The Challenge of Emission Control in the Marine and Offshore Industries

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2 The Challenge of Emission Control in the Marine and Offshore Industries Our only planet earth is getting warmer and warmer as the day goes by. The deteriorating climate condition although getting worse every day is reversible if concerted and collective efforts are put in together by all. Reducing the emission of green house gases (GHG) is a major step in reversing global warming. The international shipping community represented by International Maritime Organisation (IMO) has already regulations in place to control emission of Sulphur Dioxide (SO 2 ), Oxides of Nitrogen (NOx) from ships as set out in IMO MARPOL Annex VI Prevention of Air Pollution From Ships. Moving forward, although Carbon Dioxide (CO 2 ) emitted by shipping accounts for only 3% of the worldwide CO 2 emission, regulations and measures on emission control of CO 2 are already in the pipeline. Ship owners will need to find solution to control the emission of not just one but all three gases (SO 2, NOx and CO 2 ) in the very near future. It is a real challenge to ship owners as the Best Available Technologies in the market are piece meal solutions. These technologies or equipment take care of only one type of gas one at a time. Having three types of equipment onboard create foot print and reagent storage problems. The high cost of the equipment is prohibitive which impedes the implementation progress hence the pace in reversing the climate worsening condition. CSNOx comes at the time when controlling of SO 2, NOx and CO 2 emission in one go is most needed. The CSNOx effectively reduces the emission of all these three gases in one single process. The CSNOx technology has taken into consideration the space and storage constraints onboard. It is designed to fit into the most restricted engine room space available onboard most ships. The simplicity and non aggressive treatment nature of the CSNOx technology translate to best effective equipment and process cost. These provide the motivation for the ship owners to implement emission control.

3 CSNOx System Description of CSNOx System The system consists mainly of 5 subsystems: I Seawater Intake System II Spray Water System III Abator Tower System IV Wash Water System V Exhaust Gas Monitoring System I Seawater Intake System The Intake Seawater Bio Fouling Control (BFC) System is a novel green technology for curbing the growth of marine organisms, such as barnacles. The system uses a specific varying Ultra Low Frequency (ULF) waveform to target certain marine organisms. It is an auxiliary system of CSNOx used for protecting the pipeline of the system. II Spray Water System Booster Treatment System The purpose of the Booster Treatment System which has three different components: SO 2 Absorption Enhancer (SAE) Mineral Scale Control (MSC) CO 2 NOx Reducer (CNR) is to utilize the ULF treated effect and in the process, improve the ph and the reaction capability of the treated seawater before it is channelled into the abator tower. ULFELS energized seawater spray ULFELS seawater energizing tank Untreated seawater Wash water Discharge Mixing Tank Overboard discharge Seawater intake

4 Stage 1 Stage 1 water system starts from the pumping of seawater from the intake of sea chest drawn in by suction pumps. The seawater passes through the SAE before being sprayed into the abator tower. The volume of the seawater to the abator tower is monitored by flow transmitter after the suction pump along the pipeline. The pipeline pressure is regulated by pressure regulating valve to regulate the pressure supply to the nozzles in the abator tower. The process in this stage is for removing the SO 2. ph Exciter System The ph Exciter (PHX) System through the use of ULF, conditioned the seawater before channeling it into the treatment tank to treat for the use for Stage 2 process. The conditioning of the seawater improves the water absorption capability and also controls scaling in the pipes. Water Treatment The purpose of the water treatment system is to scrub the flue gas in the abator tower efficiently. The water treatment system consists of the PHX system followed by the Ultra Low Frequency Electrolysis System (ULFELS). Through the use of ULF technology, the seawater is first treated by PHX system

5 and directed into the ULFELS treatment tank whereby its ph is raised to between 9.2 and 9.5. The treated seawater is then pumped into the abator tower to remove the GHGs CO 2 and NOx. A level sensor is also added into the water treatment system to control the water level in the ULFELS treatment tank. When the water level is higher than the sensor level, a signal will be sent from the level sensor to shut down the suction pump while the booster pump continues to drain the tank. A stand-by light will be lighted up during this period. When the water level drops to below the sensor level, the level sensor will turn on the suction pump to fill the ULFELS treatment tank. An indicator light will be lighted to show that the suction pump is switched on. Stage 2 Stage 2 water system starts from the in-line BFC system. The seawater intake ph quality is then monitored and a suction pump is used to pump the water through the PHX system before being channelled into the ULFELS treatment tank for further treatment. A water pressure booster pump is then used to pump the ULFELS treated water through the MSC and CNR systems before it is directed into the abator tower. The quality of the ULFELS treated water is monitored just before it is pumped through the MSC and CNR systems, and a pressure regulator is used to control the spray from the nozzle into the abator tower. This stage is for removing CO 2 and NOx. III Abator Tower System Abator Tower serves as a chamber for the reaction between SAE system treated or PHX and ULFELS treated water and exhaust gas removing the three gases from exhaust gas streams. IV Wash Water System The Wash Water Treatment System is used for controlling the quality of water discharged into the sea. With this system in place, the discharged water will always have a ph of at least 6.5. This is to ensure that the CSNOx process is both improving the quality of the exhaust gas and enhancing the quality of the discharged water, protecting the marine eco-system. V Exhaust Gas Monitoring System The Exhaust Gas Monitoring System is to observe gas composition, gas pressure, gas temperature and water level sensor. By analysing the exhaust gas monitoring system parameters, the change in the exhaust gas from inlet to outlet can be observed clearly.

6 In the verifications, conducted onboard a 100,000-tonne oil tanker, at 50% gas load (equivalent to approximately 5 MW engine output), ABS issued a Statement of Fact on the performance of CSNOx system with the following results: Removal efficiencies SO 2 CO 2 NO x 99% 77% 66% there is no need for vessel owners to convert to distillate fuel or modifying the fuel system for switching to distillate. The removal efficiency for NOx is the absolute reduction percentage. After translating this removal efficiency into the NOx emission requirement as per the Tier 1, 2 or 3 requirements, the CSNOx system is able to remove NOx to such level that vessels installed with it are able to meet even the strictest Tier 3 requirement. Wash water quality ph PAH Nitrates Temp Turbidity 6.7 <1 ppb <0.066 mg/l (ppm) 32 o C 8.7 NTU Apart from meeting the SO 2 and NOx requirements, there is no other cost effective system currently available to remove CO 2 at the rate the CSNOx system is capable of. CSNOx truly is a cost-effective and efficient solution for solving the emission issues faced by the ship owners. In addition, the results also affirm CSNOx scalability and suitability for a normal ship s operations. The removal efficiencies of the CSNOx system allows vessels installed with CSNOx to continue using normal heavy fuel and yet meet the 0.1% sulphur content as required by the EU Directive effective from 1 January In other words, CSNOx is extremely efficient in removing SO 2, NOx and CO 2. Of significance is also the wash water quality, which met all IMO requirements with most parameters surpassing the strict criteria by a large margin.

7 Benefits Possible to use high sulphur heavy fuel yet meet international emission regulations Meet the most stringent Tier III engines emission requirements without the need for ancillary equipment or modifications Extremely high CO 2 removal rate no system in the world is capable of Wash water quality surpasses regulatory requirements Low power consumption Simple, straightforward installation Easy to operate Meeting future requirements today Applications Shipping and offshore propulsion and power generation plants. Power Plants using coal, heavy fuel, LNG, and waste. Refineries, Petrochemicals, Cement, Ceramic, Glass, Steel plants, Aluminum smelters. Trucks and heavy prime movers.

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