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May 22, 2008 - The application of advising tempomaat, low sulphur fuel equal to road standard EN 590, ... However, SOX emissions associated with inland.
The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008.

HOW TO IMPROVE THE ENVIRONMENTAL PERFORMANCE OF INLAND NAVIGATION Schweighofer, J. via donau, Austria [email protected] Blaauw, H. G. Shipping Projects Bureau/Dutch Logistic Development bv, the Netherlands [email protected] Smyth, M.D. BP Shipping Ltd, UK [email protected]

ABSTRACT Inland navigation is known as a safe and environmentally friendly transport mode. Compared with maritime navigation and short sea shipping, it has to fulfill much stricter emission regulations. Inland navigation faces strong competition with road and rail transport, demanding superiority in environmental friendliness as competitive advantage. Therefore, inland navigation has to deal with the challenge of introducing highly efficient technologies for the improvement of its environmental performance being applicable to small spaces, in contrast to seagoing vessels where generally enough space is available. Focussed on emissions to the air, the environmental performance of inland navigation and means for its improvement are discussed in the light of results of the EU project CREATING (www.creating.nu) and the Cleanest Ship project (www.cleanestship.eu). The legislation with respect to exhaust emissions in waterborne and road transport is outlined briefly. Different emission reduction techniques and alternative fuels are discussed with respect to their emission reduction potential and applicability to inland navigation. The environmental performance of inland navigation with respect to emissions to the air is compared with road transport and the achievable compliance with emission standards is discussed. The application of advising tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and particulate matter filter is found to be the most suitable solution to improve the environmental performance of inland navigation. These systems are utilized in the demonstrator the Cleanest Ship, being briefly outlined in this paper. INTRODUCTION Inland navigation is known as a safe and environmentally friendly transport mode. Compared with maritime navigation and short sea shipping, it has to fulfill much stricter emission regulations. Inland navigation faces strong competition with road and rail transport, demanding superiority in environmental friendliness as competitive advantage. Therefore, inland navigation has to deal with the challenge of introducing highly efficient technologies for the improvement of its environmental performance being applicable to small spaces, in contrast to seagoing vessels where generally enough space is available.

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008. Regarding emissions to the air, especially with respect to emissions of the greenhouse gas CO2 (carbon-dioxide), the performance of inland vessels is outstanding compared with road transport. On average, the CO2 emissions of an inland vessel are only about 1/3 of the ones a truck emits per ton-kilometre (tkm) due to a higher energy efficiency. Also with respect to CO (carbon monoxide) and HC (hydro carbon) emissions per tkm, inland navigation is significantly superior to road transport. However, SOX emissions associated with inland navigation are actually much higher than the ones resulting from road transport, even when related to tkm (today, these emissions are up to 60 times higher) due to the much higher sulphur content of fuel used. The introduction of stricter emission limits for road transport since the early 1990s has led to a significant reduction of the pollutant emissions of NOX (nitrogen oxide) and PM (particulate matter) on road. For inland navigation, such strict emission limits are still missing. Consequently, the superiority in the environmental performance of inland vessels compared with trucks has become smaller in this regard, and with the introduction of EURO V and EURO VI limits for road transport in 2009 and 2010 (proposed by the German Federal Environmental Agency, UBA), respectively, these new trucks may emit even significantly less NOX and PM per tkm than inland vessels. Within the EU project CREATING (www.creating.nu), means for the improvement of the environmental performance of inland navigation were investigated [1,2], and the practical implementation of advising tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and PM filter for emission reduction is being demonstrated in the project the Cleanest Ship (www.cleanestship.eu).

LEGISLATION REGARDING SULPHUR CONTENT OF FUEL, NOX AND PM EMISSIONS SOX (sulphur oxide) emissions are directly related to the sulphur content of the fuel. For inland navigation, in accordance with Directive 1999/32/EC, the maximum sulphur content of fuel is limited to 0.2 %. Starting from January 2010, this sulphur content limitation will be reduced to 0.1 % in accordance with Directive 2005/33/EC, yet still up to 100 times higher than the sulphur content of fuel used in road transport today. Therefore, the SOX emissions associated with inland navigation are actually much higher than the ones resulting from road transport, even when related to tkm (today, these emissions are up to 60 times higher). The introduction of emission limits for road transport since the early 1990s has led to a significant reduction of the pollutant emissions of NOX (nitrogen oxide) and PM (particulate matter) on road. For inland navigation, such strict emission limits are still missing, Fig. 1. Consequently, the superiority in the environmental performance of inland vessels compared with trucks has become smaller in this regard, and with the introduction of EURO V and EURO VI limits for road transport in 2009 and 2010 (proposed by the German Federal Environmental Agency, UBA), respectively, these new trucks may emit even significantly less NOX and PM per tkm than inland vessels, Fig. 2. The dates denote when the regulations are considered to be fully in force. Additionally, truck engines are replaced on average after 5 years of operation. This implies that only five years after the introduction of a new emission limit, the average truck fleet complies with this limit. When a vessel engine is replaced, its average age accounts for approximately 20 years or even more, thus, it will also take much longer in order to achieve compliance with new emission standards compared with trucks, e.g. the majority of inland vessels will comply with CCNR II (Central Commission for Navigation on the Rhine) and EU Stage IIIA only by approximately 2025 if no stricter standards are introduced in the very near future and engines already in service stay exempt from the new regulations.

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008.

0,6

CCNR I (2002, vessels)

PM emissions [g/kWh]

0,5 EURO I (1993, trucks)

0,4

0,3

0,2

0,1

CCNR II / EU-Stage IIIA (2008/2007, vessels) EURO V (2009, trucks) ~ CCNR III / EU Stage IV (~ 2012, vessels)

US-EPA (2010, trucks) 0 0 EURO VI 2 (UBA proposal, 2010, trucks)

EURO III (2001, trucks)

EURO II (1996, trucks)

EURO IV (2006, trucks) 4

6

8

10

NOx emissions [g/kWh]

Figure 1. Emission standards for inland waterway and road transport.

EMISSION REDUCTION TECHNOLOGIES Taking into consideration the developments in the emission legislation described above, compliance with EU transport policy and environmental friendliness as a competitive factor of increasing significance, within CREATING possible solutions for improvement of the environmental performance of inland vessels were examined. These solutions comprise internal engine improvements (exhaust gas recirculation – EGR, advanced injection systems, inlet air humidification, in-cylinder water injection and homogeneous charge compression ignition - HCCI), exhaust gas after treatment (diesel oxidation catalyst, selective catalytic reduction – SCR, particulate matter filter - PMF, scrubbing of exhaust gas and electrostatic precipitation), higher diesel fuel quality (low sulphur fuel - LSF), alternative fuels (biodiesel BD, biodiesel blend - BDB, diesel-water emulsion, natural gas and hydrogen), alternative combustion engines (natural gas engine – NGE), new propulsion and auxiliary systems (diesel-electric propulsion and fuel cells) as well as electronic drive management systems (advising tempomaat – ATM, River Information Services – RIS). The emission reduction potential associated with the application of most significant emission reduction techniques for the reduction of NOX, PM, CO2 and SOX emissions to engines complying with CCNR I standard is presented in Table 1. The application of selective catalytic reduction and particulate matter filter will have the most significant impact on the reduction of NOX as well as PM emissions. For the proper application of particulate matter filters, the usage of low sulphur fuel (10 ppm) is imperative. Fuel consumption may be effectively reduced by the application of drive management systems, e.g. the advising tempomaat, giving information about the most economical speed of the vessel, thus leading to reduced emissions. Using biodiesel will lead to a significant reduction of CO2 and SOX emissions. However, this will be associated with increased NOX emissions and fuel

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008. consumption making it necessary to apply additional techniques for NOX and PM reduction. Engines already in service may be damaged when run on pure biodiesel, and the availability of biodiesel will not be sufficient in order to satisfy the energy demand of the total traffic sector. The SOX emissions are directly related to the sulphur content of the fuel, and reducing the sulphur content of fuel will lead to reduced SOX and PM emissions. Usage of low sulphur fuel is the precondition for the application of several emission reduction techniques e.g. particulate matter filter, exhaust gas recirculation, NOX adsorber, and, conditionally, diesel oxidation catalyst. Table 1. Changes in mass emissions with respect to the application of different emissionreduction techniques compared with the basic case complying with CCNR I where no emission-reduction technique is used. FC means changes in fuel consumption. NOx

PM

FC

CO2

SOx

-81%

-35%

-7.5%

-7.5%

-7.5%

none

-85%

+2%

+2%

+2%

-10%

-10%

-10%

-10%

-10%

BD (bio diesel)

+10%

-30%

+15%

-65%

~-100%

BDB (bio diesel blend, 20 % BD)

+2%

-6%

+3%

-13%

~-20%

LSF (low sulphur fuel)

none

-17%

none

none

~-100%

-98.5%

-97.5%

+4.5%

-10%

-100%

After treatment techniques SCR (selective catalytic reduction) PMF (particulate matter filter) Drive management systems ATM (advising tempomaat) Diesel fuel quality / substitutes

New engine technologies NGE (natural gas engine)

According to a TNO (NL) study [3], 98 % of current engines may be run on low sulphur fuel (EN 590) and new engines require a fuel with a sulphur content of 50 ppm or less. Using natural gas as fuel will significantly reduce NOX, PM and SOX emissions. However, application of natural gas engines to inland navigation is associated with very large storage spaces for tanks, possibly resulting in insufficient cruising ranges, non-existing rules for technical certification, and lack of adapted tax regulations and infrastructure on inland waterways, demanding sorrowful feasibility studies for adequate application of natural gas as fuel to inland navigation. For reduction of CO and HC emissions, the application of a diesel oxidation catalyst is recommended. Techniques with very high emission reduction potential are homogeneous charge compression ignition and usage of fuel cells. However, these techniques require still major efforts in development and will not be available for general application to inland navigation in the near future. Furthermore, wet scrubbers and electro-static percipators require too much space for meaningful application to inland navigation.

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008. ENVIRONMENTAL PERFORMANCE OF INLAND NAVIGATION COMPARED WITH ROAD TRANSPORT AND ACHIEVABLE COMPLIANCE WITH EMISSION STANDARDS The comparison is performed for a DDSG -Steinklasse motor cargo vessel pushing a Europe II B barge, sailing from Passau (D) to Vidin (BG) and back (2884 km), and trucks in service complying with the respective EURO standards. For the basic case (M1, BC) the vessel engine complies with CCNR I standard and no emission reduction techniques are applied. The PM and NOX emissions in g/tkm associated with the basic case (M1) are significantly higher than the ones of a truck complying with EURO V, Fig. 2. Application of selective catalytic reduction (SCR) to the vessel will give already significant superiority of the vessel with respect to NOX emissions and equality with respect to PM emissions, compared with the EURO V truck. Application of selective catalytic reduction, low sulphur fuel (LSF), particulate matter filter (PMF) and advising tempomaat (ATM) will lead to clear superiority of inland navigation with respect to both, NOX and PM emissions, compared with the EURO V truck, and equal environmental performance, compared with the EURO VI truck. The most significant reduction of PM results from the application of the particulate matter filter requiring low sulphur fuel. 0,016

0,014 EURO III (2001)

PM emissions [g/tkm]

0,012 EURO III truck (2001) EURO IV truck (2006) EURO V truck (2009) EURO VI truck (2010, UBA proposal) basic case (M1) = CCNR I (2002) SCR (M2) SCR + ATM (M3) SCR + ATM + BD (M4) SCR + ATM + BDB (M5) SCR + ATM + LSF (M6) SCR + ATM + LSF + PMF (M7) NGE (M8)

0,01

MCV + barge: CCNR I (2002), without em. red. techn. 0,008

MCV + barge: SCR M1

0,006

Truck EURO V (2009) M2 M3 M5 M4 M6

0,004

EURO V (2009)

0,002 M8

EURO IV (2006)

MCV + barge: SCR + LSF + PMF + ATM M7

0 0

EURO VI (2010)

0,1

0,2

0,3

0,4

0,5

0,6

NOx emissions [g/tkm]

Truck EURO VI (2010, UBA proposal)

Figure 2. Emission comparison in g/tkm between motor cargo vessel pushing a barge and trucks in service, considering different emission reduction techniques.

Application of selective catalytic reduction, particulate matter filter and low sulphur fuel to a CCNR I – vessel engine will lead to compliance with EURO V and CCNR III standard, Fig. 3. Compliance with EURO VI standard may be achieved by either the application of similar technology as it is used in road transport, including respective fuels, or the introduction of new engine technologies like homogeneous charge compression ignition (HCCI) and natural gas engines (NGE) to inland navigation. In Fig. 3, Euro truck and CCNR vessel denote the emission limits in g/kWh prescribed by the respective emission standards for road and inland waterway transport (IWT). Generally, vessel engines complying with CCNR I (BC) show much better performance than required by the standard with respect to PM emissions.

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008. Inland navigation is in danger to loose its position as more environmentally friendly transport mode than road transport in terms of NOX and PM emissions in g/tkm. For emissions in g/kWh, inland navigation performs already worse than road transport. In order to achieve superior environmental performance of inland navigation to road transport with respect to all emissions (NOX, PM, CO2, SOX, CO, HC), the very first step to be taken has to be the introduction of LSF (EN 590) to inland navigation.

Figure 3. Comparison of vessel-engine emissions with emissions corresponding to limit values of standards for road transport (EURO) and inland navigation (CCNR). THE CLEANEST SHIP

Figure 4. The Cleanest Ship MV Victoria.

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008.

Application of selective catalytic reduction, particulate matter filters, low sulphur fuel and advising tempomaat was found to be the most effective and practicable solution to improve the environmental performance of inland navigation. These systems will be implemented in a demonstrator, The Cleanest Ship, confirming the general applicability of these systems to inland navigation and the emission reduction potential evaluated. The demonstration project is carried out on the motor vessel ‘Victoria’, owned by BP shipping, managed by the Verenigde Tankrederij (VT) and operating in the Port of Rotterdam area. The demonstration was launched officially in Rotterdam on November 20th, 2007, and it will last one year. Fuel consumption and NOX emissions are directly measured; CO2 and SOX emissions are calculated from the fuel consumption, whereas PM emissions are evaluated using the emission reduction potential estimated on the test stand, due to difficult accurate measurement of PM emissions at service conditions. The results with respect to the reduction of CO2, SOX, NOX and PM emissions, including a comparison with road transport, are monitored and presented to the public on a regular basis at www.cleanestship.eu. Emission reduction techniques The emission reduction techniques utilized are the advising tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and PM filters. As advising tempomaat a system developed by Techno Fysica bv (NL) is used. The selective-catalyticreduction catalyst and diesel particulate filters are implemented in the Nauticlean S system comprising a single reactor for NOX and PM removal, developed and built by Hug Engineering (D). The advising tempomaat The advising tempomaat (ATM) is a system enabling an economically optimised operation of a vessel. The core of the ATM is formed by a computer programme advising the skipper on the most economical combination of route and speed, enabling the vessel to arrive on time with a most efficient use of fuel leading to a reduction of fuel consumption and emissions. The ATM, where the advised fuel settings are realised manually, is the successor of the tempomaat which did automatically adjust the speed of the vessel, without giving advice. Low sulphur fuel The motor vessel ‘Victoria’ is operated with low sulphur fuel equal to road standard (diesel fuel EN 590). Usage of low sulphur fuel is a precondition for the application of PM filters and efficient reduction of PM and SOX emissions as these emissions are related to the sulphur content of the fuel used. The Nauticlean S system The Nauticlean S system of Hug engineering consists of two reactors with a selectivecatalytic-reduction catalyst and a PM filter, whereby the PM filter is equipped with a diesel full-flow regenerative burner. Selective catalytic reduction (SCR) is a technique for efficient removal of NOX emissions by means of injecting a reducing agent into the exhaust gas. The Nauticlean S system uses ammonia to reduce nitrogen monoxide and nitrogen dioxide to nitrogen and water, which is injected as urea (33 % solution). For efficient PM removal catalytically coated silicon carbide (SiC) PM filters are used. These filters consist of several honeycombs made of micro fibres. During operation, the soot

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008. particles are retained in the filter. As soon as the regeneration temperature is reached, the soot in the filters is burned off without residue. Due to the catalytic coating, the regenerating temperature is around 450 °C and the filter burns i tself clean without requiring auxiliary energy. Reduction of emissions expected

ATM (advising tempomaat)

NOx

PM

FC

CO2

SOx

-7%

-7%

-7%

-7%

-7%

-17%

none

none

-99.5%

none

none

none

none

LSF (low sulphur fuel, EN 590, 10 none ppm) SCR (selective catalytic -85% reduction) PMF (particulate matter filter)

none

-95%

+2%

+2%

+2%

Total emission reduction

-86%

-96%

-5%

-5%

-99.5%

For the advising tempomaat, the fuel consumption (FC) may be reduced by 5 up to 10%. For the demonstrator a moderate value is assumed due to the limited effect resulting from the operational area of the vessel. The value for the particulate matter filter includes also the effect of SCR on PM reduction. Impact of CREATING and the Cleanest Ship project The Cleanest Ship project contributes directly to the implementation of EC transport policy, particularly, with respect to the implementation of the Action Programme NAIADES, COM(2006) 6 final, which requires the improvement of logistics efficiency, as well as environmental and safety performance of inland waterway transport. As outcome of CREATING and a TNO study on the applicability of low sulphur fuel with a maximum sulphur content of 10 ppm to existing inland vessel engines [3], at the Round Table of the CCNR (Central Commission for the Navigation on the Rhine), consensus was achieved about introducing fuel of equal or similar quality to road standard for inland navigation and lowering the sulphur content of fuel to 10 ppm in one step as soon as possible, and the European Commission is considering the introduction of this fuel already in 2009 [4]. Considering the European inland navigation fleet, already the Rhine and Danube fleets comprise more than 8500 motorized units. Using the example of the motor vessel ‘Victoria’, within the Cleanest Ship project, it is shown how highly efficient emission reduction technologies and better fuel quality can be applied to these units, leading to compliance of the inland navigation sector with even strictest regulations of road transport, Figs. 2 and 3.

The 30th Motorship Propulsion and Emissions Conference 2008 Gothenburg, 20th – 22nd May, 2008. Partners involved in the demonstration project The team of the Cleanest Ship project consists of: 1. 2. 3. 4. 5.

BP, being owner of the ship, director of the project and provider of clean fuel VT, as manager of the ship Technofysica for the delivery of the Tempomaat and related measurements Hug engineering for the delivery of the SCR and PM filter for the main engine Hanwel (also referred to as Codinox as Soottech) for the PM filters on the generator sets and NOX and PM measurements 6. Breko for all constructional aspects 7. MTU for engine aspects 8. Lloyds register for classification 9. DLD for project coordination 10. Yara for the delivery of the Ureum 11. Bit factory, for the realization of the website 12. via donau for techniques and public relation (PR) 13. VNSI and SPB for PR 14. SPB as co-ordinator of the project CREATING Moreover there is a cooperation with 15. the Port of Rotterdam Authority on operational aspects and PR.

REFERENCES 1. Schweighofer J. and Seiwerth P.: Environmental performance of inland navigation. Proceedings of the European Inland Waterway Navigation Conference, Visegrád, Hungary, June 27th-29th,2007. 2. Kampfer A. and Schweighofer J. et al.: Environmental impact of inland navigation, CREATING Work Package 6, final report, 2006, to be released 2008. 3. Kattenwinkel H., Verbeek R. and Eijk A.: Review of potential issues for inland ship engines when reducing gasoil sulphur level to maximum 10 ppmm. TNO Report MON-RPT-033-DTS-2007-01813, June 2007. 4. European Parliament: Press release November 26, 2007, http://www.europarl.europa.eu/news/expert/infopress_page/064-13598-330-11-48911-20071126IPR13591-26-11-2007-2007-false/default_en.htm