The market offers a huge diversity of possibilities how to meet the new requirements of sulphur emissions. The scrubber not only commercially offers the most attractive solution but will also provide reliable and well-proven technology in de-soxing emissions. Bilfinger in the market, provides sophisticated and advanced solutions which is tailor made for each vessel considering a scrubber with both open and closed loops, single and multi-stream, and by-pass and in-line methods. The advanced solutions that Bilfinger can provide is originally from its accumulated experience with flue gas cleaning system onshore to various applications. With its rich experience in flue gas cleaning, Bilfinger has successfully retro-fitted inline-multi-stream-hybrid-scrubber to a 24,000dwt chemical tanker which now has the ability to clean the exhaust gas of 6 emission sources simultaneously.
This paper is the abstract of “Global Sulphur Cap 2020” made by DNV GL SOx group in Hamburg and Oslo.
The global 0.5% sulphur cap will be introduced in 2020, and up to 70,000 ships may be affected by the regulation according to IMO estimates. Stricter limits on sulphur (SOx) emission are already in place in Emission Control Areas (ECAs) in Europe and the Americas, and new control areas are being established in ports in China. As a result of the increased international attention to air pollution, a growing number of shipowners are beginning to weigh their options to ensure compliance. They face a choice of switching from heavy fuel oil (HFO) to marine gas oil (MGO), burning ultra-low Sulphur HFO/hybrid fuel, retrofitting vessels to use alternative fuels such as LNG or installing scrubber systems which allow them to continue operating on regular HFO.
The smell of metal, fuel, oil, and the mix of history and contemporary technology greets you when entering the doors of DieselHouse in Copenhagen, Denmark. The old historic building spans two centuries of maritime and industrial history presented in ways never thought of in the early era of the diesel engine.
This technical paper introduces fuel injection technologies for Mitsui-MAN B&W diesel engines and looks back on the history of their development.
In order to meet tougher environmental and economic requirements on a global scale, efforts are continuing to develop electrically controlled hydraulic multi-fuel injection systems for current low speed 2-st marine diesel engines. We consider that the completion of these systems is essential for development of new engines in the future to optimize emission control and the maintenance of thermal efficiency.
Fuel injection pressure decreases in four-stroke diesel engines after extended operations. Poor combustion caused by the pressure drop is a serious problem that can lead to environmental pollution. Several factors have been considered to be behind mechanisms to decrease fuel injection pressure, but the details of such mechanisms are still unknown. Up until now, only limited numbers of studies have been conducted to define these mechanisms. In this study, we clarified that stress relaxation, buckling and metal fatigue of the pressure regulating spring in the fuel injection valve contribute to lowering injection pressure. We also found that the lowering of injection pressure causes early and prolonged injection in diesel engines.
A feasibility study was conducted to check whether waste plastic decomposition oil (WPDO) could be used for diesel engines. About 10 million tons of waste plastics are discarded every year in Japan, 83% of which are recycled. Thermal recycling is particularly common, but it has a low energy yield because of the need for transport to incineration plants. Given this, expectations are growing for the use of Waste Plastic Decomposition Oil (WPDO) as a fuel for a new thermal recycling method. However, the problem is that WPDO has low kinematic viscosity and that it is difficult to burn it when using it as a diesel fuel. In order to explore the possibility of using WPDO blended with waste edible oil, this study investigated its effects on engine performance and exhaust emission characteristics. The study used WPDO with its blend ratios of waste edible oil 10%, 20% and 30% respectively, and burned these oils in a conventional 320-cc diesel engine. The engine load was set in five stages by a dynamometer, and maximum load was set at continuous rated output of the test engine. Exhaust gas was sampled directly from an exhaust pipe to accurately measure smoke density using an opacity meter. The study also utilized an exhaust gas analyzer to gauge the level of exhaust emissions, such as CO, CO2, O2, total hydro carbon (THC) and nitrogen oxides (NOx), that were taken directly from exhaust gas samples. The study also investigated engine performance, including brake specific fuel consumption (BSFC). The results found that smoke emissions when WPDO was used were lower compared to the case of gas oil, but they increased when WPDO blended with waste edible oil was utilized. Similarly, NOx emissions were lower when WPDO was used in comparison with gas oil, but they reached the level of gas oil when blended oil was used. However, when it comes to BSFC, WPDO marked the highest figure after it was improved by mixing waste edible oil. Since NOx and smoke emissions tended to increase when the blending ratios were 20% and 30%, the study concluded that the 10% blending ratio is considered to be most ideal.