% solution could be chosen to prevent
heating requirements, see Section 1.2.8 Installation. The amount of NaOH applied depends on the engine size, the engine load, the SFOC, the EGR ratio and
on the sulphur content in the fuel.
The estimated NaOH consumption for low sulphur fuel is shown in Table 1.28.
The figure represents a standard SFOC for EGR Tier III engines.
NaOH consumption - l/h/MW SMCR
% SMCR
30% NaOH
50% NaOH
100
0.28
0.17
75
0.25
0.15
50
0.18
0.11
25
0.12
0.07
Table 1.28: NaOH consumption in Tier III mode using low sulphur fuel (0.1% sulphur)
Sludge production
The contamination of the water recirculated in the EGR system is removed by

the separators in the WTS and discharged in the sludge tank. The water content
in the sludge will have a significant impact on the sludge amount. A solution of
93% water and 7% sludge could normally be expected.
Means of reducing the sludge amount delivered ashore could be obtained by
using the capacity of the separators in the WTS, as described in 1.2.8 Installation.
In table 1.29 the estimated sludge production relative to the engine load and engine size is shown.
Sludge production - l/h/MW SMCR
% SMCR
100
93% water solution

1.4
75
1.2
50
0.7
25
0.4
38 (97)
2016-07-01 - en
7020-0145-06
Table 1.29: Sludge production in Tier III mode water content 93%
The surplus of water accumulated in the WTS is discharged as bleed-off water.

The volume relates to the EGR ratio, engine size, load and the ambient conditions. An estimate of the discharge is given in table 1.30.
The size of a drain tank, which is installed to temporarily hold a bleed-off volume as explained in the previous section, should be based on the estimated
volume accumulated during the period of WTS overhauling or the period where
discharge is not allowed due to local restrictions. Alternatively, if no drain tank is
installed, the estimated volume should be included in the sludge tank for delivery at port reception facilities.
Bleed-off - l/h/MW SMCR
% SMCR
ISO condition
100
52
75
42
50
27
25
14
Bleed-off water
MAN Diesel & Turbo
Table 1.30: Estimated discharge of bleed-off water
WTS flow
The amount of process water directed to the WTS and returned to the EGR unit
is kept constant and independent of the engine load, except for the addition of
the amount of bleed-off water, which is discharged from the system.
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2016-07-01 - en
WTS inlet flow: 400 l/h/MWSMCR + Bleed-off water

WTS return flow: 400 l/h/MWSMCR
39 (97)
40 (97)
Freshwater
consumption
Besides of the initial filling of the Water treatment system freshwater is mainly
used as process water for the sludge discharge in the separator process. Although various parameters will influence the required amount, the freshwater
consumption could be calculated from the sludge volume including a surplus of
20%, i.e. sludge 120%.
EGR cooling water

capacity
The capacity of cooling water for the EGR Tier III engine is increased due to the
need for cooling the recirculated exhaust gas, which has a significantly higher
temperature than the scavenge air it is replacing. The cooling water amount for
scavenge air cooling in Tier III mode is increased by about 45% compared to the
standard Tier II.
Lube oil capacity
The lubricating oil flow is only slightly increased on an EGR Tier III engine. The
lubricating oil flow for the EGR blowers, which are the only additional consumers, will be around 0.3 m3/h/MW SMCR with a minimum of 3.6 m3/h.
Compressed air
capacity
Compressed air is needed for sealing of the EGR blower and for control purposes throughout the EGR system. The required sealing air for the EGR blower
will be around 2.5 kg/h/MW SMCR with a minimum of 30 kg/h.
2016-07-01 - en
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MAN Diesel & Turbo
An example of EGR data for a 16.4 MW MAN B&W marine engine is calculated
below for a specific NECA sailing pattern. The consumption and capacities are
found by the engine calculation programme, CEAS, as noted in the previous
section. An engine room arrangement for this installation is given as an example
in section 1.2.8 Installation.
Assumptions:
Ship
Bulk carrier
Size
182,000 DWT
Engine
6G70ME-C9.5
Power, SMCR
16,440 kW
Engine speed
83.0 rpm
EGR system
By-pass matching
NECA Fuel Sulphur content
0.1% S
NaOH solution
50%
NaOH tank margin
33%
Sludge tank margin
33%
Drain tank margin
33%
NaOH bunker frequency
300 operating hours in NECA
Sludge discharge frequency
Bleed-off period of no discharge 6 operating hours in NECA
NECA sailing time
600 h/year
NECA sailing profile 25% MCR
30% time/180h
30% time/180 h
30% time/180 h
NECA sailing profile 100% MCR 10% time/60 h
1.2.10 Calculation of EGR data
MAN Diesel & Turbo
Step 1
Based on the input from the specified engine, CEAS provides the data for
SFOC in Tier II and Tier III mode, and the electric power consumption, NaOH
consumption, sludge amount and bleed-off discharge in Tier III mode. The additional fuel consumptions in Tier III mode are calculated and shown in Table
1.31a, and the electric power, sludge, NaOH and bleed off values are shown in
Table 1.31b.
2016-07-01 - en
Step 3
The NaOH and the sludge tank capacity can be calculated when the bunker frequency of reducing agent and the frequency of the sludge discharge is known.
A margin should be included to compensate for variations in the sailing profile
and sailing hours. The size of drain tank, if installed, could be based on a specific time sailing in an area with discharge restrictions or an expected overhaul
time for an unforeseen breakdown of the WTS. If drain tank is not installed, the
size of the sludge tank should be increased to include an unforeseen accumulation of bleed-off water. The result of the calculation, is shown in Table 1.31d.
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The total consumption in NECA i.e. when the EGR system is operating, will depend on the sailing profile and the sailing time in the area. When multiplying the
values found in step 1 with the sailing profile values, the consumption for one
hour could be found. The yearly consumption is found when the NECA sailing
time is known. The result is shown in Table 1.31c.
Step 2
41 (97)
MAN Diesel & Turbo

Engine load, % MCR
25%
50%
75%
100%
SFOC Tier III
169.0
161.0
161.0
165.0
g/kWh
SFOC Tier II
164.0
156.5
156.5
162.0
g/kWh
5.0
8.0
4.5
3.0
g/kWh
20.6
65.8
55.5
49.3
kg/h
Additional SFOC
Additional fuel Tier III
Table 1.31a: EGR consumptions and tank capacities
Engine load, % MCR
25%
50%
75%
100%
Power, WTS
38
47
57
66
kW
Power, EGR blower
49
67
64
84
kW
NaOH
1.0
1.5
2.1
2.5
l/h
Sludge
Bleed-off water
12
19
22
l/h
230
430
650
810
l/h
Table 1.31b: EGR consumptions and tank capacities
Engine load, % MCR
25%
50%
75%
100%
NECA load profile Time
30%
30%
30%
10%
Additional fuel
6.2
19.7
Total per hour
Total per year
16.6
4.9
47.5
kg/h
28.5
ton/year
Power, WTS
11.4
14.1
17.1
6.6
49.2
kWh/h
29.5
MWh/year
Power, EGR blower
14.7
20.1
19.2
8.4
62.4
kWh/h
37.4
MWh/year
NaOH
0.3
0.5
0.6
0.3
1.6
l/h
1.0
m3/year
Sludge
1.8
3.6
5.7
2.2
13.3
l/h
8.0
m3/year
Bleed-off water
69
129
195
81
474
l/h
284
m3/year
Table 1.31c: EGR consumptions and tank capacities
Item
Frequency
Volume
Margin
Tank size
NaOH tank
300 hours
0.48 m
33%
0.8 m3
Sludge tank
50 hours
0.67 m
33%
0.9 m3
6 hours
2.84 m3
33%
3.8 m3
Drain tank
(Sludge + drain tank)
(4.7 m3)
42 (97)
2016-07-01 - en
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Table 1.31d: EGR consumptions and tank capacities
MAN Diesel & Turbo
1.3.1 SCR principle

Selective Catalytic Reduction (SCR) is an exhaust gas treatment method by
which the NO x generated in a marine diesel engine can be reduced to a level in
compliance with the NO x Tier III requirements.
The NO x reduction is obtained by a catalytic process in an SCR reactor installed
in the exhaust gas line after the combustion process. In the SCR reactor, the
NO x is reduced catalytically to nitrogen and water by adding ammonia as a reducing agent. The catalyst in the reactor consists of blocks with a large number
of channels, providing a large surface area, in which the catalytic process takes
place, see Fig. 1.32.
Unless stated otherwise the SCR solutions in this chapter assume low sulphur
fuels ( 0.1% S) for Tier III running modes.
SCR Selective Catalytic Reduction
1.3 SCR Selective Catalytic Reduction
Urea solution
Exhaust gas
N
O
NO
NO2
NH3
H
H
N N O
SCR
Reactor
N N
H
H
N N N
N O
N2
H2O
Fig. 1.32: The SCR system
For reasons of safety, the ammonia is normally added to the system in the form
of aqueous urea. This decomposes to ammonia and carbon dioxide when it is
injected into the vaporiser:
(NH2) 2CO (aq)
(NH 2) 2CO (s)
HNCO (g) + H 2O (g)
(NH 2) 2CO (s) + H 2O (g)

NH 3(g) + HNCO (g)
NH 3(g) + CO2(g)
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4NO + 4NH 3 + O2 4N 2 + 6 H 2O
2NO + 2NO2 + 4NH 3 4N 2 + 6H 2O
2NO2 + 4NH 3 + O2 3N 2 + 6H 2O
NO x is reduced according to the following overall reaction scheme:
43 (97)
MAN Diesel & Turbo

1.3.2 SCR system
SCR operation
An essential parameter of the SCR process is the inlet gas temperature. A lower
temperature limit is dictated by the sulphur content in the fuel and the subsequent formation of sulphuric acid in the gas. At low temperatures, the sulphuric
acid is neutralised by ammonia. 8 This forms a sticky product, ABS (ammonium
bisulphate, NH4HSO4), which may accumulate in the SCR elements. However,
this reaction can be suppressed by keeping a high temperature of the exhaust
gas. When the sulphur content in the fuel is equal or less than 0.1%, a temperature of approximately 310 C would be sufficient. At low exhaust gas pressures,
the required minimum temperature will be lower.
The minimum temperatures required to avoid the formation of ammonia bisulphate are found in Fig. 1.33, which shows the relation between the fuel sulphur
content and the exhaust gas pressure. Fig. 1.33 shows a high pressure curve
(4.0 bara) and a low pressure curve (1.5 bara), which is the approximate pressure at high engine load and at low engine load respectively.
C
380
360
340
320
4.0 Bara
1.5 Bara
300
280
260
240
0,0
0,1
0,5
1,0
1,5
2,0
2,5
3,0
3,5
Fuel sulphur content (%)
In other words, to ensure a robust SCR operation it is crucial to maintain exhaust gas temperatures within a certain temperature window.
The low sulphur SCR systems could be chosen as high pressure low sulphur
(HP LS SCR) or low pressure low sulphur (LP LS SCR) installation, explained in
the following paragraphs.
8
44 (97)
The temperature limit may vary depending on the catalyst type.
2016-07-01 - en
On the other hand, the temperature must not be too high as this will result in
an increased SO 3 formation in the catalyst. SO 3 subsequently reacts with water
creating sulphuric acid, which appears as an undesired white aerosol plume.
Another undesired reaction which also limits the upper temperature for SCR
operation is the oxidation of NH 3 as the exhaust gas temperature approaches
500 C, i.e. more NH 3 is needed. Additionally, the catalyst material starts to sinter at temperatures above 500-550 C.
7020-0145-06
Fig. 1.33: Required temperatures for SCR related to sulphur content and exhaust gas pressure
and the SCR reactor. In the vaporiser, the catalytic process is prepared by injecting the reducing agent which will vaporise and mix with the exhaust gas. The
prepared gas is led to the SCR reactor where the NO x reduction takes place.
Due to the demand for a relatively high temperature of the SCR process, it is
convenient to place the SCR line on two stroke marine diesel engines on the
high pressure side, i.e. before the turbocharger. Depending on the engine load,
the exhaust gas temperature on this side is 50-175 C higher than on the low
pressure side.
Reducing agent
Vaporiser/mixer
RSV
SCR process High The HP LS SCR process, illustrated in Fig. 1.34, takes place in the SCR line,
pressure
which consists of two major components: the combined vaporiser/mixer unit
MAN Diesel & Turbo
Exhaust receiver
RBV
SCR
reactor
EGB
T/C
RTV
Cooler
CBV
WMC
Even though the reactor is placed before the turbine, the exhaust gas temperature will normally still be too low at low loads. To increase the temperature, a
cylinder bypass from the scavenge air receiver to the turbine inlet is installed.
The bypass is controlled by the cylinder bypass valve, CBV. When opening the
bypass, the mass of air through the cylinders will be reduced without loosing
the scavenge air pressure and, accordingly, the exhaust gas temperature will
increase. This system makes it possible to keep the temperatures above the required level. However, the cylinder bypass will increase the SFOC depending on
the required temperature increase.
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2016-07-01 - en
When operating in Tier II mode, the SCR system is cut off by the reactor sealing
valve (RSV) and the reactor throttle valve (RTV). The reactor bypass valve (RBV),
is open and exhaust gas passes directly to the turbocharger. The system also
includes an exhaust gas by-pass valve (EGB) to provide the engine with low load
EGB tuning in Tier II. When operating in Tier III mode the SCR system will be engaged. The SCR line is opened by the valves, RSV and RTV, while the valve RBV
will be closed.
Fig. 1.34: HP LS SCR system
45 (97)
Fig. 1.35 illustrates the load range, when using low sulphur fuels, in which the
cylinder bypass must be open to keep a sufficient temperature for the SCR process. The required cylinder by-pass range will be wider on an engine with a relative low turbine inlet temperature compared to one with a higher temperature.
450
400
Engine A
Engine B
Cylinder bypass A
Cylinder bypass B
Min. temp. 0.1%S
Turbine inlet temperature
MAN Diesel & Turbo
350
300
250
200
0%
25%
50%
75%
100%
Engine load MCR
Fig. 1.35: Cylinder by-pass range to meet minimum turbine inlet temperatures
At low loads, below approximately 15% MCR depending on the engine and sulphur content, the urea injection will be suspended in order to prevent deposits in
the SCR system caused by insufficient temperatures.
46 (97)
2016-07-01 - en
The auxiliary blowers should be able to support operation until 65% SMCR and
for this reason the capacity of the electrical motor for the auxiliary blowers must
be increased approximately 1.5 times the standard motor rating.
7020-0145-06
The HP SCR reactor and vaporiser introduce a significant heat capacity and
thermal delay between the exhaust receiver and the turbocharger. During Tier III
operation this could lead to thermal instability of the engine and turbocharger at
any engine load depending on the size and heat capacity of the installed SCR
system. To counteract this instability, the auxiliary blowers will deliver additional
charge air to stabilise the system. The auxiliary blowers are furthermore used to
improve the heating time of SCR at all loads and during engine accelerations.
the SCR line is placed after the turbo charger which provides flexibility for arranging the SCR installation.
The LP LS SCR system, illustrated in figure 1.36, consist of three major components: an SCR reactor, a mixer (AIG - ammonia injection grid) and a Decomposition Unit (DCU). The DCU, which is placed in a gas line between the reactor outlet and mixer inlet, consists of a blower, a heater (burner) and a vaporiser. The
reducing agent is injected in the vaporiser forming a mixture of ammonia vapour,
which is let to the mixer and finally to the SCR reactor, forced by the blower.
Even when using low sulphur fuel the exhaust gas temperature is still too low for
the SCR process, especially at low engine loads or cold ambient conditions. To
increase the exhaust gas temperature to the required level, part of the exhaust
gas from the high pressure side of the turbine is bypassed, controlled by an
Exhaust Gas Bypass valve (EGB), and directed to the low pressure side. As a
consequence of the bypass the SFOC will increase depending on the required
temperature.
SCR process Low When restricting the sulphur content in the fuel during the SCR operation to
pressure
0.1% S or less, it is possible to install a low pressure SCR system. In this system,
MAN Diesel & Turbo
Although the fuel sulphur content is very low, ABS formation can not be entirely
avoided. One method to dissolve the ABS is to use the DCU to heat and circulate an appropriate amount of gas through the reactor to remove the ABS.
RTV
DCU
SCR
reactor
Stack
Blower
Burner
RBV
Exhaust gas receiver
Vaporiser
AIG
EGB
Reducing
agent
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Fig. 1.36: LP LS SCR system
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RSV
47 (97)
MAN Diesel & Turbo

Tuning methods
High Pressure SCR
SCR systems, designed for high pressure and low sulphur operation, use HP
LS SCR tuning. In Tier II mode the SFOC and the exhaust gas properties are
the same as for a standard Tier II engine with Low Load EGB tuning. In Tier III
mode the SFOC values are increased between 0.5 and 2.0 g/kWh compared to
a low load tuned Tier II engine. An overview of the valve control on HP LS SCR
is shown in Table 1.37. As the opening range of CBV is dependent on the specific engine rating an undefined range between 25% and 75% MCR is shown for
this valve.
MCR
Tier II mode
RBV
RSV
RTV
CBV
100
Tier III mode

RBV
RSV
RTV
Open
85
75
EGB
Open
Closed
Closed
Closed
50
CBV
Closed
Closed
Open
EGB
Open
Open
Closed
Open
25
Closed
Table 1.37: Valve control of HP LS SCR system
Low Pressure SCR
SCR systems, designed for low pressure and low sulphur operation, use LP
LS SCR tuning. In Tier II mode the SFOC and the exhaust gas properties are
the same as for a standard Tier II engine with Low Load EGB tuning. In Tier III
mode the SFOC values are increased between 1.0 and 2.0 g/kWh compared to
a low load tuned Tier II engine. An overview of the valve control on LP LS SCR is
shown in Table 1.38.
MCR
Tier II mode
RBV
RSV
RTV
100
50
Tier III mode

RBV
RSV
RTV
EGB
Closed
Open
Open
Open
85
75
EGB
Open
Closed
Closed
Open
Closed
25
48 (97)
2016-07-01 - en
The SFOC is further specified in chapter 1.3.8 Consumption and capacities.
7020-0145-06
Table 1.38: Valve control of LP LS SCR system
For SCR systems designed for low sulfur fuels the formation of ABS in the boiler
is limited due to the low amount of sulfur in the exhaust gas. Even if the ammonia slip from the SCR system is increased, the formation of ABS will be limited
due to the low sulfur content. Furthermore, the deposits formed in the boiler
during low sulfur operation are easily removed by standard cleaning methods
High sulfur fuel operation (>0.1%)
SCR systems designed for high sulfur fuels can lead to significant ABS deposits
when the sulfur content and ammonia slip is high. Furthermore, the deposits
formed in the boiler under SCR operation with high sulfur fuel tend to be sticky
and hard to remove by standard cleaning methods. It is the experience that well
designed high sulfur SCR system will have low ammonia slip and the ABS deposits will be limited. However, to secure unrestricted passage of exhaust gas
from the main engine in the exhaust gas line, it is recommended to install a bypass of the exhaust gas boiler for use during SCR high sulfur fuel operation.
Low sulfur fuel operation (0.1%)
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The slip of ammonia from the SCR system combined with sulfur originating from
the fuel can lead to deposits of ABS (Ammonium bisulfate) on the low temperature surfaces of the exhaust gas boiler. The amount of ABS deposits is dependent on the type of fuel used during SCR operation and on the amount of ammonia slip from the SCR reactor.
SCR influence on
boiler
2016-07-01 - en
MAN Diesel & Turbo
49 (97)
MAN Diesel & Turbo

1.3.3 SCR layout
Although the SCR system is closely related to the engine, the SCR line is not
part of the engine delivery. The system, however, must be based on specifications from MAN Diesel & Turbo.
The size of the SCR components is determined by the gas flow and depends on
the specified engine power, but other factors will influence the size too. Among
these factors are:
the specified lifetime of the catalyst elements if an increased lifetime of the
catalyst elements is required, the volume of catalyst and accordingly the size
of the reactor will increase
the choice of reducing agent if ammonia is chosen as the reducing agent,
the process time for vaporising is reduced and only a small mixer is needed.
However, the storage and handling of ammonia will be more complex compared to urea.
High Pressure SCR
An example of a high-pressure SCR system, supplied by Hitachi Zosen Corporation, is shown in Fig. 1.39. As the exhaust gas is led from the SCR reactor to
the turbocharger, the system is arranged close to the engine. The arrangement,
which also includes a turbine bypass, could be chosen differently according to
engine room restrictions.
Vaporiser / Mixer
EGB
RBV
RTV
RSV
50 (97)
2016-07-01 - en
SCR reactor
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CBV
Fig. 1.39: Layout of a high-pressure SCR system, as supplied by Hitachi Zosen
An example of a low-pressure SCR system, supplied by Doosan Engine Corporation, is shown in Fig. 1.40. The system is connected to the exhaust gas pipe
after the turbine outlet, providing flexibility to arrange the SCR away from the
engine.
Stack
Blower
RTV
RBV
SCR
Reactor
RSV
Low Pressure SCR
MAN Diesel & Turbo
AIG
Vaporiser
Burner
Control Panel
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2016-07-01 - en
Fig. 1.40: Layout of a low-pressure SCR system, as supplied by Doosan
51 (97)
1.3.4 Outline
3,591
6,986
2,844
An example of a high-pressure SCR outline is shown in Fig. 1.41. The SCR line
can be arranged in different ways to meet the engine room restrictions.
1,235
High Pressure SCR
MAN Diesel & Turbo
9,597
6,241
5,323
3,179
3,591
3,179
2,949
52 (97)
2016-07-01 - en
7020-0145-06
Fig. 1.41: SCR installation on an 8 MW engine (6S46ME-B) using Hitachi Zosen HP SCR
system
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Fig. 1.42: SCR installation on a 14 MW engine (6S60ME-C) using Doosan LP SCR system
An example of a low-pressure SCR engine is shown in Fig. 1.42. The SCR line is
placed in the exhaust gas line away from the engine, providing high flexibility for
the arrangement.
2016-07-01 - en
Low Pressure SCR
MAN Diesel & Turbo
53 (97)
MAN Diesel & Turbo

1.3.5 SCR auxiliary systems
Supply system of
reducing agent
The reducing agent used for the SCR process is either anhydrous ammonia
(NH 3), aqueous ammonia (25% NH 3) or aqueous urea (32.5% or 40% solution).
As anhydrous ammonia (NH 3) is classified as a toxic and dangerous substance,
it is convenient for marine purposes to use urea, which has no significant hazards. In addition, the urea supply system is less complex than the supply system
for anhydrous ammonia, but the consumption and storage volume of urea is
larger. In addition, urea requires a more complex vaporising and mixing process
which influences the layout of the SCR system. Aqueous ammonia (25% NH 3),
although corrosive and harmful for the health and environment, could with some
precautions be handled like urea. Independent of the selected reducing agent,
the injection is performed in combination with compressed air.
It is essential that both the injection and the mixing of the reducing agent are
performed effectively. Any unused ammonia, defined as the ammonia slip, is
likely to react with the exhaust gas to become ammonium bisulphate (NH4HSO4)
when the temperature decreases, and involves the risk of deposits in the exhaust gas system, e.g. in the exhaust gas boiler.
Urea
An example of a urea supply system is shown in Fig. 1.43. From the storage
tank, urea is pumped to the vaporiser/mixer by a urea pump in the supply unit.
The supply unit also has a wash water tank and a pump for purging the urea
injection nozzles. A control unit controls the injection of urea and compressed
air into the vaporiser. When the SCR process is shut down, the urea injection
nozzles are purged with wash water to prevent clogging of the nozzles. As an
alternative, urea could be stored as solids and mixed on board
Ammonia (NH 3 anhydrous)
Ammonia supplied as anhydrous NH 3 is classified as a toxic substance and
harmful for the health and environment and is not used for marine purpose.
54 (97)
2016-07-01 - en
Ammonia supplied as an aqueous solution of NH 3 (25% solution) is classified

as corrosive and harmful for the environment. The storage tank and the part of
the supply system that includes an evaporator must be situated in a separate
room away from the machinery room and the accommodation, see Fig. 1.44.
The consumption and storage volume for this solution is largely the same as
for urea.
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Ammonia (aqueous solution)
Venting
Supply unit
Urea tank
Wash
water
Injection unit
Vaporiser/mixer
SCR
reactor
Tank
Bunkering
MAN Diesel & Turbo
Tank
Compressor
Air supply
Soot blower
Fig. 1.43: Example of urea supply system and soot blower system
Ventilation
Bunkering
Enclosed space
Supply unit
Injection unit
2016-07-01 - en
Vaporiser/Mixer
Drain
Tank
Tank
Tank
SCR
reactor
Compressor
Air supply
Soot blower
Fig. 1.44: Example of supply system for aqueous ammonia
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Ventilation
Ammonia
solution tank
55 (97)
56 (97)
Soot blower system To prevent contamination of the reactor elements, a soot blower system using
compressed air to keep the SCR reactor clean is installed. The soot blower process is performed periodically during the SCR process and the soot is led out
with the exhaust gas after being blown loose from the elements inside the reactor.
SCR heating
system
The SCR reactor and the vaporiser have significant heat capacities due to the
size and mass of the components. The system should normally be engaged in
due time before entering a NO x ECA to obtain the right operating temperature of
the SCR reactor and vaporiser. However, when in harbour, i.e. at engine standstill, the temperature will slowly decrease and means to keep the temperature at
the required level or to heat up the system must be available. To meet this demand, the system needs to be equipped with heat tracing or other appropriate
means.
2016-07-01 - en
7020-0145-06
MAN Diesel & Turbo
On engines with High Pressure SCR the ERCS controls the reductant dosing
amount and the SCR valves. It further handles the interfaces to a number of
subsystems. These subsystems comprise a reductant dosing system, a soot
blowing system, a standby heating system and a venting system. The subsystems mentioned may be implemented as one or more systems. The ERCS has a
close integration with ME-ECS and communicates to ME-ECS via a bus connection. The ERCS on High Pressure SCR consists of 2-3 MPCs, depending on the
configuration, and 1 SCR MOP.
Low Pressure SCR

control system
On engines with Low Pressure SCR the ERCS controls the reductant dosing
amount and handles interfaces to a number of subsystems. These subsystems
comprise a reductant dosing system, a valve control system and a regeneration system. The subsystems mentioned may be implemented as one or more
systems. The ERCS has a close integration with ME-ECS and communicates to
ME-ECS via a bus connection. The ERCS on Low Pressure SCR consists of 1
MPC and 1 SCR MOP.
High Pressure SCR

control system
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The SCR control is handled by the Emission Reduction Control System (ERCS),
which is mandatory on all MDT 2-stroke Tier III engines. The ERCS is delivered
by the engine builder.
1.3.6 SCR control system
MAN Diesel & Turbo
57 (97)
MAN Diesel & Turbo

1.3.7 Installation
Engine room
arrangement
A schematic arrangement of an SCR installation using urea as the reducing

agent is shown in Fig. 1.45. The arrangement includes a compressor unit supplying compressed air to the injection process and to the soot blower system.
The compressor can be part of the general supply of compressed air for the engine room or, alternatively, be dedicated to the SCR system.
Bunker
Upper deck
Control
2nd deck
Urea
supply
Soot
blower
3rd deck
Urea
tank
Compressor
4th deck
Floor deck
58 (97)
2016-07-01 - en
Fig. 1.45: Example of an SCR arrangement in the engine room
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Tank top
pend on the actual choice of reducing agent.
The required volume of the tank depends on the consumption of the specific
reducing agent, the estimated ECA sailing time, the sailing pattern, and the
planned bunker period. Furthermore, the lot size of the reducing agent when
bunkering should be taken into consideration. An example of dimensioning the
storage tank is found in the following chapter, Consumption and capacities.
All material used for storage, transportation and handling of the reducing agent
including tanks, tubes, valves and fittings must be compatible with the specific
reducing agent to avoid any contamination of the substance and corrosion
of devices used. Furthermore, the storage temperature of the reducing agent
should be in accordance with the supplier's reccomendations.
Urea tank
The urea tank could be an independent tank suitable for the solution or an integrated tank properly coated. The tank must be ventilated to open air.
Storage of reducing Due to different hazards and different specific consumption figures, the arrangeagent
ment, material and volume of the storage tank for the reducing agent will de-
MAN Diesel & Turbo
Ammonia tank (aqueous solution)
The arrangement and installation of SCR reactor, vaporizer/mixer and gas pipes
must be carefully considered, taking the high pressure and temperatures in the
SCR system and the forces on the ship and engine into account. A guideline for
installation and calculation of back pressure is available on request.
Example of an SCR
arrangement
The example presented in the following pages (Fig. 1.46) shows an SCR arrangement on a 6G70ME-C9.5 engine in a 182,000 DWT bulk carrier. Consumption and capacity data for this system, including capacity of the Urea tank, is
given as an example in Section 1.3.9 Calculation of SCR data.
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SCR circuit installation
2016-07-01 - en
With aqueous ammonia as the reducing agent, it must be stored in an independent tank suitable for the solution. The tank and the supply system should
be placed in a separate room ventilated to open air and the supply pipes in
the engine room must be laid in ventilated ducts or double-walled pipes. The
bunkering system must include a vapour return pipe to the bunker delivery.
59 (97)
MAN Diesel & Turbo
Service
area
Workshop
Service
area
Service area
Service area
SCR
reactor
Service area
MAN B&W
6G70ME-C9.5-Tll
Transverse section at frame-42
Ship:
Engine:
SCR system:
Fuel sulphur:
182,000 DWT Bulk carrier

6G70ME-C9.5, 16.4 MW
High Pressure SCR
0.1% S
60 (97)
2016-07-01 - en
Fig. 1.46: Example of SCR System on a 182,000 DWT bulk carrier.

Arrangement by Odense Maritime Technology (OMT)
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(Looking aft)
Urea
tank
145 m3
Vaporiser
RSV
RBV
GenSet
Service
area
RBV
RTV
SCR
reactor
MAN B&W
6G70ME-C9.5-Tll
15
20
25
30
35
40
Service
area
MAN Diesel & Turbo
45
Elevation
(Looking Port)
Workshop
UP
DN
DN
UP
UREA
tank
145 m3
DN
UP
UP
UP
Proposed
lift space
RBV
RBV
Service
area
UP
UP
SCR
reactor
RSV
Service
area
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RTV
Vaporiser
Service
area
Service
area
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MAN B&W
6G70ME-C9.5-Tll
Service area
Plan at 3rd deck 11355 ABL
61 (97)
MAN Diesel & Turbo

The following estimated performance and consumption data are based on ISO
conditions, except where otherwise stated. 9 SCR data for a specific engine is
available by the engine calculation programme, CEAS. 10
Specific fuel oil

consumption
The SCR concept affects the performance data of the engine. The influence
on the specific fuel oil consumption (SFOC) for low sulphur SCR systems is depending on the choice of system, be it a high pressure (HP LS SCR) or a low
pressure system (LP LS SCR). Furthermore, the engine type will have an influence, as SFOC of low pressure SCR system will be higher at low loads on ME-B
engines compared to ME-C engines. An estimate of the SFOC penalty relative to
Low Load EGB tuning (LL EGB) is found in Tables 1.47, 1.48 and 1.49.
SFOC g/KWh relative to Tier II standard engine (LL EGB)
Fuel
3.5% S
0.1% S
MCR
Tier II mode
Tier III mode
100
+0.5
75
SFOC as
+1.0
50
LL EGB
+1.5
25
+2.0
Table 1.47: Influence on SFOC of High Pressure Low Sulphur SCR

Fuel
3.5% S
0.1% S
MCR
Tier II mode
Tier III mode
100
+1.0
75
SFOC as
+1.0
50
LL EGB
+1.0
25
+1.5
Table 1.48: Influence on SFOC of Low Pressure Low Sulphur SCR, ME-C engines
Fuel
3.5% S
0.1% S
MCR
Tier II mode
Tier III mode
SFOC as
+1.0
50
LL EGB
+3.0
25
62 (97)
+1.0
75
+6.5
Table 1.49: Influence on SFOC of Low Pressure Low Sulphur SCR, ME-B engines
9 All data presented are approximate values and subject to change without further notice
10 CEAS is found at http://www.mandieselturbo.com/ceas/index.html.
2016-07-01 - en
100
7020-0145-06
The power required for the SCR system is related to the auxiliary systems for the
SCR system. The power consumption includes power to supply the reducing
agent and the compressed air, additional power for the auxiliary blowers and for
the heating of SCR reactor. The electrical power consumption is roughly regarded independent on the engine load and estimated to 5 kW/MW SMCR.
Consumption of
reducing agent
The consumption of reducing agent depends on the agent type, the engine load
and the NO x reduction rate. The estimated specific consumption required to
reduce the NO x level from Tier II to Tier III is shown in Table 1.50. Urea consumption for a specific engine could alternatively be found by the engine calculation
programme, CEAS.
Reducing agent
g/kWh
l/MWh
Urea 40%
17.9
16.1
Ammonia - 24.5%
16.6
18.4
Table 1.50: Consumption of reducing agent
Catalyst replacement
Electrical power
consumption
MAN Diesel & Turbo
Depending on the load of the SCR reactor, the catalyst elements will slowly lose
the ability to facilitate the NO x reduction process. To keep the required efficiency
of the reactor, the elements should be replaced periodically according to the
catalyst supplier. Therefore, the catalyst elements are regarded as consumables
and should be included in the running costs of the SCR system, depending on
sailing pattern and time in Tier III mode.
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The catalyst lifetime depends on the need for NO x reduction. The engine load,
the NO x reduction rate and the time, during which the reactor is engaged, will
directly influence the lifetime of the catalyst. The type and relative volume of the
catalyst compared to the engine size will also influence the lifetime. The lifetime
of the catalyst should be specified by the supplier.
63 (97)
64 (97)
Compressed air
capacity
The capacity of compressed air used for soot blowing and for the injection
process relates to the reactor size, the type of reducing agent and the sulphur
content in the fuel. As an alternative to a dedicated SCR compressor, it could be
part of the general supply of compressed air for the engine room. The capacity
of compressed air for the injection and soot blowing should be considered in the
ship design process according to the suppliers standard.
SCR heating
The need for heating of the SCR components before leaving a port inside an
ECA can be met by a number of different methods, but the capacity for the system chosen must be according to the SCR suppliers standard and be included
in the capacity for ship.
Auxiliary blower
capacity
The auxiliary blower must be able to support operation until 65% SMCR, and
the capacity of the auxiliary blower is approximately 1.5 times the capacity of a
standard blower configuration.
2016-07-01 - en
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MAN Diesel & Turbo
Ship
Size
Engine
Power, SMCR
Engine speed
SCR system
NECA Fuel Sulphur content%
Reducing agent
Tank margin
Bunker frequency
NECA sailing time
Bulk carrier
182,000 DWT
6G70ME-C9.5
16,440 kW
83.0 rpm
HP LS SCR
0.1% S
Urea 40%
33%
600 h/year
30% time/180 h
30% time/180 h
30% time/180 h
10% time/60 h
Step 1
Based on the input from the specified engine CEAS provides the data used in
the example for SFOC in Tier II and Tier III mode and for the urea supply in Tier
III mode. The additional fuel consumptions in Tier III mode are calculated and
shown in Table 1.51a. The electric power and the urea consumptions are shown
in Table 1.51b. The electric power consumption are based on the data given in
the previous chapter.
Step 2
The total consumption in an NECA area, i.e. when the SCR system is operating,
depends on the sailing profile and the sailing time in the NECA. When multiplying the values found in step 1 with the profile values, the consumption for one
hour could be found. The yearly consumption is found when the NECA sailing
time is known. The result is shown in Table 1.51c.
Step 3
The Urea tank capacity is calculated based on the bunker frequency of reducing
agent. A margin should be included to compensate for variations in the sailing
profile and sailing hours. The result of the calculation is shown in Table 1.51d.
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Assumptions
An example of SCR data for a 16.4 MW MAN B&W engine is calculated below
for a specific NECA sailing pattern. The consumption and capacities are found
by the engine calculation programme, CEAS, as noted in the previous section.
An engine room arrangement for this SCR installation is given as an example in
section 1.3.7 Installation.
1.3.9 Calculation of SCR Data
MAN Diesel & Turbo
65 (97)
SO x reduction Exhaust Gas Cleaning System
MAN Diesel & Turbo

Engine load, % MCR
25%
50%
75%
100%
SFOC Tier III
166.8
158.0
157.5
162.0
SFOC Tier II
164.0
156.5
156.5
161.5 g/kWh
2.8
1.5
1.0
11.5
12.3
12.3
Additional SFOC
Additional fuel Tier III
0.5
g/kWh
g/kWh
8.2 kg/h
Table 1.51a: Fuel consumptions in Tier II and Tier III mode
Engine load, % MCR
25%
50%
El. power
Urea
75%
100%
82.2
82.2
82.2
82.2
85
150
180
230 l/h
kW
Table 1.51b: Additional SCR operating values
Engine load, % MCR
25%
NECA load profile Time
30%
Additional fuel
50%
30%
3.5
75%
100%
30%
10%
3.7
3.7
Total
per hour
0.8
Total
per year
11.7
kg/h
7.0
ton/year
El. power
24.7
24.7
24.7
8.2
82.2
l/h
49.3
MWh/year
Urea
25.5
45.0
54.0
23.0
147.5
l/h
88.5
m3/year
Table 1.51c: Accumulated SCR operating values 11
Item
Parameter
Volume
Margin
Tank size
Urea tank
300 hours
44 m
33%
60 m3
66 (97)
2016-07-01 - en
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Table 1.51d: Tank capacity of reducing agent
11 In addition to the above consumption, the replacement of catalyst elements, which is

also regarded as consumables, should be included in the evaluation
2 SOx reduction
2.1 Introduction
Sulphur limits
The international requirements on emissions of SO x (sulphur oxides) and PM

(particulate matter) are determined by the MARPOL convention Annex VI, which
specifies a global limit and a local (SO x ECA) limit on the sulphur content in marine fuel. The specified sulphur limits will change according to the illustration in
Fig. 2.01, showing a reduction in SO x ECA from 1.0% to 0.1% sulphur in 2015,
and a reduction in the global limit from 3.5% to 0.5% sulphur in 2020. The date
of the global limit reduction may be changed to 2025 as a result of a review process to be conducted no later than 2018.
5
4.5
4
3.5
SOx ECA
2018 review
Sulphur %
Global limit
3
2.5
2
1.5
1
MAN Diesel & Turbo
0.5
0
2005
2010
2015
2020
2025
2030
Year
Fig. 2.01: Fuel sulphur limits according to MARPOL Annex VI
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Although the SO x requirements can be met by using a low-sulphur fuel, the regulation allows alternative methods to reduce the emissions of SO x to an equivalent level. The techniques used for this purpose must follow additional guidelines
specified by IMO to prove equivalence with the fuel sulphur limits. 12
2016-07-01 - en
Equivalents
12 MEPC.184(59) 2009 Guidelines for Exhaust Gas Cleaning Systems
67 (97)
MAN Diesel & Turbo
68 (97)
Diesel fuel
The SO x ECA limit can be met using a low-sulphur fuel, e.g. marine gas oil
(MGO) with a sulphur below 0.1%. The limit outside SO x ECA (non-ECA) can be
met using e.g. marine diesel oil (MDO) with a sulphur content below 0.5%, which
will be required from 2020. Certain precautions must be taken when using these
fuel types.
Further information can be found in the paper Low-sulphur fuel operation, published by MAN Diesel & Turbo.
Gas fuel
As liquified natural gas (LNG) contains no sulphur, the SO x limits can be met by
installing an MAN B&W ME-GI dual fuel engine, provided also the pilot oil meets
the sulphur limits. Furthermore, when running in fuel oil mode, the SO x limit must
be met by using low-sulphur fuels, if no alternative method for SO x reduction is
available.
Further information on ME-GI dual fuel engines can be found in the paper MEGI Dual Fuel MAN B&W Engines, published by MAN Diesel & Turbo. The paper
is available for download at: www.marine.man.eu Two-Stroke Technical
Papers.
2016-07-01 - en
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2.2 Low-sulphur fuels
2.3 SOx scrubber

The cost of low-sulphur fuels such as MDO and MGO is high compared to
heavy fuel oil (HFO). Therefore, alternative low-cost methods to reduce the emissions of SO x by exhaust gas cleaning have been developed.
The process of exhaust gas cleaning is performed in a scrubber unit using a dry
or wet agent to remove SO x and PM. Marine engines are normally fitted with wet
scrubbers using either seawater (SW), which is easily available, or recirculated
freshwater (FW) with chemical addition.
This project guide describes the SOx scrubber systems from Alfa Laval, which are
based on the wet scrubber principle, but other scrubber systems are available. 13
MAN Diesel & Turbo
Fig. 2.02: SOx scrubber from Alfa Laval
2.3.1 Principle
In a wet scrubber, the exhaust gas is cleaned by water on its way to the funnel. The water is injected into the exhaust gas stream and is discharged from
the bottom of the scrubber. The sulphur oxides generated in the combustion
process due to the sulphurous fuel are dissolved and removed by the scrubber
water following a simple chemical reaction:
13 Further information on available EGC systems can be found in EGCSA Handbook

2012 published by the Exhaust Gas Cleaning Systems Association (EGCSA), www.egcsa.
com.
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2016-07-01 - en
The water used in the process could be either seawater (SW) or freshwater (FW),
which calls for different solutions for both the installation and the operation.
SO2 + H 2O H 2SO 3 (sulphurous acid)

SO 3 + H 2O H 2SO4 (sulphuric acid)
69 (97)
MAN Diesel & Turbo

2.3.2 System
Basically, SO x scrubber systems are divided into open loop systems using SW,
and closed loop systems using FW as medium. Both systems could be chosen
for an installation. Furthermore, when a high degree of flexibility is required, a
hybrid solution could be installed, combining open and closed loop systems
with the ability to switch between SW and FW scrubbing.
Open loop system
When SW is used for scrubbing, an open loop system is chosen as illustrated in
Fig. 2.03. The natural chemical composition of seawater neutralizes the impact
of SO x in the scrubber water. The water is taken directly from the sea and fed to
the scrubber. Leaving the scrubber, the water is discharged into the sea without
any further treatment. The discharge criteria set by the IMO guidelines is met by
the high water flow through the scrubber.
Exhaust gas
monitoring
Scrubber
Exhaust gas
Wash water
monitoring
SW inlet
Discharge
SW pump
The open loop system is typically used in open waters where the alkalinity of the
seawater is sufficiently high for effective scrubbing. The system is simple and
the cheapest solution in regards to installation and operating cost. However, an
open loop system lacks flexibility when local regulations prevent or limit the use
of the system due to low alkalinity or restricted discharge criteria. Open loop operation requires a SW amount of approximately 45m3/MWh when a 2.7% sulphur
HFO is used.
70 (97)
When FW is used for scrubbing, a closed loop system is chosen, as illustrated

in Fig. 2.04. To neutralise the sulphuric acid in the scrubber water, an addition
of chemicals is needed. This could be sodium hydroxide (NaOH) forming a sulphate in the following process:
H 2SO 3 + 2NaOH + O2 Na 2SO4 + H 2O
H 2SO4 + 2NaOH
Na 2SO4 + H 2O
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Closed loop system
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Fig. 2.03: Open loop system
However, the sulphate and the particulate matter (PM) from the combustion
process accumulates in the scrubber water. To avoid an increase in salinity and
contamination of the system, the sulphate and PM must be removed continuously. This is done by bleeding off scrubber water from the system and adding
FW to replace the lost volume. Most of the FW is regained in the scrubbing process by condensed water from the combustion process. To minimise the loss of
FW escaping with the exhaust gas, the scrubber water is led through a cooler
before it is injected into the scrubber. A demister is installed to prevent droplets
escaping through the funnel. Any loss of water is supplied by the FW supply on
board. Before discharging the bleed-off water, a cleaning process is required to
meet the IMO guidelines criteria. The cleaning process is performed in a water
cleaning unit (WCU) and the sludge is led to a sludge tank.
Exhaust gas
monitoring
Scrubber
NaOH
tank
Exhaust gas
FW
Cooler
MAN Diesel & Turbo
Wash water
monitoring
Circulation
tank
Discharge
Circulation
pump
2016-07-01 - en
Fig. 2.04: Closed loop system
The closed loop system offers a high degree of flexibility for the vessel as the
use is not restricted by local regulations. However, the initial costs are higher,
compared to the open loop system, due to the additional equipment. In addition,
operating costs are higher mainly because of the constant addition of chemicals. The flow rate in a closed loop system is about half that of an open loop,
30m3/MWh. Typically, closed loop operation requires a constant discharge at
the rate of 0.1 to 0.3 m3/MWh, although the system can operate with zero discharge for limited periods.
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Sludge
tank
WCU
71 (97)
MAN Diesel & Turbo
Hybrid system (Open/Closed loop)

The hybrid system, illustrated in Fig. 2.05, combines both an open and a closed
loop system and each of their operation modes. Due to the combination, the
hybrid system is more complex, but it offers the highest degree of flexibility.
The open loop mode is typically used in open waters where the alkalinity is sufficiently high for effective scrubbing. The closed loop system is used in certain
enclosed waters, harbours and estuaries or where the alkalinity of the seawater
is low. This combination optimises the chemical consumption and ensures that
discharges do not affect sensitive areas with little water exchange.
Exhaust gas
monitoring
Scrubber
NaOH
tank
Exhaust gas
FW
Cooler
SW inlet
Wash water
monitoring
Circulation
tank
Discharge
Circulation
pump
SW pump
WCU
Sludge
tank
72 (97)
2016-07-01 - en
The initial cost of the hybrid system is higher as it includes equipment for both
open and closed systems to gain the flexibility. The hybrid system, however, offers the lowest operating costs as it can switch to the most economic mode in
any situation. In each operation mode, the scrubber water flows are similar to
the flows specified for open and closed loop systems accordingly.
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Fig. 2.05: Hybrid system
2.3.3 Layout
Various types of wet scrubbers exist. Fig. 2.06 shows some typical methods
used by the manufacturers, including open spray, cyclonic, packed bed, wet
bath, bubble plate and venturi scrubbing. Combinations of these methods are
also available.
Spray (open tower)
Cyclonic
Packed bed
Exhaust outlet
Exhaust outlet
Exhaust outlet
Washwater inlet
Washwater inlet
Exhaust inlet
Packed bed
Washwater inlet
Exhaust inlet
Exhaust inlet
Washwater outlet
Washwater outlet
Washwater outlet
Wet bath
Bubble plate
Bubble plate
Exhaust ow
Exhaust ow
Washwater inlet
MAN Diesel & Turbo
Washwater inlet
Washwater bath
Washwater outlet
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2016-07-01 - en
Fig. 2.06: Different methods used for wet scrubbers (courtesy of EGCSA)
73 (97)
MAN Diesel & Turbo

The layout of an Alfa Laval SO x scrubber is shown in Fig. 2.07. The scrubber
consists of two parts, a jet scrubber and an absorber. The jet scrubber is a
pre-scrubber, starting the scrubbing process with a jet spray into the incoming
exhaust gas. Placed upstream of the absorber, it increases the scrubbing efficiency, especially on PM. From the jet scrubber, the gas stream is led through
the absorber, a packed bed scrubber where the SO x is removed to the required
level. The jet scrubber could be replaced by a venturi scrubber to increase the
PM trapping, but it increases the pressure drop across the unit.
Exhaust gas
outlet
Exhaust gas
inlet
Jet scrubber
Absorber
Water outlet
74 (97)
2016-07-01 - en
Fig. 2.07: Alfa Laval SOx scrubber combining a jet scrubber and an absorber
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Water inlet
Typical dimensions of an Alfa Laval SO x scrubber for a range of MAN B&W engine sizes are found in Table 2.08.
Engine power
MW
Width
m
Length
m
Height
m
Weight
ton (dry)
Weight
Water inlet
ton (wet) DN
2.3
4.0
7.0
200
250
48
2.8
4.9
7.8
11
250
250
8 12
3.5
6.3
9.1
12
18
350
400
12 16
4.2
7.4
10.2
18
25
400
450
16 20
4.8
8.4
11.2
21
31
450
500
20 24
5.5
9.2
12.0
27
39
500
600
24 32
6.0
10.5
13.2
35
51
600
600
Table 2.08: Typical dimensions of an Alfa Laval SOx scrubber
2016-07-01 - en
Water outlet
DN
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The different types of SO x scrubber systems vary in size and shape of the
scrubber. The total volume of a scrubber unit depends on the amount and condition of the exhaust gas and its content of sulphur and particles. Furthermore,
restrictions on the maximum acceptable additional backpressure from the exhaust system influence the scrubber size.
2.3.4 Dimensions
MAN Diesel & Turbo
75 (97)
MAN Diesel & Turbo

2.3.5 Water cleaning system
When running a closed loop system, it is necessary to bleed off scrubber water
to avoid accumulation of salt generated in the process. Before discharging the
bleed-off water into the sea, it must be cleaned in a water cleaning unit (WCU).
The diagram in Fig. 2.09 illustrates the method used in the Alfa Laval WCU.
The bleed-off water from the system is collected in a buffer tank. After addition of a coagulant, the bleed-off is led to a retention tank and forwarded to the
high-speed separator for the final cleaning process. A monitoring system (QC)
controls the quality of the water with regard to pH value, turbidity and polycyclic
aromatic hydrocarbons (PAH) concentration. In case the IMO discharge criteria
are not met, the bleed-off is recycled in the unit to increase the quality.
Bleed-off
Coagulant
Buffer
tank
Separator
Retention
tank
QC
Sludge
Discharge
Fig. 2.09: Water cleaning performed in the WCU
76 (97)
Fig. 2.10: Alfa Laval Water Cleaning Unit
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An example of the Alfa Laval WCU is shown in Fig. 2.10. The footprint of the
frame is approximately 2.5 by 2.5 m.
2016-07-01 - en
Alarms and related information is integrated and displayed on the control panels
touch screen. To minimise the energy consumption in the individual operating
modes, the pumps in the WCU circuit are controlled by a PLC.
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The scrubber control panel serves the scrubber, the water cleaning unit and
the water discharge. A hardwired interface is connected to the ships general
alarm system. If an alarm is triggered, or an emergency button is activated, the
SO x scrubber system shuts down automatically and the scrubber bypass opens
without stopping the engine. After the failure has been eliminated, the alarm disappears from the screen and the system can be restarted.
2.3.6 Control system
MAN Diesel & Turbo
77 (97)
MAN Diesel & Turbo

2.3.7 Installation
Engine room
arrangement
Hybrid System
Fig. 2.11 illustrates an engine room arrangement of a hybrid SO x scrubber system that can run in open loop (on SW) and in closed loop mode (on FW).
Scrubber
absorber
Jet
scrubber
Scrubber
outlet
Silencer
Scrubber
intlet
Exhaust gas
boiler
Upper deck
FW
NaOH
tank
Circulation
pump
NaOH
Cooler
2nd deck
Circulation
tank
3rd deck
4th deck
Outlet
Floor deck
78 (97)
Tank top
Fig. 2.11: Schematic arrangement of a hybrid SOx scrubber system (on SW/FW)
2016-07-01 - en
SW inlet
Sludge tank
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WCU
2016-07-01 - en
The hybrid system combines the low running costs of the open loop with the
flexibility provided by the closed loop system. The hybrid system provides additional flexibility, as the open loop mode can be used also at low SW alkalinity
with the addition of NaOH without the need for switching to closed loop mode.
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The scrubber water installation in the hybrid system is a combination of the system used in open loop and closed loop installations, as described in the following.
The exhaust gas cleaning units are normally placed high up in the ship, in or
around the funnel area, where more space is available and access is easier. The
installation will normally include a bypass to be able to run the engine without
the scrubbing process, even though the scrubber in certain designs can run dry
without the scrubbing process. In most cases, a SO x scrubber is an effective silencer even when running dry, which means that the existing silencer can be replaced by a scrubber. As the exhaust temperature is significantly reduced during
the scrubbing process, any waste heat recovery system, such as the exhaust
gas boiler, must be positioned upstream of the scrubber.
MAN Diesel & Turbo
79 (97)
MAN Diesel & Turbo

Open loop system
The SW installation in open loop systems, illustrated in Fig. 2.12, is relatively simple as SW is supplied by the ships SW system directly to the scrubber. From the
scrubber outlet, water is led to the SW discharge system after a quality control
has verified compliance with the IMO guidelines.
Scrubber
absorber
Jet
scrubber
Scrubber
outlet
Silencer
Scrubber
intlet
Exhaust gas
boiler
Upper deck
Circulation
pump
2nd deck
3rd deck
4th deck
Outlet
Floor deck
Tank top
80 (97)
The system has low running costs as no additional treatment is required. However, to obtain a sufficient scrubbing quality, the SW flow rate is relatively high.
Combined with the required pressure for the highly placed scrubber, the power
needed for SW scrubbing is a running cost that cannot be ignored.
In certain cases, in areas where the seawater alkalinity is too low or restricted
outlet criteria is in force, the system cannot be used and running on low-sulphur
fuel is required.
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Fig. 2.12: Schematic arrangement of an open loop SOx scrubber system (SW)
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SW inlet
Closed loop
The FW scrubbing used in closed loop systems is illustrated in Fig. 2.13. The
installation is more complex compared to open loop because a water treatment system is needed. The equipment includes a circulation tank, sludge tank,
NaOH tank, circulating pump, FW cooler and a WCU. An alternative to the WCU
could be a holding tank to store the bleed-off water for discharge in port. Compared to open loop systems, the scrubber water flow is significantly reduced as
the scrubbing efficiency using FW is high compared to SW. Due to the reduced
flow, the dimensions of the inlet and outlet pipes are reduced.
Scrubber
absorber
Jet
scrubber
Scrubber
outlet
Silencer
Scrubber
intlet
MAN Diesel & Turbo
Exhaust gas
boiler
Upper deck
FW
NaOH
tank
Circulation
pump
NaOH
Cooler
2nd deck
Circulation
tank
WCU
3rd deck
4th deck
Outlet
Tank top
2016-07-01 - en
Fig. 2.13: Schematic arrangement of a closed loop SOx scrubber system (FW)
The running costs of a closed loop system is higher compared to an open loop
system, mainly because of the addition of chemicals in the process. However,
the closed system can be used in any area without restrictions thanks to the water treatment system.
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Sludge tank
Floor deck
SW inlet
81 (97)
NaOH tank
The storage tank for the chemical additives used in the closed loop systems
should be suitable for the media, e.g. the chemical solution. Normally, the
scrubbing process uses a 50% NaOH solution. Such a solution will start to crystallise below 12 C, and the tank should therefore keep a minimum temperature
of 16 C. Accordingly, the tank should be installed in a room with a controlled
temperature or be insulated and fitted with means for heating. The material of
the tank must meet the specific requirements for the solution, such as stainless
steel, coated steel, polymer or other suitable materials. 14
When estimating the necessary capacity of the NaOH tank, the ECA sailing
time, the sailing pattern, the fuel sulphur content, the NaOH solution and the
planned bunker period must be taken into account. Furthermore, the capacity
could include additional volume to receive a full standard bunker volume when
refilling. An example of how to dimension the NaOH tank is given by the tables in
Section 2.3.9 Calculation of SO x scrubber data.
Sludge tank
The sludge outlet from the WCU in a closed loop systems is an aqueous solution of combustion particles, sulphur compounds and other material separated
from the scrubber water. The pH value would normally vary between 6 and
9. The sludge can be stored in a separate sludge tank or in a general tank on
board, e.g. the dirty bilge tank, which holds similar sludge from the engine room.
The tank could be made of coated steel while taking the variation of pH value
into consideration.
When estimating the capacity of the sludge tank, it is important to take into account the ECA sailing time, the sailing pattern, the fuel sulphur content, the water content and the planned discharging interval. An example of how to dimension the NaOH tank is given by the tables in Section 2.3.9 Calculation of SO x
scrubber data.
2016-07-01 - en
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MAN Diesel & Turbo
14 See also The Chlorine Institute, Pamflet 94 regarding storage and piping
82 (97)
Engine power MW
Circulation tank m3
< 10
10
10-20
20
> 20
30
2016-07-01 - en
Table 2.14: Typical volumes of circulation tank
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The circulation tank is used as a buffer tank in closed loop and hybrid systems.
During start-up in closed loop mode, the tank ensures that there is enough FW
for the process. In hybrid systems, it acts as a reservoir for FW during open loop
operation and ensures a smooth transition when changing between open and
closed loop mode. The tank size defines the time in which the system can operate without bleed-off when operating in closed loop mode. Typical tank volumes
are given in Table 2.14.
Circulation tank
MAN Diesel & Turbo
83 (97)
MAN Diesel & Turbo

The following data refers to ISO conditions, except where otherwise stated. The
estimated data are based on the principles described in the previous chapters.
The data may not fully cover data for a specific SO x scrubber system and it is
therefore suggested to contact the supplier for further information. 15
Scrubber efficiency
The SO x scrubber system is a method equivalent to meeting the low-sulphur

fuel requirements. Accordingly, the efficiency of the system must be sufficient to
achieve a SO x emission level, measured as the fraction SO2 /CO2, that is equal to
or lower than the required limit. The efficiency depends on the sulphur content
in the fuel related to the sulphur limit. The required efficiencies are listed in Table
2.15 for various fuel sulphur content values in ECA and non-ECA.
Fuel sulphur
S%
Scrubber efficiency in ECA, %

Sulphur limit: 0.1%
Scrubber efficiency in non-ECA, %

Sulphur limit: 0.5%
3.5
97.1
85.7
3.0
96.7
83.3
2.5
96.0
80.0
2.0
95.0
75.0
1.5
93.3
66.7
1.0
90.0
50.0
Table 2.15: Required SOx scrubber efficiency
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Although the required scrubber efficiency depends on the area and the fuel
used, the data in this chapter is based on an efficiency of 97.1%, which is sufficient to clean the exhaust gas from a 3.5% sulphur fuel to meet the requirements. Information on systems including varying efficiencies should be given by
the scrubber supplier.
15 All data presented is approximate values and subject to change without further notice
84 (97)
Back pressure
The use of a SO x scrubber increases the pressure drop (back pressure) in the
exhaust gas system. The maximum acceptable back pressures in the exhaust
gas system on new engines are found in Table 2.16.
Power
% MCR
Std. back pressure

mm WC
Max additional press.

mm WC
Max total pressure

mm WC
100
300
600
900
75
179
500
680
50
86
400
490
35
45
300
350
<25
<25
<200
<225
Table 2.16: Total back pressure acceptable in the exhaust gas system
Engine performance
The increased back pressure will slightly influence the engines performance.
The exhaust gas amount decreases and the turbine outlet temperature increases depending on the additional back pressure. The SFOC increases accordingly.
The scavenge air pressure is roughly unchanged. Table 2.17 shows the influence
on these parameters in relation to the maximum additional back pressure. In
cases where only a fraction of the maximum back pressure is present, the influence on the parameters is reduced accordingly.
Power
% MCR
P (max)
mm WC
SFOC
g/kWh
Exhaust gas
% mass
TC outlet
C
100
600
+1.0
+20
75
500
+1.0
+20
50
400
+1.0
10
+20
35
300
+1.0
10
+20
<25
<200
+1.0
10
+20
MAN Diesel & Turbo
Table 2.17: Relation between additional back pressure and engine parameters
The additional back pressure of a SO x scrubber depends on the scrubber type.

Typically a back pressure of 200 to 400 mm WC at 100% MCR can be expected. Depending on the performance parameters, the SFOC penalty is 0.3-0.7 g/
kWh.
The necessary scrubber water flow is determined by the exhaust gas amount,
which depends on the engine power. An estimate of the open loop SW flow is
found by the following formula:
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FlowSW = 50 m3/h/MW
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Open loop
Scrubber water flow
85 (97)
MAN Diesel & Turbo

Closed loop
The required flow of FW for sufficient closed loop scrubbing is significantly
smaller than required for SW in open loop. The relation between the engine
power and FW flow is estimated as follows:
FlowFW = 30 m3/h/MW
Electric power
consumption
Open loop
The electric power consumption in open loop mode relates to pumping SW into
the scrubber. Accordingly, the power relates to the flow and pressure delivered
by the scrubber pumps. The required pressure reflects the injection pressure
and the lifting height, i.e. the vertical distance between sea level and the scrubber injection point. If the installation details are unknown a rough estimate of the
power required for open loop mode can be estimated by:
P = 0.70% PME MCR %
If the height (H) between the seawater level and scrubber inlet is known, and assuming an injection pressure of 10 m WC and a pump efficiency of effPump, the
required power can be calculated as follows:
P = PPump = PME MCR % FlowSW/3,600 1.025 9.81 (H+10)/effPump
Fig. 2.18 shows the required power in open loop mode at different pumping
heights.
8
7
6
5
30.0
25.0
15.0
4
3
2
1
0
0
10
20
30
40
50
60
70
80
90
100
86 (97)
Fig. 2.18: Required power in open loop mode
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MCR
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20.0
kW/MW SMCR
Pumping height (m) :
Closed loop
The power consumption in closed loop mode relates to the power to circulate
the FW scrubber water and to treat and discharge the bleed-off water. Compared to open loop mode, the required power for closed loop is smaller as the
FW flow and the water column height is smaller. The power required for closed
loop mode could be estimated as:
P = 0.25% PME MCR %
When the height (h) between the circulation pump and the scrubber inlet is
known, the required power P which includes the pumping power PPump, and
auxiliary power PAux, could be estimated more specifically. Assuming an injection
pressure of 10 m WC and further a 10% additional power for covering the WCU
and cooler, the required power is:
P = PPump + PAux = PME MCR % FlowFW/3,600 1.000 9.81 (h+10)/effPump
(100% +10%)
In Fig. 2.19, the required power in closed loop mode at different pumping
heights is shown.
4.0
MAN Diesel & Turbo
3.5
Pumping height (m) :

20.0
15.0
kW/MW SMCR
3.0
2.5
2.0
1.5
10.0
5.0
1.0
0.5
0.0
0
10
20
30
40
50
60
70
80
90
100
7020-0145-06
2016-07-01 - en
Fig. 2.19: Required power in closed loop mode
MCR
87 (97)
NaOH consumption
In closed loop mode, the required additive applied to neutralise the accumulated
sulphur in the scrubber water is normally a 50% NaOH solution. The amount of
NaOH depends on the engine size, engine load, SFOC and the sulphur content
in the fuel.
Using a solution of 50% NaOH to neutralize the sulphur (S) in the scrubber water, the consumption is:
NaOH (l/h) = P(MW) MCR% SFOC (kg/MWh) S% 3.27
Fig. 2.20 shows the estimated NaOH consumption relative to the engine load,
engine size and sulphur content in the fuel.
25
Fuel sulphur
content (%):
3.5
3.0
2.0
1.0
NaOH consumption (l/MWh SMCR)
MAN Diesel & Turbo
20
15
10
0
0
10
20
30
40
50
60
70
80
90
100
% MCR
88 (97)
2016-07-01 - en
7020-0145-06
Fig. 2.20: NaOH consumption in closed loop mode
Sludge production
The sludge accumulated in closed loop mode in the bleed-off system is removed by the separator in the WCU. The amount of sludge accumulated depends on the engine size, engine load, SFOC and the sulphur content (S) in the
fuel. Furthermore, the water content in the sludge has a significant influence on
the sludge amount. In this paper, a solution of 93% water and 7% sludge is chosen. A lower fraction of water will increase the viscosity and might give problems
in handling the sludge. Furthermore, a higher value will rapidly increase the volume needed to store the sludge.
An estimate of the accumulation of sludge in a 93% water solution could be expressed as:
Sludge (l/h) = P (MW) MCR% SFOC (kg/MWh) (S% 3.45+0.022)
Based on this formula, the estimated sludge production related to the engine
load, engine size and fuel sulphur content is shown in Fig. 2.21.
30
Fuel sulphur
content (%):
3.5
3.0
2.0
1.0
Sludge (l/MWh SMCR)
25
20
MAN Diesel & Turbo
15
10
0
0
10
20
30
40
50
60
70
80
90
100
% MCR
7020-0145-06
2016-07-01 - en
Fig. 2.21: Sludge production in closed loop mode
89 (97)
90 (97)
Freshwater
consumption
Depending on the fuel sulphur percentage, the closed loop process accumulates salt in the scrubber water creating a risk of deposits in the system. However, in several conditions the closed loop system generates a surplus of water
due to the condensation of exhaust gas and the salt is diluted and discharged
through the bleed-off system. In cases where the condensation is not sufficient,
there is a need for adding FW to the system.
In addition to diluting the salt in the scrubber water, FW is also used as process
water in the WCU. The water is used for the discharge of sludge, and the solution of water and sludge is finally dumped to the sludge tank.
A specific rule for the FW consumption could not be given here as the calculation depends on a wide range of parameters, among these the sulphur percentage and the temperature of air and seawater. But a rough estimate at ISO, Winter and Tropical conditions using high sulphur fuels is given in Table 2.22.
Condition
Air
Sea C
FW consumption l/MWh
ISO
25 C
25
100
Winter
10 C
10
50
Tropical
45 C
32
Table 2.22: Estimated FW consumption in closed loop mode using high sulphur fuels
Cooling water
capacity
To minimise the FW consumption in closed loop mode, the water circuit includes
a scrubber water cooler that reduces the evaporation of the scrubber water
through the exhaust gas stream. The capacity of the cooler depends on the engine size and could roughly be estimated to 50% of the main engine power.
2016-07-01 - en
7020-0145-06
MAN Diesel & Turbo
2.3.9 Calculation of SOx scrubber data

An example of calculating data for a hybrid SO x scrubber system on a 27 MW
MAN B&W marine engine is given in the following. The example takes into account the use of both open and closed loop mode. Furthermore, a comparison
is made with the low-sulphur alternative, without a SO x scrubber system. It
should be kept in mind that the existing sulphur content limit of 3.5% in non-ECA
is unchanged until 2020. In this period the SO x scrubber system should only be
used inside SO x ECA.
The scenarios and assumptions used in the calculation are found in Tables 2.23
and 2.24.
Area
SOx ECA
Non-ECA
Hybrid SO x scrubber system
No scrubber
fuel S%
mode
hours/year
fuel S%
hours/year
3.0
open
1,500
0.1
2,000
3.0
closed
500
0.1
2,000
3.0
open
3,900
0.5
4,000
3.0
closed
100
0.5
4,000
Table 2.23: Scenarios for SOx scrubber calculations, 6,000 sailing hours a year
Engine
Power, SMCR
RPM
SFOC
6S80ME-C9.2
27,060 kW
78 RPM
MAN Diesel & Turbo
25% MCR 171 g/kWh

50% MCR 165 g/kWh
75% MCR 162 g/kWh
100% MCR 166 g/kWh
300 mm WC
Pumping height SW, open loop
25 m
Pumping height FW, closed loop
15 m
Pump efficiency SW, open loop
0.80
0.80
NaOH solution
50 %
NaOH tank margin
33 %
Sludge tank margin
33 %
NaOH bunker frequency
12 times/year
Sludge discharge frequency
12 times/year
Sailing profile SOx ECA and non-ECA
25% MCR 15% time

50% MCR 15% time
75% MCR 50% time
2016-07-01 - en
100% MCR 20% time
Table 2.24: Assumptions for SOx scrubber calculations
7020-0145-06
Pump efficiency FW, closed loop
Increased back pressure at 100% MCR
91 (97)
MAN Diesel & Turbo

Step 1
The first step is to find the specific data on SFOC penalty, electric power consumption, NaOH consumption and sludge production as given in Section 2.3.8
Consumptions and capacities.
The SFOC of the engine is found using the engine calculation program CEAS
for the specified engine, see Table 2.25.
16
The SFOC penalties at the specified increased back pressure of 300 mm WC

is found using Table 2.17. According to this table, the SFOC penalty is 300/600
1.0 g/kWh = 0.5 g/kWh at 100% MCR. At lower loads the increased back
pressure is lower but the penalty is constant = 0.5 g/kWh.
The electric power used for the system is divided in open loop consumption
and closed loop consumption, which have different water flows, lifting heights
and in some cases different pump efficiencies. According to the equations for
power consumption in Section 2.3.8, the flow and power is:
Open loop
FlowSW = 50 m3/h/MW
P = PME MCR % FlowSW/3,600 1.025 9.81 (H+10)/effPump
= PME MCR % 6.11 kW/MW
Closed loop
FlowFW = 30 m3/h/MW
P = PME MCR % FlowFW/3,600 1.000 9.81 (h+10)/effPump 110%
= PME MCR % 2.81 kW/MW
The NaOH amount needed for closed loop operation is calculated as:
NaOH = PME MCR % SFOC S% 3.27
= PME MCR % 16.7 l/h/MW
The amount of sludge produced in closed loop operation is calculated as:
Finally, the specific FW consumption is estimated for ISO condition as:

FW = 100 l/MWh
The specific data calculated above are listed in Table 2.25.
2016-07-01 - en
7020-0145-06
Sludge = PME MCR% SFOC (S% 3.45+0.022)

= PME MCR % 21.3 l/h/MW
16 CEAS is found at http://www.mandieselturbo.com/ceas/index.html
92 (97)
Step 2
The second step is to calculate the absolute consumption at each load for a
specific engine with an SMCR of 27,060 kW. The calculated data are listed in
Table 2.26.
Step 3
The engines total consumption depends on the sailing profile (engine load and
sailing time) in the specific area and on the specific running mode. When multiplying the absolute consumption figures with the profile values, the average consumption for one hour is found by adding these values as shown in Table 2.27.
Step 4
The yearly consumption is found using the scenario in Table 2.22. For comparison, the scenario where no scrubber system is installed is also calculated. The
consumption figures are given in Tables 2.28 and 2.29.
Step 5
Based on the consumption found in Step 4, the operating costs of the two scenarios are calculated. The operating cost of a SO x scrubber system using high
sulphur fuel, shown in Table 2.30, is 10.9 million USD/year. In the scenario in Table 2,31, where no scrubber is installed, the operating cost is 14.0 million USD/
year. The difference, 3.1 million USD/year, is mainly caused by the high cost of
low-sulphur fuel.
Until 2020, the sulphur content limit in non-ECA is 3.5%, and the SO x scrubber
system will therefore only be used in SO x ECA. When calculating the scenarios
in this situation, the price gap is lower, around 1.7 million USD/year.
The prices used in the calculation are estimates and based on prices of fuel and
NaOH in 2013.
7020-0145-06
The tank capacity can be calculated when the bunker and discharge frequency
is known. A margin should be included to compensate for variations in the sailing profile and sailing hours, and to leave space to receive a full lot size at delivery. The tank sizes shown in Table 2.32 are found using the assumed bunker
frequency and margin.
2016-07-01 - en
Step 6
MAN Diesel & Turbo
93 (97)
MAN Diesel & Turbo

Engine load % MCR
25%
50%
75%
100%
SFOC engine
171
165
162
166
g/kWh
SFOC penalty
0.5
0.5
0.5
0.5
g/kWh
Power scrubber, open loop
6.1
6.1
6.1
6.1 kW/MW
Power scrubber, closed loop
2.6
2.6
2.6
2.6
kW/MW
NaOH closed loop
16.7
16.7
16.7
16.7
Sludge, closed loop
21.3
21.3
21.3
21.3 l/MWh
l/MWh
FW
100
100
100
100
l/MWh
Table 2.25: Step 1 Specific consumption figures
Engine load % MCR
25%
50%
75%
100%
Fuel oil
1,157
2,232
3,288
4,492
kg/h
10
14
kg/h
41
83
124
165
Fuel oil penalty

NaOH, closed loop
17
35
52
113
226
338
Sludge, closed loop
144
289
433
FW
677
1,353
2,030
kWh/h
69 kWh/h
451
l/h
577 l/h
2,706
l/h
Table 2.26: Step 2 Absolute consumption according to the specified engine
Engine load % MCR

Load profile, Time
Fuel oil
25%
15%
50%
15%
75%
50%
100%
20%
Total
per hour
174
335
1,644
898
3,051
kg/h
Fuel oil penalty
kg/h
12
62
33

NaOH, closed loop
Sludge, closed loop
FW
26
14
17
34
169
90
114 kWh/h
48 kWh/h
310
l/h
22
43
216
115
397
l/h
101
203
1,015
541
1,860
l/h
94 (97)
2016-07-01 - en
7020-0145-06
Table 2.27: Step 3 Absolute consumption according to the load profile
Area
Loop
SO x ECA
Open
Non-ECA
Closed
Open
SO x scrubber Total
Closed
consumption
Hours
1,500
500
3,900
100
6,000 hours
Fuel 3.0% S
4,590
1,530
11,934
306
18,360 ton/year
Electric power
171
24
443
642 MWh/year
NaOH
155
31
186 m3/year
Sludge
198
40
238 m3/year
FW
930
186
1,116 m3/year
Table 2.28: Step 4 Consumption figures according to the actual scenario
Area
SO x ECA
Non-ECA
No scrubber Total
Hours
2,000
4,000
6,000 hours
Fuel 0.1% S
6,101
6,101 ton/year
Fuel 0.5% S
12,203
12,203 ton/year
Table 2.29: Step 4 Consumption figures according to the alternative scenario without
scrubber
SO x scrubber
Fuel 3.0% S
Electric power, total
Consumption
Price
Total cost Million $/year
18,360 ton/year
580 $/ton
10.65
642 MWh/year
220 $/MW
0.14
306 $/m
0.06
NaOH
186 m /year
Sludge
238 m3/year
0 $/m3
0.0
FW
670 m3/year
0 $/m3
0.0
Total
10.85
Table 2.30: Step 5 Yearly cost in USD using high sulphur fuel and SOx scrubber
No scrubber
Consumption ton/year
ECA Fuel, 0.1% S

Non-ECA Fuel 0.5% S
Price $/ton
Total cost Million $/year
6,101
865
12,203
714
5.28
8.71
Total
13.99
Table 2.31: Step 5 Yearly cost in USD using low-sulphur fuel without scrubber
Substance
Frequency
Volume, m3
Margin, %
Tank m3
NaOH tank
12
186
33
20.6
Sludge tank
12
238
33
26.4
Table 2.32: Step 6 Tank capacity of NaOH and sludge
95 (97)
96 (97)
97 (97)
Copyright 2015 MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel & Turbo).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0145-06ppr Jul 2016
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
[email protected]
www.mandieselturbo.com
MAN Diesel & Turbo a member of the MAN Group

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Emission Project Guide

MAN B&W Two-stroke Marine Engines

MAN B&W Two-stroke Marine Engines

MAN Diesel & Turbo

Emission Project Guide

Emission Project Guide

MAN Diesel & Turbo

MAN Diesel & Turbo

Emission Project Guide

Emission Project Guide

The intention of the Emission Project Guide is to give sufficient information to

MAN Diesel & Turbo

The Emission Project Guide is divided in two parts:

NO x reduction IMO Tier III solutions

SO x reduction exhaust gas cleaning system

Emission Project Guide

Emission Project Guide

MAN Diesel & Turbo

MAN Diesel & Turbo

1.3.6 SCR control system...................................................................57

1.3.5 SCR auxiliary systems................................................................54

Emission Project Guide

MAN Diesel & Turbo

Emission Project Guide

2.3.9 Calculation of SO x scrubber data...............................................91

Emission Project Guide

MAN Diesel & Turbo

MAN Diesel & Turbo

NOx and SOx rules

MARPOL Annex VI, Regulation 13

Emission Project Guide

Any abatement technology reducing the emission of SO x and PM to a level

1 NOx reduction Tier III solutions

The international NO x emission limits on marine diesel engines as determined

Tier II, 2011 global

NOx limit, g/kWh

NOx reduction Tier III solutions

MAN Diesel & Turbo

Engine speed; rpm

Emission Project Guide

Fig. 1.01: NOx emission limits according to MARPOL Annex VI

NOx reduction Tier III solutions

MAN Diesel & Turbo

Emission Project Guide

1.1.2 NOx compliance in service

NOx reduction Tier III solutions

MAN Diesel & Turbo

Higher than expected NOx concentration, indicating a potential failure in the

Lower NOx concentration than expected, indicating an overdose of reducing

Emission Project Guide

Regarding SCR, the consumption of reducing agent and an exhaust emission

NOx reduction Tier III solutions

MAN Diesel & Turbo

Emission Project Guide

1.2.1 EGR principle

NOx reduction Tier III solutions

1.2 EGR Exhaust Gas Recirculation

EGR Exhaust Gas Recirculation

MAN Diesel & Turbo