Scrubber Exhaust Gas Cleaning System

General Function Description

Open Loop System

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Revision History
Rev Date Reason for issue Prepared Checked Approved
0 14.03.2019 Preliminary issue for KE CH UL KU RO OL
Open Loop system

Contact Information:
Yara Marine Technologies
For Service and Warranty: [email protected]
For Spare Parts: [email protected]
Web: www.yaramarine.com

DISCLAIMER

Information in this document (including URL references and information from other external sources
referred herein) is subject to change without notice.
This document is provided “as is” with no expressed or implied warranties whatsoever, including any
warranty of merchantability, non-infringement, fitness for any particular purpose, or otherwise any warranty
arising out of any proposal, specification or sample. All liability, including liability for infringement of any
proprietary rights, relating to use of information contained or referenced in this document is hereby expressly
disclaimed.

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All information and content included (whether directly or by reference) in this document, such as text,
graphics and images, is the property of Yara Marine Technologies, its subsidiaries, affiliates, licensors and/or
joint venture partners. All rights are reserved.
No licenses, express, implied or otherwise to any intellectual property rights in this document are granted by
Yara Marine Technologies.
This disclaimer and copyright notice is subject to and governed by Norwegian law.
Copyright © Yara Marine Technologies

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Contents
1 INTRODUCTION .................................................................................................................................................... 4
1.1 BACKGROUND ............................................................................................................................................................. 4
2 SYSTEM OVERVIEW ............................................................................................................................................ 5
2.1 GTM-R SCRUBBER ..................................................................................................................................................... 5
2.2 OPEN AND CLOSED SYSTEM ........................................................................................................................................ 5
3 FUNCTION DESCRIPTION .................................................................................................................................. 6
3.1 SEA WATER INTAKE .................................................................................................................................................... 7
3.2 WASHWATER PROCESS PUMPS .................................................................................................................................... 7
3.3 WASHWATER FLOW .................................................................................................................................................... 7
3.4 VALVES ....................................................................................................................................................................... 7
3.5 SCRUBBER ................................................................................................................................................................... 7
3.6 HIGH LEVEL SWITCHES ............................................................................................................................................... 8
3.7 WASHWATER PRESSURE SENSORS .............................................................................................................................. 8
3.8 WASHWATER TEMPERATURE ...................................................................................................................................... 8
3.9 EXHAUST GAS BACKPRESSURE ................................................................................................................................... 8
3.10 EXHAUST GAS TEMPERATURE ................................................................................................................................ 8
3.11 CONTINUOUS EMISSION MONITORING SYSTEM (CEMS) ........................................................................................ 9
3.11.1 CEMS Sample Extraction Systems ............................................................................................................... 9
3.11.2 CEMS Optical System ................................................................................................................................ 11
3.12 WASHWATER MONITORING .................................................................................................................................. 12
3.13 DEMISTER............................................................................................................................................................. 13
3.13.1 Cleaning of Demister ................................................................................................................................. 13
3.14 SCRUBBER CONTROL SYSTEM (SCS1) ................................................................................................................. 14
3.14.1 Distributed I/O cabinets ............................................................................................................................. 14
3.14.2 SCS1  Frequency Converters ................................................................................................................. 15
3.14.3 SCS1  MAS ............................................................................................................................................. 15
3.14.4 SCS1  CEMS ........................................................................................................................................... 16
3.14.5 SCS1  WMU............................................................................................................................................ 16
3.15 SAFETY SYSTEM ................................................................................................................................................... 17
3.15.1 Emergency Stop Buttons ............................................................................................................................ 17
3.16 OPERATION MODES .............................................................................................................................................. 18
3.16.1 Auto Remote ............................................................................................................................................... 18
3.16.2 Auto Local .................................................................................................................................................. 19
3.16.3 Manual ....................................................................................................................................................... 19
3.17 DATA RECORDING AND PROCESSING DEVICE ...................................................................................................... 20
3.17.1 Data Logger ............................................................................................................................................... 20
4 LIST OF ACRONYMS AND ABBREVIATIONS .............................................................................................. 21

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1 Introduction
This document is aimed at being a simplified, first source of information for parties interested in Yara Marine
Technologies’ Sulphur Oxides (SOx) Exhaust Gas Cleaning System (EGCS).
In this regard, customers, end users and technical personnel, can benefit equally from this document.

1.1 Background
The International Maritime Organization (IMO), has established global standards for preventing marine
pollution from ships through the adoption of the International Convention for the Prevention of Pollution
from Ships (MARPOL). This MARPOL convention deals with pollution by oil, chemicals, harmful
substances, air pollution and emission from ships.

A Marine Environment Protection Committee (MEPC), addresses environmental issues under the ambit of
IMO. This includes the control and prevention of pollution from shipping covered by the MARPOL treaty.
A progressive reduction in SOx emissions from ship came into effect from 2010 by virtue of IMO.

Ship owners and operators have one of two options in order to comply with this mandate:
 Use compliant fuel with Sulphur content not exceeding the stipulated MARPOL Regulation 14.
 Use an alternative compliance method, such as exhaust gas cleaning system, with the approval of
the Administration.

The desulphurization of exhaust gases using water is one such alternative technique called wet scrubbing.
In this regard, when the vessels utilize Heavy Fuel Oil (HFO), with relatively high Sulphur content, wet
scrubbing has become the preferred means of staying compliant with MARPOL regulations.

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2 System Overview
The emissions from shipping make an increasingly conspicuous contribution to air quality in areas with
heavy traffic. It has been estimated that 10% of Sulphur dioxide emissions originating from human activities
come from international shipping. Global regulations are therefore entering into force, restricting emissions
from shipping. The most stringent Sulphur emission limits will be found within Emission Control Areas
(ECA).
Scrubber systems are a diverse group of air pollution control devices that can be used to remove particles
and neutralize gaseous impurities from combustion exhaust gases. Traditionally, Scrubbers have referred to
pollution control devices that use liquid to “scrub” unwanted pollutants from a gas stream. Scrubbers are
one of the primary devices that control gaseous emissions, especially acid gases.

2.1 GTM-R Scrubber

The GTM-R Scrubber is of the wet Scrubber type, where dirty exhaust gas stream is brought into contact
with the scrubbing liquid by spraying it with washwater (seawater, which may contain additives). The
Scrubber is designed to collect particulates and gaseous pollutants in the scrubbing washwater. Droplets that
are in the flue gas can then be separated from the clean exhaust stream by means of another device referred
to as demister, leaving only cleaned outflow gas in the exhaust duct.
The resultant scrubbing washwater is discharged overboard. The configuration of Scrubber and scrubbing
system are designed to provide good contact between the washwater and the exhaust gas stream.
These Scrubbers are designed to meet the guidelines laid out by MEPC and overseen by the classification
societies on behalf of the flag state Administration.
All GTM-R Scrubbers follow Scheme B, using Continuous Emission Monitoring System (CEMS) with
parameter checks and electronic logging. CEMS unit conveniently shows that EGC unit achieves required
SO2 / CO2 emission value at various conditions.

2.2 Open and Closed System

If the washwater is taken from a ship´s sea chest, pumped through a Scrubber, and then (after neutralizing
SOx emissions in the exhaust gases), drained overboard, this is called an open loop system.
Open loop systems use seawater´s natural buffering capacity (alkalinity), to neutralize the Sulphur content
in the fuel.
If the washwater is taken from a ship´s process washwater tank, pumped through a Scrubber, and (after
treatment such as filtering), circulated without any discharge overboard, this is called a closed loop system.
Filtering (or Separator) technology and alkali dosing, is used to preserve the cleaning properties of the
washwater.
If some amount of cleaned washwater is pumped overboard during closed loop running, the system is in a
so-called Bleed Off mode. This mode is applied outside a zero discharge area and the washwater is always
cleaned by a Water Treatment Unit (WTU) and supervised by a Water Monitoring Unit (WMU).
Systems designed for both open loop and closed loop, are sometimes referred to as hybrid systems.

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3 Function description
Figure 3-1 shows a principle layout of a GTM-R Scrubber system as seen from the systems Human
Machine Interface (HMI) display.

Sea water is pumped to the Scrubber(s) from the sea chest, via the washwater process pumps (1).
The washwater enters the Scrubber(s) through the remote-controlled valves (2).

During the scrubbing process, SOx emission, large particulates and harmful gases are neutralized and mixed
with sea water. Cleaned exhaust gas passes through the exhaust duct to the atmosphere.

The content of the exhaust gas is measured using the CEMS. The washwater inside the Scrubber(s) is
drained out through the remote-controlled drain valves (3).

Inlet and discharge water quality is measured continuously using the Water Monitoring Unit (WMU) (4)
measuring Turbidity and Polycyclic Aromatic Hydrocarbons (PAH) as well as pH measurement (5).
7

8
6
3

5
9

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3-1: An example of a function description of the Scrubber cleaning process. Operation of (each) Scrubber is possible
from the HMI Scrubber screen, located in the Engine Control Room (ECR). All process values and status of valves and
pumps can be viewed at all time.

Table 3-1. Item number and name of the components in figure 3-1
Item no Name Item no Name
1 Washwater process pumps 6 Washwater pressure sensors
2 Remote-controlled valves 7 Exhaust gas pressure sensors
3 Remote-controlled drain valves 8 Exhaust gas temperature sensors
4 Water Monitoring Unit (WMU) 9 High level switches
5 pH (stand-alone) sensor 10 Washwater temperature sensors

In the case of multi Scrubber setup, there is a similar arrangement of sub systems for each of the Scrubbers.

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3.1 Sea Water Intake
Sea water is taken from a sea chest, passes sea valve(s), through a strainer, to supply the washwater process
pump(s), see Figure 3-1.

3.2 Washwater Process Pumps

These pumps are used to deliver the washwater to the Scrubber(s) at given a flow rate and pressure.
The washwater process pump (1) is of the centrifugal type and is controlled by a frequency converter.
A software regulator in the Scrubber Control System (SCS1), is regulating the speed of the pump
continuously to ensure sufficient water pressure to the Scrubber(s). The process value (PV) to the regulator
is given from the pressure sensors (6), the setpoint (SP) to the regulator is tuned during commissioning. PV
and SP as in the software.

3.3 Washwater Flow

Washwater flow is calculated and based on the pressure in the nozzles and the type of nozzles in the
Scrubber.

3.4 Valves
The Scrubber inlet valves are remote controlled valves (2). The opening and closing of the valves are
controlled in relation to the engine load. As the engine load is increasing more inlet valves may be opened,
and when the engine load is decreasing, some inlet valves may be closed. This to ensure that enough water
is provided for the scrubbing process and the scrubbing process is functioning under optimal conditions.
Opening and closing limits for inlet valves are tuned during commissioning.
The Scrubber drain valves are remote controlled valves (3) and they have to be opened all the time when the
Scrubber is running, so the scrubbing washwater can be drained from the Scrubber(s).
Manual valves are fitted to isolate the system during maintenance activities. There is no manual operation
of valves during normal conditions.

3.5 Scrubber
The Scrubber have two chambers to handle SOx and particulate emissions. The lances with nozzles are
placed in these chambers to spray the exhaust gases with washwater.
If the Scrubber is switched off while the engine connected to it is running, it will function as a silencer only.

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3.6 High Level Switches
Each Scrubber is equipped with two high level switches (9), located in the lower chamber. These switches
are used to protect the system from water build up in the Scrubber.
In the event of a high water level in the Scrubber, the switches will activate the Emergency Shutdown
System. Each high level switch has two relay contacts. One is used for the hardwired circuit to disable the
frequency converter (of the washwater process pump) and the other is used for indication to the SCS1, for a
software shutdown initiation and alarm indication on the HMI.

3.7 Washwater Pressure Sensors

Pressure sensors (6) are used to monitor pressure in the washwater pipelines for a safe and efficient cleaning
process, and to adjust of the process easier.

3.8 Washwater Temperature

The temperature of the washwater is measured continuously using PT100 temperature sensors (10).

3.9 Exhaust Gas Backpressure

Before and after each Scrubber, exhaust gas pressure sensors (7), are installed to monitor the exhaust gas
pressure. The pressure drop across the Scrubber is calculated.
If the pressure drop is exceeding the alarm limit, an alarm is triggered to notify the operator.

3.10 Exhaust Gas Temperature

Before and after each Scrubber, exhaust gas temperature sensors (8) are installed to monitor the temperature.
If the temperature is exceeding the alarm limit, an alarm is triggered to notify the operator.

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3.11 Continuous Emission Monitoring System (CEMS)
The purpose of the CEMS is to analyze Carbon dioxide and Sulphur dioxide in wet marine exhaust flue gas
after the Scrubber. Three different systems are in use, two sample extraction systems and one optical, in-situ
system.

3.11.1 CEMS Sample Extraction Systems

The two CEMS sample extraction systems used, are both working on a similar Non-Dispersive IR (NDIR)
principle. Figure 3-2 below shows VIMEX CEMS setup while Figure 3-3 shows MARSIC 300 setup.

Figure 3-2: Principle layout of the VIMEX CEMS (and the location of the CEMS sample probe(s)).

VIMEX: a heated sample probe is mounted after, or at the top of the Scrubber(s).
The gas sample from the flue stack will enter the Sample Conditioning System, where it is filtered and passes
through gas dryer tubes. After this the dried gas sample will enter the Analyzer System. For a multistack
application, one of the stream switching solenoids opens to allow a sample to enter. After being processed
by the analyzer, the sample is released to ambient through the atmospheric vents.
The Analyzer Cabinet houses both the gas analyzer and the controller unit. The CEMS is designed for
unmonitored, continuous operation. The analyzer and control units may also be manually operated, which is
rarely used.

Self-test diagnosis of analyzer maintenance, analyzer faults and so on are run periodically. If any test should
fail, an error message is sent to the display and a hardwired alarm signal is sent to the customer. If a
potentially harmful fault occurs, appropriate actions will automatically be taken, for example by shutting
down the sample gas pump.

The VIMEX analyzer unit is a single channel analyzer used to measure gases whose absorption bands lie in
the infrared wavelength range of SO2 and CO2. The analyzer operates according to the infrared two-beam
alternating light principle with double layer detector and optical coupler. The measuring principle is based
on the molecule specific absorption of bands of infrared radiation, as the absorbed wavelengths are
characteristic to the individual gases. The detector layers will record the level of absorption, which then will

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be converted into an electric signal by a flow sensor. The values recorded are continuously presented to the
customer’s external control and monitoring systems by 4-20 mA analogue output signals for each gas
component. Averaged values of SO2 (ppm) and CO2 (%vol) are sent to the tamper proof Data Recording
Device.

The MARSIC 300 system (below), works in a similar way.

Figure 3-3: Principle layout of the MARSIC CEMS (and the location of the CEMS sample probe(s)).

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3.11.2 CEMS Optical System
The OPSIS M800 is a marine emission monitoring system that is an alternative to the previously described
extractive methods of emission measurement. The M800 is based on a non-contact method, using an optical
measurement path that operates across the duct (called cross stack system). This ‘in-situ’ method measures
the gas component inside the stack without any sampling.

Figure 3-4 below, shows an example overview of a complete Consilium OPSIS Differential Optical
Absorption Spectroscopy (DOAS) CEMS. The location of the Emitter and Receiver is above the Scrubber.
The main component is the DOAS analyzer, which can measure a number of gas parameters. The analyzer
receives light through an optical fiber cable from the light path, consisting of an Emitter and a Receiver,
mounted on the exhaust duct. The analyzer deciphers the light levels from the receiver into measurements
of SO2 and CO2 emissions.

Figure 3-4 Example of Opsis M800 System

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3.12 Washwater Monitoring
The washwater monitoring system is installed in the inlet seawater line and in the discharge outlet line. The
quality of the inlet and discharge washwater is measured regarding PAH, pH and Turbidity. Values to be in
accordance with MEPC 259(68). (Refer to the Piping and Instrument Diagram for positions of WMUs).

The PAH module measures the content of the PAH in water as a phenanthrene equivalence. The technique
used is a UV induced flouroscence with the capability of detecting µg/l in water. The Turbidity module
measures the Turbidity of water by using 90o IR scattering in accordance with ISO 7027. The Turbidity
module is capable of detecting particles in washwater measured in Nephhlometric Turbidity Units (NTU).
Lastly, the pH/ Temperature module measures the pH value and temperature of the water with the aid of a
wet electrode.

For further information refer to: Water Monitoring documentation.

Figure 3-5: Pump cabinet with de-bubbler (to the left) and Washwater Monitoring cabinet (to the right) with pH, Turbidity
and PAH sensors.

Depending on project specific design, the combination of sensors used in each of the inlet and outlet WMU
cabinets can vary. Please see the project specific documentation for more information about the Washwater
Monitoring Unit.

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3.13 Demister
Scrubber vessels generate relatively large water droplets that are entrained in the gas stream. Most of these
droplets contain captured particles that must be removed from the gas stream prior to discharge to the
atmosphere. The demister consists of profiles, of a vane type, placed in a framework. In addition to
minimizing the transfer of droplets (containing solids), to the atmosphere, it also protects the exhaust duct
from corrosive droplets and minimizes the amount of washwater lost from the system. The demister is placed
at the top of the Scrubber(s).

3.13.1 Cleaning of Demister

The demister cleaning system is used to remove accumulated solids like soot particles and salt from the
surface of the demister. During a demister cleaning, several spray nozzles, located in the top of the Scrubber,
spray the demister with sea water at moderate pressure. A cleaning sequence is recommended after every
stop of the Scrubber. The cleaning pump (1) in Figure 3-6, (a separate pump or the washwater process
pump(s)), is frequency controlled, to insure constant adequate pressure at the Scrubber inlet, if the Scrubbers
are installed at different heights.
The remote-controlled valve (2) will open, the cleaning pump will start, and the demister will be cleaned.
The pump speed and the cleaning time (approx. 3 minutes), will be tuned during the commissioning of the
system.
The Scrubber drain valves (3) in Figure 3-6 must be open during the whole cleaning sequence. (Note: if the
ship´s engines have been running on compliant fuel, (with Scrubber shut down), there may be a lot of soot
particles accumulated in the Scrubber and in the demister).

Figure 3-6: Example of a HMI function diagram, describing the demister cleaning process.

Table 3-2: Item number and name of components in Figure 3-6

Item no Name Item no Name
1 Demister cleaning pump 3 Drain valves
2 Remote-controlled valve

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3.14 Scrubber Control System (SCS1)
All the Scrubber units are controlled by an independent SCS1 which is interfaced to the ships automation
system. The Scrubber control system is a Programmable Logic Controller (PLC) based control system. The
PLC is communicating with I/O cards, distributed I/O cabinets, frequency converters, ships Machinery
Automation System (MAS), CEMS and WMU continuously.

Three different communication types are used to communicate with the various type of equipment:

 Modbus Transmission Control Protocol (TCP) is used between SCS1 and the distributed I/O
cabinets and the frequency converters.
 Modbus Remote Terminal Unit (RTU) is mainly used between SCS1 and ships MAS, but for
critical signals, a hardwired interface is needed.
 Hardwired interface is used for critical signals and where a fieldbus is not available or needed.

3.14.1 Distributed I/O cabinets

The communication between SCS1 and the distributed I/O cabinets is built as a Modbus TCP redundant ring
network. By using a ring network, the system will keep running even if a single cable failure occurs.
An alarm will be triggered to notify the operator if the network is no longer intact.

Figure 3-7: SCS1 Distributed I/O cabinet interface.

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3.14.2 SCS1  Frequency Converters
The communication between SCS1 and the frequency converters is built up as a Modbus TCP point to point
network. If the communication fails, an alarm will be triggered to notify the operator.

A hardwired shutdown signal of the frequency converter is added between SCS1 and the frequency
converters.

Figure 3-8: SCS1 Frequency converter interface.

3.14.3 SCS1  MAS

The SCS1 is interfaced to the ship’s automation system. The communication between SCS1 and ships
machinery automation system is built up as a Modbus RTU point to point network.
If the communication fails, an alarm will be triggered to notify the operator. All signals from MAS will be
set to zero when a communication failure is detected.

For critical signals a hardwired interface is used.

Figure 3-9: SCS1 MAS interface.

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3.14.4 SCS1  CEMS
The communication between SCS1 and the CEMS, is built up with a Modbus TCP interface. If the
communication fails, an alarm will be triggered to notify the operator.

Figure 3-10: SCS1 CEMS Analyzer interface.

3.14.5 SCS1  WMU

The communication between SCS1 and the WMU, is built up as a Modbus TCP point to point network. If
the communication fails an alarm will be triggered to notify the operator.

Scrubber WMU
Control
System Modbus TCP

Figure 3-11: SCS1 Water Monitoring Unit interface.

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3.15 Safety System
The safety system is divided in two types: software and hardware. The sketch below shows the schematics
of hardwired shutdown design, in addition to high water level shutdown in the Scrubber, and an activated
emergency stop button which will disable the frequency converter for the washwater process pumps,
regardless of any failure having occurred in the Scrubber control systems software or hardware. The fail to
safe definition for the Scrubber system is when all pumps are stopped, and all valves are closed.

Figure 3-12: Principle sketch, hardwired shutdown circuit.

3.15.1 Emergency Stop Buttons

The system is designed with emergency stop buttons. In general, the emergency stops are located in the
following locations:

• One button is located in ECR,

• One in main cabinet SCS1,

• One in the exhaust gas casing

• One in (each) pump room(s).

Each button is equipped with two contacts, one is used for the hardwired circuit, to disable the frequency
converter(s) and one is used for indication to the SCS1 for a software shutdown initiation and alarm
indication on the HMI. The buttons located in ECR and in the main cabinet will stop the whole system. The
buttons located in the pump room(s), will stop the corresponding pump(s).

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3.16 Operation Modes
There are three different ways to operate the Scrubber and the equipment related to the Scrubber system:

1. Auto Remote: Start and stop of the Scrubber will be initiated by signals from the MAS.
2. Auto Local: Start and stop of the Scrubber is initiated by the buttons on each Scrubber mimic on
the HMI.
3. Manual: All valves and pumps can be manually operated from the HMI

Examples of operational procedures for each mode are described below.

3.16.1 Auto Remote

Auto Remote is a fully automated mode where start and stop of the Scrubber will be initiated by signals from
the MAS. In Table 3-3 below the function of each signal that is used for control from MAS is described.

Table 3-3: Examples of signals from MAS to SCS1

Signal name Signal description SCS1 action

ShipSystemOk_SCx Inlet/overboard opened, DCV When “1” Scrubber start is allowed.

opened, etc for Scrubber x
When “0” Scrubber start is interlocked in all modes, if the
Scrubber is running a shutdown will immediately be initiated.
FirstStb_MEx Main engine x is first standby When “1” the Scrubber will be prepared for a quick start.
engine Scrubber inlet and drain valves will open, when sequnce
completed the Scrubber is in Standby.

When “0” the Scrubber in standby will be stopped, Scrubber

inlet valves and drain valves will close. If the Scrubber is
running this signal will be ignored and the Scrubber will
Running_MEx Main engine x running When “1”tothe
continue Scrubber will start immediately, by first open the
run.
Scrubber inlet and drain valves and then start the washwater
process pump. When sequence completed, the Scrubber is
running

Load_MEx Main engine x load Analouge value 0-100%

When “0” the scrubber will be stopped.

Depending of the engine load the amount of Scrubber inlet

valves will be adjusted to ensure sufficent exhaust gas cleaning.

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3.16.2 Auto Local

Auto Local is a fully automated mode where start and stop of the Scrubber is initiated by the buttons on each
Scrubber mimic on the HMI. In Table 3-4, the function of each button that is used for start and stop of the
Scrubber in Auto Local mode is described.

Table 3-4: Examples of button description for Auto Local operation

Button Button description SCS1 action when pressed

Standby request The Scrubber will be prepared for a quick start. Scrubber inlet and drain
valves will open. When sequnce completed the Scrubber is in Standby.
Start request The Scrubber will start immediately, by first open the Scrubber inlet and
drain valves and then start the washwater process pump. When sequence
completed, the Scrubber is running
Stop request The Scrubber will be stopped.

3.16.3 Manual

When Manual mode is selected, all valves and pumps can be manually operated from the HMI. The
automatic Scrubber sequence is paused, but all safety functions are still active to protect the equipment.

Manual mode should above all be used for maintenance and trouble shooting only.

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3.17 Data Recording and Processing Device
Data recording of the process will take place in Yara Marine Technologies HMI located in ECR.

The Data Recording and Processing Device is of a robust, tamper proof design with read-only capability.
The device records data required by MEPC.259(68) sections: 4.4.7, 5.4.2 and 10.3 against UTC and ships
position by a Global Navigational Satellite System.

On a predefined interval that is shorter than 0,0035Hz, the data loggers write the values of each log group
into a database file together with Universal Time Coordinated (UTC) time stamp and ships position.
The database is a Structured Query Language (SQL) database that is in the project folder at the monitors
Solid State Drive (SSD) disc.
The database is read-only (for all personnel including system administrators) and it is not possible to rewrite
values manually, adjust logged values or delete logged values.

The root folder where the runtime project is stored and executed, is password protected which prevents the
operator from deleting the runtime project or the database file.

3.17.1 Data Logger

With an interval of 240 seconds, values are written to a locked SQL database file with no possibility to
change logged values. The log group is set to store 200 000 rows which are equal to > 18 months.
In addition, to each logged row the longitude, latitude and UTC time/date of the ships position are logged.

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4 List of Acronyms and Abbreviations

Acronym or
Abbreviation Full Form Comment
CEMS Continuous Emission Monitoring
System
CO2 Carbon dioxide
ECA Emission Control Area
ECR Engine Control Room
EGC Exhaust Gas Cleaning
EGCS Exhaust Gas Cleaning Systems
GTM Green Tech Marine
HFO Heavy Fuel Oil
HLA High Level Alarm Related to the high level switches.
HMI Human Machine Interface
IMO International Maritime Organization Convener of the International
Convention for the Prevention of
Pollution from Ships.
I/O Input / Output
IR Infrared
MARPOL Marine Pollution International Convention for the
Prevention of Pollution from Ships
MAS Machinery Automation System
MCR Maximum Continuous Rating
MEPC Marine Environment Protection
Committee
MGO Marine Gas Oil Light, refined diesel fuel with a sulfur
content of 0.5 % or less.
Modbus Serial communications protocol for
use with PLCs
NTU Nephlometric Turbidity Units
PAH Polycyclic Aromatic Hydrocarbons
pH Power of the concentration of The pH scale measures how acidic or
hydrogen ions basic a substance is. The pH scale
ranges from 0 to 14. A pH of 7 is
neutral. A pH less than 7 is acidic. A
pH greater than 7 is basic.
PLC Programmable Logic Controller
ppm parts per million
RTU Remote Terminal Unit
SCS1 Scrubber Control System
SO2 Sulphur dioxide
SOX Sulphur oxides
SQL Structured Query Language
SSD Solid State Drive
TCP Transmission Control Protocol
UPS Uninterruptible Power Supply Used in the Scrubber Control System
PLC Cabinet.
UTC Universal Time Coordinated
WMU Water Monitoring Unit
YMT Yara Marine Technologies

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 Yara Marine Technologies
For Service and Warranty: [email protected]

For Spare Parts: [email protected]

Web: www.yaramarine.com

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