Experimental Method for Marine Engine’s Emissions Analysis

Jurić, Tomislav; Radica, Gojmir; Jelić, Maro

doi:10.17818/nm/2016/1.4

Cited by 4 publications

(2 citation statements)

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“…Shipping global greenhouse gas (GHG) emissions are increasing despite improvements in operational effi ciency for many ship types. Various measures and methods are proposed to reduce the environmental impact of shipping: (i) slow steaming [3,4], (ii) the use of alternative fuels like hydrogen or Liquefi ed Natural Gas (LNG) [5] and (iii) technical and design optimizations [6,7,8]. Other measures like the obligatory Energy Effi ciency Design Index (EEDI) -improving ship effi ciency by ship design -and the voluntarily Energy Effi ciency Operational Index (EEOI)improving effi ciency by operational measures -are introduced to stimulate shipping to become more effi cient [9].…”

Section: Introduction / Uvodmentioning

confidence: 99%

Existing Emission Calculation Methods Applied to Monitoring, Reporting and Verifi cation (MRV) on Board

Sanabra¹,

Borén²,

Meer³

et al. 2020

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Monitoring, Reporting and Verifi cation (MRV) of emissions on board has been proposed as a measure to reduce global greenhouse gas (GHG) emissions. The requirements for MRV are set by two legislative bodies, the European Union (EU-MRV) and the International Maritime Organization (IMO-DCS) and ships have to comply with them. However, current maritime practices do not permit the right implementation of MRV and best practices can only be developed after a certain time of experience. A solution could be the application of the diff erent existing emission calculation methods on the phase of MRV where it is most useful. This contribution explores which method could be useful as maritime best practices and could meet the goals of EU-MRV and IMO-DCS. Eleven existing methods have been assessed by a set of questions based on key MRV elements found in literature. Methods have been classifi ed within Theoretical Based Methods (TBM) and Ship Based Methods (SBM). TBM methods may not comply with the monitoring phase of MRV but could be feasible as alternative method when activity data from ships are extracted. On the other hand, SBM methods seem to be the most appropriates to comply with MRV specifi cations, but need more investments on board and therefore require best practices regarding the way of application. The assessed methods are already available, possibly suitable to be used for monitoring, and therefore applicable as early best practices, with the understanding that some of the methods are theoretical, based on assumptions, and often too general. Nevertheless, a diff erent approach like the one presented in this contribution may be supportive in the understanding of MRV on board. Sažetak Praćenje, izvješćivanje i verifi kacija (MRV) emisija na brodu predloženi su kao mjera za smanjenje globalne emisije stakleničkih plinova. Zahtjeve MRV-a postavila su dva zakonodavna tijela, Europska unija (EU-MRV) i Međunarodna pomorska organizacija (IMO-DCS), a brodovi ih moraju ispuniti. Međutim, trenutna pomorska praksa ne dopušta ispravnu provedbu MRV-a, a najbolje prakse mogu se razviti tek nakon stečenog iskustva. Rješenje može biti primjena različitih postojećih metoda izračuna emisije u onoj fazi MRV-a gdje je to najkorisnije. Ovaj rad istražuje koja bi metoda mogla biti korisna kao najbolja pomorska praksa i koja bi mogla ispuniti ciljeve EU-MRV i IMO-DCS. Jedanaest postojećih metoda bilo je procijenjeno uz pomoć skupa pitanja temeljenih na ključnim MRV elementima koji se nalaze u literaturi. Metode su podijeljene na Teorijske metode (TBM) i Brodske metode (SBM). TBM metode možda nisu u skladu s fazom praćenja u sklopu MRV-a, ali mogu biti izvedive kao alternativna metoda kad se s brodova dobiju podaci o aktivnostima. S druge strane, čini se da su SBM metode najprikladnije za udovoljavanje specifi kacijama MRV-a, ali je potrebno više ulaganja na brodu i stoga su potrebne najbolje prakse u primjeni. Procijenjene metode su već dostupne, moguće ih je koristiti za praćenje, te se primjenjuju kao rane najbolje prakse, imajući na ...

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Section: Introduction / Uvodmentioning

confidence: 99%

Existing Emission Calculation Methods Applied to Monitoring, Reporting and Verifi cation (MRV) on Board

Sanabra¹,

Borén²,

Meer³

et al. 2020

Naše more

View full text Add to dashboard Cite

show abstract

“…According to the requirements of IMO emission regulations, E3 cycle specified in ISO8717 is adopted for marine engine exhaust gas test, the relevant parameters of E3 test cycle are listed in Table 7. 55 The calculation of the results show that the NOx weighted specific emissions after SCR treatment is 1.07 g/(kW·h) when the engine burns LSFO and 0.69 g/(kW·h) when the engine burns HSFO, which meet the requirements of Tier III regulations. The calculation equations of SCR efficiency and NOx weighted specific emissions are as follows 56 :…”

Section: Methodsmentioning

confidence: 81%

Investigation on the applicability of parameters identification of marine diesel engine SCR kinetic model based on Discrete-Grid algorithm

Xia

Zhu

Shreka

et al. 2023

International Journal of Engine Research

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Selective catalytic reduction (SCR) technology is the most widely used denitrification method in industry. However, the calibration of its kinetic model is very problematic due to the large number of parameters involved and the nonlinear characteristics, especially for the undesired reactions such as formation-decomposition of ammonium nitrate (AN), ammonium sulfate (AS), ammonium bisulfate (ABS), etc. In this paper, the synthetic gas test bench and the SCR system of WD10 marine diesel engine burning high-sulfur fuel oil (HSFO) and low-sulfur fuel oil (LSFO) are taken as the research objects. Firstly, based on the experimental data obtained from the synthetic gas test bench, the pre-exponential multiplier and activation energy of each reaction were identified using the Discrete-Grid algorithm. In this work, considering that the production of N2O, SO3, AN, AS, and ABS in the undesired reactions is very low, not on the same order of magnitude as that of NO and NH3, it is easy to overlook their reaction characteristics in the optimization process. We have adopted an approach that amplifies the error between the predicted concentration and the observed concentration of the species to solve this problem. Secondly, a detailed and complete SCR kinetic model was constructed. Finally, with the parameter identification results obtained from the synthesis gas bench as initial values, all the kinetic parameters of the WD10 marine engine SCR model was calibrated simultaneously using the Discrete-Grid algorithm. The results showed that the SCR kinetic model derived from the synthetic gas test bench was suitable for the real marine engine SCR system when the range of temperature and space velocity (SV) of the synthetic gas bench test is similar to that of the marine SCR system.

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