em681 thesis e eastlack

THE FUTURE OF MARINE PROPULSION: GAS HYBRID POWER PLANTS by EASTLACK, E.

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The Future of Marine Propulsion: Gas Hybrid Power Plants (EM681)

by

Edward J. Eastlack

United States Merchant Marine Academy, Kings Point, NY

Submitted to the Department of Engineering in

Partial Fulfillment of the Requirements for the Degree of

Master of Science in Marine Engineering

at the

United States Merchant Marine Academy

May 2012

Author Note:

Correspondence considering this paper should be addressed to Edward James Eastlack, Marine Engineer, [email protected]

mailto:[email protected]�


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The Future of Marine Propulsion: Gas Hybrid Power Plants, a thesis prepared by Edward J. Eastlack in partial fulfillment of the requirements for the degree Master of Science in Marine Engineering, has been approved and accepted by:

May 07, 2012

Edward J. Eastlack

Student/Author

Dr. William Sembler

USMMA MMarE Program Director


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Table of Contents AKNOWLEDGMENTS ....................................................................................................................................... 4

ABSTRACT ........................................................................................................................................................... 6

LIST OF TABLES ................................................................................................................................................ 7

LIST OF FIGURES .............................................................................................................................................. 8

INTRODUCTION ............................................................................................................................................... 10

SHIP ENERGY EFFICIENCY MANAGEMENT PLAN ......................................................................... 11

MEDIUM SPEED (OTTO CYCLE) LEAN BURN NATURAL GAS SPARK IGNITION ENGINE ................................................................................................................................................................................ 12

CAPSTONE MICROTURBINES .................................................................................................................. 17

CATERPILLAR DUAL FUEL ENGINES ................................................................................................... 21

NEW GENERATION ELECTRIC PROPULSION SYSTEMS (DC BUS) ........................................ 24

MODULAR GAS ELECTRIC PROPULSION SYSTEMS (DC Bus) ................................................ 28

HYBRIDIZATION OPTIONS ......................................................................................................................... 31

EFFICIENCY IMPROVEMENT OPTIONS ................................................................................................ 39

EPA EMISSIONS REQUIREMENTS AND ENGINE CATEGORIES ............................................... 46

EMISSIONS MONITORING EQUIPMENT ............................................................................................... 50

THE HURCULES PROJECT ........................................................................................................................ 51

MARINE LIVE INITIATIVE............................................................................................................................. 52

CONCLUSIONS ................................................................................................................................................ 53

BIBLIOGRAPHY ............................................................................................................................................... 54

Appendix A (Letter from the U.S. Maritime Administrator)........................................................... 57

Appendix B (Letter of Acceptance from MARINELIVE Conference) ......................................... 58

Appendix C (Letter for Prevention First Symposium Future Fuels Panel) ............................ 59


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AKNOWLEDGMENTS

I would like to thank Professor William Sembler for his guidance and support during my courses of study. This course of study has led to my involvement with the Gulf Coast Advisory Council on the use of LNG as a Marine Fuel. The Gulf Coast Advisory Council is led by David Braxton Scherz of Det Norske Veritas (DNV). The California State Lands Commission has asked me to sit on their “Future Fuels” panel at the 2012 Onshore and Offshore Pollution Prevention Symposium in October 2012. www.slc.ca.gov/Division_Pages/MFD/Prevention_First/Prevention_First_Home_Page.html I will also be making a presentation covering key points from my research on LNG as a viable marine fuel. I would like to thank Christos I. Papadopoulos, Lecturer at the National Technical University of Athens for accepting the abstract of this paper, “The Future of Marine Propulsion: Gas Hybrid Power Plants” to be presented at the Marine Live Conference in Athens June 3-5, 2012 http://www.marinelive.org/1stmarineliveconference

The work being done by the American Clean Skies Foundation should also be recognized and they have recently released a landmark study that looks at the challenges and prospects for converting U.S. marine vessels to liquefied natural gas (LNG). http://www.cleanskies.org/?publication=natural-gas-for-marine-vessels-u-s-market-opportunities

The enormous response from people in the Industry who are responsible for the new build programs as a result of my thesis, Natural Gas as a Viable Marine Fuel in the US. Environmental compliance of their vessel fleets is a key issue to be addressed. The economic and environmental benefits of gas hybrid propulsion systems will take any fleet owner to the next level. The benefits of natural gas as a fuel has been known for a long time, but has only recently been recognized globally due to a lack of understanding of the intricacies of working with LNG in this regard. It is my hope that this paper and my previous paper “Natural Gas: A Viable Marine Fuel in the US,”http://www.maritime-executive.com/article/natural-gas-a-viable-marine-fuel-in-the-united-states will help remove previous roadblocks in this respect and help to initiate new build programs and conversion projects, incorporating proven marine technology that provides lower emissions and higher efficiencies.

http://www.slc.ca.gov/Division_Pages/MFD/Prevention_First/Prevention_First_Home_Page.html�

http://www.marinelive.org/1stmarineliveconference�

http://www.cleanskies.org/?publication=natural-gas-for-marine-vessels-u-s-market-opportunities�

http://www.cleanskies.org/?publication=natural-gas-for-marine-vessels-u-s-market-opportunities�

http://www.maritime-executive.com/article/natural-gas-a-viable-marine-fuel-in-the-united-states�

http://www.maritime-executive.com/article/natural-gas-a-viable-marine-fuel-in-the-united-states�


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VITA

Edward James Eastlack: Born in Lewiston, Idaho December 6, 1972

1991 Graduated from Carlsbad High School Carlsbad, New Mexico

1993 Graduated from New Mexico Military Institute Roswell, New Mexico

1997 Graduated U.S. Merchant Marine Academy USMMA (Kings Point, NY) Marine Engineering Undergraduate Program

1997-2000 Surface Warfare Officer School/Machinery Division Officer, United States Navy

2000-2007 Shipboard Marine Engineer Marine at Engineer’s Beneficial Association

2007-2009 European Medium Speed Marine Diesel Service Engineer, Louisiana Machinery Company.

2009- 2012 Maintenance and Repair Engineer, Hornbeck Offshore Operators

2010- Completing coursework towards my MS in Marine Engineering from USMMA (Kings Point, NY)

Professional and Honorary Societies

U.S. Merchant Marine Academy Alumni Association

Society of Naval Architects and Marine Engineers

Member of the Marine LNG International Standards Organization Technical Committee 67 Work Group 10 Project Team 1

Member of the Gulf Coast Advisory Council on the use of LNG as a Marine Fuel

GMU Consortium Advisory Committee participant for promotion of the U.S. Marine Highways

Field of Study

Major Field: Marine Engineering

Minor Field: Shipyard Management


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ABSTRACT

Rising fuel costs and increasingly stringent emission standards for the marine industry have caused ship owners to look at a wide range of marine technologies to meet environmental compliance and to reduce lifecycle costs. Emissions can be reduced in many ways including improved fuel quality, improved plant efficiency and after treatment. With distillate fuels, residual fuels and after treatment having high cost and equipment lifecycle costs, LNG appears to be the clear choice for helping the marine industry meet these new emissions standards. The carbon footprint of a vessel can also be reduced by improved efficiency. Optimized natural gas prime movers and electrical systems can assist in achieving these efficiency targets. The International Maritime Organization (IMO) has adopted greenhouse gas reduction measures by requiring an International Energy Efficiency Certificate (IEEC) and Ships Energy Efficiency Management Plan (SEEMP) for existing vessels and an Energy Efficiency Design Index (EEDI) for new build vessels after January 2013. Therefore, the industry must now address both emissions and plant efficiency. As a result, there is also increasing interest in fuel efficient “hybrid” propulsion/electrical systems. The latest systems use a common prime mover that does not have to have a fixed frequency to accommodate the electrical system. Several new system designs are adopting this concept where generators are able to operate at variable speed, and all outputs go into a common DC grid or bus system. From there, the DC is converted to whatever voltage and frequency a particular load or system needs, using VFD technology to achieve improved plant efficiency or fuel economy. Hybridization of the power plant can improve the transient response of gas engines as well as provide additional load profile flexibility and reduced running hours on the prime movers which translates to improved efficiency and reduced carbon emissions. These alternative sources of energy are easy plug and play options to the existing DC grid or bus system. There are many options for hybridization to include high powered lithium battery banks, wind turbines, solar panels, fuel cells, super capacitors and micro turbines. The Rankine Cycle using refrigerant or critical CO2 gas as the working fluid has also gained acceptance as an effective means to recover waste heat from low heat sources such as engine jacket water and exhaust gases, thus, improving plant efficiency even further. Optimized bow, hull, propeller and rudder design are additional ways to improve efficiency and reduce carbon emissions. Gas hybrid power plants with waste heat recovery systems and optimized hydrodynamics offer ship owners the right combination of marine technologies needed to reduce fuel consumption, emissions, lifecycle costs as well as improved reliability and durability of shipboard propulsion systems.


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LIST OF TABLES

Table #1 Capstone Micro Turbine Emissions data

Table #2. Environmental Protection Agency Marine Diesel Engine Categories

Table #3. Environmental Protection Agency Tier 1 Standards for Marine Diesel Engines


Table #5. Environmental Protection Agency Tier 3 Standards for Category 1 Engines Below 3700 kW


Table #7. Environmental Protection Agency Tier 4 Standards for Category 2 and Commercial Category 1 Engines above 600 kW

Table #8. EPA Category 3 Marine Engine Emissions Standards


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LIST OF FIGURES

Figure #1. LNG Powered OSV. Retrieved from Rolls Royce Innovative Gas Powered Design,” by In Debth,

November, 2011

Figure #2. Bergen Lean-burn gas engine. Retrieved from Bergen B35:40 gas engine, by Rolls Royce Power Engineering June, 2009.

Figure #3. Bergen Lean-burn gas engine combustion. Retrieved from Bergen B35:40 gas engine, by Rolls Royce Power Engineering June, 2009.

Figure #4. Diagram of NOx emissions data for gas vs diesel engines comparably sized. Retrieved from Bergen B35:40 gas engine, by Rolls Royce Power Engineering June 2009.

Figure#5. Diagram of a Microturbine. Retrieved from Capstone Microturbine products,by Capstone Microturbine January, 2011.

Figure #6. Diagram of a C1000 with individual Power Module. Retrieved from Capstone Microturbine Products, by Capstone Microturbine January, 2011.

Figure #7. C1000 Unit made up of five C200 Microturbines. Retrieved from Capstone Microturbine Products,by Capstone Microturbine January, 2011.

Figure #8. CAT 3512 Dual Fuel Engine. Retrieved from Pon Power Systems Dual Fuel, by Pon Power Systems July, 2011.

Figure #9. MaK Dual Fuel Engine. Retrieved from Pon Power Systems Marine Products, by Pon Power Systems July, 2011.

Figure #10. New Diesel Electric Propulsion System. Rerieved from Blue Drive Plus C,” by Siemens Corporation July, 2010.

Figure #11. Fuel Consumption Comparison. Retrieved from Blue Drive Plus C, by Siemens Corporation July, 2010.

Figure #12. Hybrid Propulsion. Retrieved from “Bergen B35:40 gas engine,” by Rolls Royce Power

Engineering June, 2009.

Figure #13. Generic DC Bus Schematic. EcoMarine Propulsion Products,” by EcoMarine Propulsion Systems

August, 2011

Figure #14. Tera Torq Motor. EcoMarine Propulsion Products, by EcoMarine Propulsion Systems August, 2011.

Figure #15. Eco Marine Power Products. By Eco Marine Power, January, 2012.


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Figure #16. “Wind Generator.” by Trans Pro Marine January, 2012

Figure #17. Hybrid Electric Propulsion. Retrieved from Corvus Energy January, 2012.

Figure #18. Wartsila Solid Oxide Fuel Cell. Retrieved from Wartsila Fuel Cell Program,” by Wartsila Corporation July, 2010.

Figure #19. Diagram of Fuel Cell Process. Retrieved from Wartsila Fuel Cell Program,” by Wartsila Corporation July, 2011.

Figure #20. “1MW of Super Capacity Power”. Retrieved from Grid Storage Solutions,” by Maxwell

Technologies Jan, 2010

Figure #21. The ITxa 300KW ORC TurboGenerator. Retrieved from Infinity Turbine Products,” by Infinity Turbine January, 2011.

Figure #22. Diagram of the Organic Rankine Cycle. Retrieved from Infinity Turbine Products,”by Infinity Turbine January, 2011.

Figure #23. Diagram of Super Critical CO2 Rankine Cycle. Retrieved from Marine and Power Engineering

Products,” by Marine and Power Engineering Inc February, 2012

Figure #24. Optimized Bow Design. Retrieved Innovative Gas Powered Design,” by In Debth, November, 2011. Figure #25. Integrated Propeller and Rudder System. Retrieved Innovative Gas Powered Design,” by In Debth, November, 2011 Figure #26. Emsys Emissions Monitoring System. Retrieved from WR Systems Products,” by WR Systems January, 2010


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INTRODUCTION

The pursuit for improved efficiency is at the core of every business process. A good

example would be to find better ways to transport cargo within the continental USA. This

seems to be at the core of our economic problems because “transportation independence”

is needed (i.e. Jones Act Fleet) but this is not possible without “energy independence”.

LNG “is” the answer to providing energy independence and improved emissions but

infrastructure is needed. Utilization of the Marine Highways which includes Coastwise

shipping, Inland Waterways and Great Lakes would reduce the number of shipping

containers on our roads. This would essentially mean a significant net reduction in carbon

emissions, traffic congestion, pollution related illness and road maintenance costs in this

country. The work being done by the George Mason University Consortium Advisory

Committee for promotion of the U.S. Marine Highways is vital to our country buying into a

more efficient transportation system and hopefully choosing LNG as a cost effective and

environmentally friendly fuel.

There is a similar initiative to improve marine power plant efficiency in order to reduce the

carbon footprint of the global marine industry. The International Maritime Organization

(IMO) has adopted a greenhouse gas reduction regime from a marine power plant

efficiency standpoint. Improving power plant efficiency essentially involves burning less fuel

and, thus, emitting less carbon to the atmosphere. IMO power plant efficiency requirements

for existing vessels include a Company Energy Efficiency Management Plan (CEEMP),

Ship Energy Efficiency Management Plan (SEEMP) and International Energy Efficiency

Certificate (IEEC) and are required after January 1, 2013. The SEEMP and IEEC are

retroactive to existing vessels and they will be required to retrofit marine technology that

results in a 10% plant efficiency improvement at the next regularly scheduled dry dock after

2013. New build vessels will additionally be required to have an Energy Efficiency Design

Index (EEDI). Gas hybrid propulsion is the perfect combination of marine technologies

because it provides reduced emissions and improves power plant efficiency. The emissions

benefits come from burning clean and abundant fuel (natural gas) and the increased

efficiency of a hybrid electrical propulsion system.


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Figure #1. LNG Powered OSV. Retrieved from Rolls Royce Innovative Gas Powered Design,” by In Debth, November, 2011

SHIP ENERGY EFFICIENCY MANAGEMENT PLAN

The International Maritime Organization (IMO) recently adopted mandatory measures to

reduce greenhouse gases. These measures were adopted by all parties to MARPOL

Annex VI represented in the Marine Environmental Protection Committee of the

International Maritime Organization. This effort represented the first ever mandatory global

greenhouse gas reduction regime for an international industry sector.

The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from

ships include a new chapter (chapter 4) to the Annex VI Regulations on energy efficiency

for new ships to meet a mandatory Energy Efficiency Design Index (EEDI) for new ships,

and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other

amendments to Annex VI add new definitions and requirements for survey and certification,

including the format for a new International Energy Efficiency Certificate (IMO).


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The new International Energy Efficiency Certificate (IEEC) will be introduced for all vessels

as well. It will include a supplement for recording particulars related to the ship’s energy

efficiency such as the propulsion system. A new ship is defined as a ship over 400 GT

where the building contract is placed on or after 1 January 2013; or in the absence of a

building contract, the keel is laid at on or after 1 July 2013 or the delivery of the vessel is

after July 1, 2015. The ship designer will need to develop an Energy Efficiency Design

Index (EEDI) technical file containing the necessary documentation and calculations. A

preliminary verification of the design will be done based on tank tests, manufacturers’ data

and design particulars. At the time of the sea trial, the speed of the vessel will be measured

and the technical file for the vessel will be updated together with the engine certificates and

other necessary documentation. The EEDI technical file will need to be verified by a flag

administration or a recognized organization and the IEEC will be issued. These regulations

will apply to all ships of 400 gross tonnages and above and are expected to enter into force

on 1 January 2013.

The EEDI leaves the choice of technologies to the vessel owner or designer as long as the

required energy efficiency level is attained. Vessel designers and builders would be free to

use the most cost-efficient solutions for the ship to comply with the regulations. The Ships

Energy Efficiency Management Plan (SEEMP) applies to new and existing vessels. The

SEEMP provides a mechanism for vessel operators to use and improve the energy

efficiency of the vessel. This SEEMP must be prepared for each ship and is tailored to the

ship type and operational profile. Developing a SEEMP should draw on the organizational

experience of the vessel owner and be designed to meet IMO requirements and ultimately

result in the targeted greenhouse gas reduction.

MEDIUM SPEED (OTTO CYCLE) LEAN BURN NATURAL GAS SPARK IGNITION ENGINE

The Bergen B35:40 is a good example of a lean burn Otto cycle spark ignition marine gas

engine currently available with output up to 7MW. The emissions of this engine meet all current

and future requirements to include Tier 4 without after treatment. The Bergen lean burn spark

ignition gas engine operates according to the Otto Cycle using a lean mixture of gas and air as


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it is compressed and ignited by an electric system. This is a “gas only” engine and would need

to be configured with smaller diesel engines as back up like the 1500KW generator sets shown

in Figure 12.

Figure #2. Bergen lean-burn gas engine. Retrieved from “Bergen B35:40 gas engine,” by Rolls Royce Power Engineering June, 2009.


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Figure #3. Bergen lean-burn gas engine combustion. Retrieved from “Bergen B35:40 gas engine,” by Rolls Royce Power Engineering June, 2009.

A lean burn engine operates at air excess ratios of 1.8 and higher, and as the illustration

shows, this gives increased power, efficiency and reduced NOx emissions. This is achieved by

improving the combustion system so that the ignition energy is capable of firing such lean

mixtures reliably. Additionally, a highly efficient turbo charging system is used to take

advantage of the possible power increase offered by the extended knock limit of lean mixtures.


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Figure #4. Diagram of NOx emissions data for gas vs diesel engines comparably sized. Retrieved from “Bergen B35:40 gas engine,” by Rolls Royce Power Engineering June, 2009.

Air is drawn in by the turbocharger through the charge air cooler and into the cylinder. A timed

mechanical gas valve injects gas into the inlet air stream to ensure a homogenous and lean

mixture of air and gas. Air flow is controlled by the variable turbine geometry of the

turbocharger while gas flow is controlled by mechanical valves before each cylinder. The gas

pressure is set electronically by the pressure regulating valve on the fuel gas supply module

ahead of the engine. An air flap for each cylinder restricts the air supply during start-up and low

load operation. As the pressure in the cylinder is low, gas is admitted into the small pre-

chamber in each cylinder head, electronically controlled by the pre-chamber pressure unit.

During compression, the lean charge in the cylinder is partially pushed into the pre-chamber,

where it mixes with the pure gas to form a rich mixture that is easily ignited by the spark plug.

This powerful ignition energy from the pre-chamber ensures fast and complete combustion of

the main charge in the cylinder. Advanced electronic engine management ensures the

operating parameters of the engine are adjusted and optimized in relation to each other. The


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system sets the optimum main and pre-chamber gas pressures, air/fuel ratio, fuel rack

position, ignition timing and throttle position. The alarm and monitoring part of the system

features many built-in safety functions. It combines safe operation with high availability,

protecting the engine and signaling any fault. It includes a misfiring detection system based on

analyzing different operational parameters and a knock detection system. The system detects

and eliminates knocking individually for each cylinder. The complete engine management,

control and monitoring system fits into a cabinet next to the engine and communicates with the

plant control through one simple cable (RR).


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CAPSTONE MICROTURBINES

Figure #5. Diagram of a Micro Turbine. Retrieved from Capstone Micro Turbine Products,” by Capstone MicroTurbine January, 2011.

Capstone micro turbines are small recuperative gas turbines that utilize a patented air bearing,

which provides fluid free (no cooling water or lube oil) operation for the lifetime of the turbine.

The turbine also has low lifecycle costs when compared to a traditional reciprocating engine

and normally runs five to seven years or 40,000 hours before major overhaul is needed based

on data from actual installations. The power modules such as the C200 are state of the art,

digitally controlled, air cooled turbines with advanced combustion controls for ultra low

emissions. The turbine engine has air foil bearings (air bearings) for high reliability, low

maintenance, and safe operation. This allows fewer parts and the absence of any liquid

lubrication to support the rotating group. When the turbine is in operation, a film of air

separates the shaft from the bearings and protects them from wear.


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The Capstone turbine is designed to produce very clean emissions. The exhaust is clean and

oxygen rich (approximately 18% O2) with very low levels of air pollutants. Like all fuel

combustion technology, the turbine produces emissions (like nitrogen dioxide and carbon

monoxide) from the fuel combustion process. The turbine has ultra low nitrogen dioxide (NO2)

and carbon monoxide (CO) emission levels (CMT).

Table #1. Capstone Micro Turbine Emissions Data (g/hp-hr)

The C1000 series turbines are available with two enclosure types. The enclosures are suitable

for outdoor installation and the units are stackable. The outside dimensions of all C1000 series

turbines are approximately 30 feet long, 8 feet wide and 9.5 feet high. They are also available

in standard or high humidity packages for marine operating environment.


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Figure #6. Diagram of C1000 with individual Power Module. Retrieved from Capstone MicroTurbine Products,” by Capstone MicroTurbine January, 2011.

The microturbine drives a permanent magnet alternator to produce electric power, essentially

making the complete assembly a single moving part. The microturbines are offered in 30KW,

60KW and 200KW designs. A one megawatt skid called the C1000 is available which is made

up of five 200KW turbines and is an essential building block for large power systems.


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Figure #7. C1000 Unit made up of five C200 MicroTurbines. Retrieved from Capstone MicroTurbine Products,” by Capstone MicroTurbine January, 2011.

Scalable systems are also available up to 10MW using multiples of 200KW and within an ISO

container. These microturbines will make excellent prime movers for a gas hybrid marine

power plant due to their light weight, compact design, and “instant on” capability to recharge

the high powered lithium battery banks. The 30KW (40HP) units are already being installed in

hybrid electric vehicles. Capstone corporate may consider putting together a marine C1000

with a high humidity package that is certified by ABS and the EPA. These low emission clean

and green turbines can run on natural gas, propane, diesel and many other fuels. The C1000

will essentially be a game changer in the marine industry due to the ultra low emissions and

high efficiency at low load. Power density being the only drawback.


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CATERPILLAR DUAL FUEL ENGINES

Figure #8. CAT 3512 Dual Fuel Engine. Retrieved from Pon Power Systems Dual Fuel,” by Pon Power Systems July, 2011

Caterpillar Dealer, Pon Power Systems, has developed a dual fuel marine application for their

3500 engines which is an EPA Category 1 engine. The liquid natural gas is stored in a large

storage tank as liquid as it occupies 618 times less space in liquid form. The fuel is vaporized

using engine coolant and supplemental heat is added by a capstone micro turbine. The natural

gas controlled by a metering valve flows through a carburetor into the combustion air. The

homogenous mixture is fed into the combustion chamber by the turbocharger, together with

the diesel fuel. The mixture of fuel and air is ignited by the diesel process. This technique for

mixing natural gas with the combustion air is called fumigation. A traditional dual fuel engine

burns only 1 to 3 percent diesel when in gas mode. This dynamic fuel blending process utilized

by Caterpillar maintains an 80% gas to 20% diesel ratio to ensure responsiveness and power

in all conditions (PPS). Gas engines have a slower transient response than their diesel


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counterparts due to the lower energy content of natural gas so transient response can be

improved as a function of the diesel to gas ratio. The ratio enables the propulsion engine to

deliver full power quickly in any situation. This engine is expected to be very popular in Europe

and places where IMO is the prevailing emissions regulation. In the United States an engine

package like this will need to be EPA and ABS Certified. EPA Emissions requirements for

Category 1 & 2 engines place a limit on total hydrocarbons and particulate matter; whereas,

IMO only regulates NOx. For this reason, it is not expected to see a lot of dual fuel Category 1

and 2 (less than 30 liters displacement per cylinder) engines in the United States without after

treatment. Gas only Category 1 and 2 marine engines are expected to meet EPA Tier 3 and 4

with little or no after treatment. Caterpillar started building gas engines in 1932. The power

range is from 100KW to 3.4MW (G3300 to G3600). Gas pressure is low (1.5 to 5 PSI).

Currently only the 1555KW G3516 is available for marine application in the United States and

Caterpillar has plans to ramp up the marine gas engine power range. A 2MW long stroke

version of the G3516 marine engine and a C280DF is expected to be Caterpillar’s next

Category 2 gas engine offering.

For Category 3 engines (greater than 30 liters displacement per cylinder), the IMO is the

prevailing regulation, so EPA will follow IMO which only monitors NOx emissions. Category 3

engines have a significant advantage in the United States as they are the only marine engine

where NOx is the only regulated emission. Current NOx emissions levels for Category 3

engines burning diesel fuel can be met without after treatment until 2016. This also includes

dual fuel engines.


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Figure #9. MaK Dual Fuel Engine. Retrieved from Pon Power Systems Marine Products,” by Pon Power Systems July, 2011

Caterpillar’s line of robust MaK medium speed engines is expected to be offered in dual fuel

configurations from 2.5 to 15MW. The M32 and M43 engines will be the first available as dual

fuel starting in 2014. Both engines are greater than 30 liters displacement per cylinder which

make them EPA category 3 engines. These dual fuel engines can run in the full range from

100% diesel down to a very low 1-3% diesel pilot ignition only. These engines are expected to

meet IMO Tier 2 in Diesel mode and IMO Tier 3 in gas mode without any after treatment.

Category 3 engines are also approximately 10% more efficient than their Category 1 and 2

counterparts due to their larger cylinder displacement and volumetric efficiency which make

them very attractive prime movers from an EPA emissions and IMO efficiency perspective now

that both are heavily regulated.


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NEW GENERATION ELECTRIC PROPULSION SYSTEMS (DC BUS)

The DC Bus concept implements a new control philosophy into the traditional diesel electric

propulsion systems such as variable speed operated diesel or gas engines driving permanent

magnet alternators and load shifting. This technology makes possible low emissions of

greenhouse gases, low fuel consumption, and full utilization of gas/dual fuel systems and SCR

systems to reduce NOx emissions. Additional benefits are extended maintenance intervals of

the prime movers, reduced space requirement for the electrical system, increased efficiency of

the electrical system, clean power supply to the auxiliary consumers and no rectifier

transformers.

Prime mover speed control is possible through the whole speed range of the engine. The

control system will dynamically set the speed according to the optimal operating point of the

engine which is essentially the lowest possible specific fuel consumption (g/kWh). During

dynamic positioning operation, the advantages are substantial as production and can be

realized with limited consumption, emissions and maintenance cost. In low load situations the

power management system will load shift to one engine or alternative power supply if the

system is hybridized. There is a need for some predication software based on history or pre-

determined trip performance for low load conditions. Also, the ramp up time of the engines for

large step loads is longer as the mass needs to be accelerated and the turbochargers need to

become active from the lower flow rates over the turbines. Therefore, with some of these

engines, optimization of the engines is needed, or multi stage turbo charging, or turbo bypass

at low loads. The system also has the capability to shift load from port to starboard as required.

Electrical power generation is typically accomplished using synchronous generators designed

to operate at the same speed or power range of the connected prime mover. The DC Bus

concept makes it possible to consolidate the generator, bus-tie panel, and frequency

converters for all auxiliary drives. For general service loads the AC inverter might be

consolidated to a particular load center but large electric motors would have their own to

reduce power consumption. Harmonic distortion associated with rectifiers and frequency

converters is effectively isolated by the DC bus unless there are loads coming directly off the

main generator before the inverter which is not typical. This consolidation allows for clean


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power to be supplied to all auxiliary consumers and reduces the total package footprint by

30%.

Figure #10. New Diesel Electric Propulsion System. Retrieved from Blue Drive Plus C,” by Siemens Corporation July, 2010

The new control philosophy monitors all generator control, drives control and power

management functionality in one unit. The speed and power of the prime movers are controlled

in correspondence with the total power consumption of the vessel. The electric system is only

fed with active power from the generators, thus, eliminating the need to handle reactive power.

The speed and power characteristics of the prime mover will be parameterized. There are

three main integrated components that make the DC Bus concept which include the power

management system, the power plant protection and generator power adaption systems.

There are two parts to the Power Management System. The first is total load versus available

power. There is also a follow up that occurs with the DC system and that is optimizing engine

load against fuel consumption and engine speed. The latter is controlled by a data base of the

engine fuel consumption performance at different speeds and load capability. Once the load

per engine is known, the system will match the best fuel consumption figure and set the engine

speed accordingly. The system uses an algorithm that will perform fast differential equations to

find the minimum fuel consumption. The fuel flow metering system for the engine provides the

needed feedback to the system. The control system uses fast computers able to perform the


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necessary calculations and also a power system that is not speed dependent. AC systems are

speed dependent which require isochronous governors which essentially put a lot of

unnecessary wear and tear on the engine due to constant adjustment of the fuel rack to

maintain constant speed.

Figure #11. Fuel Consumption Comparison. Retrieved from Blue Drive Plus C,” by Siemens Corporation July, 2010

The DC Bus system from Siemens is the Blue Drive Plus C which improves power plant

efficiency regardless of the fuel being burned in the prime mover. Figure 11 is a comparison of

the emissions reductions of a Blue drive Plus power plant burning diesel fuel and a traditional

Diesel Electric Plant, Dual Fuel and Gas Electric Plant. A Blue Drive Plus C plant burning gas

would provide additional reductions. The DC system power basically comes from alternators

connected to solid state rectifiers which effectively stop reverse power issues, but the rectifiers

can be active front end types that can adjust the alternator performance to unity power factor


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as well, reducing conductor sizes and installation costs. Active front ends on drives and

rectifiers means they are adjusting the firing angles of the rectifiers to achieve a unity power

factor or in some cases negative. In this way a conventional vessel with a lot of the AC to DC

drives can use these devices to correct system power factor as well as provide rectification.

This might be typical on some newer offshore vessels or ferries. This essentially means a

smaller generator and cables due to reduced AC current. If there are no AC loads directly on

the generator from the vessel this is not an issue because the power factor can be adjusted

with an automatic voltage regulator depending on the vessel requirements. The engine,

although turning slower can have reduced speed effect on voltage compensated for by

excitation control. The DC grid also makes it easier to connect to shore power regardless of

voltage and frequency differences. A back up battery bank can charge while connected to

shore power and be a temporary source of power while in port. The DC Drive concept makes

new energy sources a plug and play option, so your drive system essentially never becomes

obsolete.

Figure #12. Hybrid Propulsion. Retrieved from “Bergen B35:40 gas engine,” by Rolls Royce Power Engineering June, 2009.

One configuration option would be to have a B35:40 gas engine driving the controllable pitch

propeller and generating electricity via a permanent magnet generator/motor and have two

smaller diesel fuel powered permanent magnet generator sets to provide back up electrical


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power for the thrusters or to drive the propeller by using the shaft generator as a propulsion

motor. The diesel generator could also provide cold start heat for the LNG fuel system. At low

load the shaft rpm and propeller pitch could be optimized based upon actual power

requirements. The predication software will find the minimum fuel consumption and load could

be shifted to one or two of the smaller diesel generators if the loading of the B:35 gas engine is

not optimal. A smaller gas generator could also be used for additional fuel and load profile

flexibility. These back up generators would produce rectified DC power to the grid and operate

at variable rpm depending on load. This is also a better arrangement because the engines are

driving the CPP via the electric motor and are therefore isolated from the torque transients.

Conventional engines with mechanical fuel systems can also be controlled by the predication

software via the electronic governor and hydraulic actuation of the fuel rack. The load profile of

the vessel and the reaction times of the engines will determine predication software

programming to control engine speed, load shifting and use of an energy buffer such as a

battery bank or super capacitor.

MODULAR GAS ELECTRIC PROPULSION SYSTEMS (DC Bus) Eco Marine Propulsions Systems offers DC Bus system similar to the Siemens system but it is

a scalable “plug and play” modular system. This system is easily hybridized due to its plug and

play design and can essentially use any prime mover or energy source. This system uses

permanent magnet motors and (variable speed) generators, drive modules, battery

management technology, shipboard power management, switchgear and switchboard design

and construction.


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Figure #13. Generic DC Bus Schematic. EcoMarine Propulsion Products,” by EcoMarine Propulsion Systems August, 2011

The high torque, low speed propulsion motors allow the propellers to turn slowly at full torque

with no clutches and thus eliminate the diesel engine or gas engine from the torque transient.

The power management system can take the engine off line to reduce wear and fuel

consumption.

The control system uses redundant networks and processors. An Ethernet or RS485 modbus

or CAN is used between drive subsystems. Redundancy can be extended into subsystems

and sensors. The control system is designed to minimize shared networks and transmission of

operator commands. Control system functions include management of the health of the

batteries. The control system automatically draws energy from the best power sources (i.e.


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generator, solar panels, super capacitors, wind turbines, fuel cells, etc). Generators are forced

off the line when not needed. The Power Modules which include all the inverters and

rectification components are interchangeable and can be changed without special training

(plug and play). The system is also compact, requiring only half the space of traditional drive

systems.

Figure #14. Fuel Tera Torq Motor. EcoMarine Propulsion Products,” by EcoMarine Propulsion Systems August, 2011

Tera Torq permanent magnet motors and generators use high energy rare earth magnets and

patented nested coil technology. These motors which are made in the USA provide five times

the torque and power of conventional motors the same size and weight (EP). These motors

are specially designed for harsh marine environmental conditions. The beauty of these motors

is that they can provide high axial shock loads and be produced in low horsepower for small


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vessels and even higher for larger vessels with higher horsepower engines. Tera Torq Motors

and Generators are three phase sinusoidal synchronous permanent magnet machines.

Frequency is proportional to speed and locked to rotor position. The position feedback comes

from an internal sensor rather than an external encoder. They have a pole count of 12 to 72,

depending on size. Voltage is proportional to speed and current is proportional to torque. The

same machine can function as a motor or a generator at normally low voltage designs

(600VAC). The Tera Torq series permanent magnet AC Generator delivers twice the power

with half of the weight when compared to conventional generators. This compact power is

achieved using high energy magnets and an advanced stator design.

The Tera Torq modular drives allow the system to be configured via multiple drive modules

arranged in groups that are appropriate to the power requirement of the motor being driven. If

a drive failure occurs, it will only reduce power available to that motor and not disable the

motor. The plug and play concept allows the drive to be easily replaced and return to 100%

power quickly. Using permanent magnet motors, generators and drives allows for a propulsion

plant to be easily configured. The configuration can then be customized to the load or power

requirement.

HYBRIDIZATION OPTIONS

HYBRIDIZATION OPTIONS 1&2 - WIND TURBINES AND SOLAR PANELS

An effective power plant hybridization option is wind turbines and solar panels. This is an easy

plug and play option to the DC Power Grid concept.


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Figure #15. “Marine Solar Panels.” by Eco Marine Power, January, 2012 Solar panels are virtually maintenance and are ideal for charging storage batteries. The photovoltaic

Cells are encapsulated between a tempered glass cover and an EVA pottant with PVF back sheet.

The entire laminate is installed in an anodized aluminum frame for structural strength and ease of

installation.

Solar panels are designed to convert sunlight into electricity. The current and power output of a

solar panel or photovoltaic module is approximately proportional to sunlight intensity. At a given

intensity, a module’s output current and operating voltage are determined by the characteristics of

the load. If that load is a battery, the battery’s internal resistance will dictate the module’s operating

voltage.

Wind turbines and solar panels can be mounted in various configurations onboard a wide variety of

vessels to harness wind and solar energy which is very abundant out at sea. The type of vessel


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will determine the best configuration for optimizing the available energy.

Figure #16. “Wind Generator.” by Trans Pro Marine January, 2012

A wind turbine is a rotor blade driven 3-phase alternator designed for low speed operation. The rotor


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component includes the blades for converting wind energy to low speed rotational energy. The

generator includes the windings, gearbox and transmission which converts the low speed rotational

energy to electrical energy. These machines are extremely efficient in low wind speeds yet capable

of producing 500 watts or more depending on allowable space (TMP). This technology allows the

vessel to harness renewable energy to reduce fuel consumption and greenhouse gas emissions.

This technology can also assist a ship owner to meet the ever changing MARPOL regulations.

HYBRIDIZATION OPTION 3 - HIGH POWER LITHIUM BATTERY BANKS

Power plant hybridization is also possible using lithium polymer ion batteries. These batteries

have been used for commercial and military marine applications. A typical battery bank will

include a battery management system with connecting cables and communication harnesses

to the vessel systems. The battery modules can be combined to produce megawatts of power

that can replace a prime mover. These battery banks can act as the sole energy source for low

load situations, handle peak loads without starting standby generators and act as an energy

buffer. This energy buffer will optimize fuel consumption, emissions, lifecycle cost and transient

response to power demands. This is especially important for gas engines which have slower

transient response than their diesel counterparts. Auxiliary drives can easily be integrated in

the DC grid system using inverter units for auxiliary motors lowering system size and power

consumption. The batteries themselves are 100% biodegradable (CE).


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Figure #17. “Hybrid Electric Propulsion.” by Corvus Energy January, 2012

A typical lithium polymer ion battery system will include a quantity of battery modules which

form the battery bank, interconnecting battery cables, communication cables, pack controllers,

array manager, battery rack enclosure and remote monitoring hardware. The batteries are

designed for a nominal DC voltage and kWh. The array manager manages the upper echelon

management of the pack array. The communication protocol is typically a controller area

network bus or CANBUS and the packs are enabled by closing a dry contact. CANBUS is

message based protocol designed specifically for industrial automation.

The duty cycle of the battery bank depends on the application. If the battery bank is the sole

source of power, the duty cycle will be high and require a larger bank. A design that specifies

12 cycles a day will require the generator run half the time at optimal load and during the other

half, the battery bank is providing electric propulsion power. The size of the battery bank will

determine total cycles before the battery bank needs to be replaced. This can be anywhere

from 2 to 20 years, depending on the application. Sole source of power applications are

typically at the lower end of that range. Cost is typically around $1100 per kWh, weight is 22

lbs per kWh and volume is 0.4 ft^3 per kWh. These factors may improve as the technology


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develops. The fact that a battery bank with zero emissions can be designed for a particular

application and immediately replace a 5MW prime mover for hours with zero emissions is a

very intriguing marine propulsion option.

HYBRIDIZATION OPTION 4 - FUEL CELLS FOR MARINE APPLICATION

Figure #18. Wartsila Solid Oxide Fuel Cell. Retrieved from Wartsila Fuel Cell Program,” by Wartsila Corporation July, 2010

Another marine power generation option using natural gas for fuel is a marine application of a

fuel cell. Wartsila is currently developing fuel cell technology for marine application in the

power range of 5MW. The Wartsila FC50 is 50KW and the FC250 is 250KW. Scalable systems

will be available up to 5MW. Commercial marine applications are targeted for auxiliary power

units. This technology could also be integrated as part of a hybrid solution for propulsion

systems in conjunction with combustion engines. The hybrid solutions between the ship’s main


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engine and fuel cells are systems available through Wartsila, Siemens, ABB, Converteam as

well as others. Fuel Cell technology using natural gas as fuel offers ultra low emissions and

high thermodynamic efficiency which makes for an excellent application for coastwise

shipping, inland waterway and offshore applications and operations inside the North American

Emission Control Areas. The high operating temperature of Solid Oxide Fuel Cell or SOFC

technology enables co-generation where the high value exhaust heat can be utilized in marine

applications to produce electricity, steam and cooling—even freezing, depending on the vessel

type. Recovery of the waste heat which is a byproduct of the chemical reaction can raise the

efficiency to as high as 90%. Additional byproducts of the chemical reaction include water,

electricity and small amounts of NO2 depending on the fuel source. Fuel Cell benefits include

high efficiency (40-60%), ultra low emissions, low noise, no vibrations, co-generation, fuel

flexibility, high part load efficiency, high reliability and availability (WC).

Figure #19. Diagram of Fuel Cell Process. Retrieved from Wartsila Fuel Cell Program,” by Wartsila Corporation July, 2010


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The fuel cell works by passing streams of fuel and air over electrodes (anode and cathode)

separated by an electrolyte. This produces a chemical reaction that generates electricity

without requiring the combustion of fuel or the addition of heat typically required in traditional

primemovers and provides another method for producing electricity from fossil fuels (natural

gas).

Marine Fuel Cell Units can be installed on many types of vessels including offshore, short sea

feeder, ferries and others. These highly efficient units can be operated with LNG or methanol

and in the future with diesel oil. The power range and quality is sufficient for application as

auxiliary power units for hotel load, power for harbor mode, hybrid solution for propulsion

together with ship’s main engines and main power source offshore vessels using dynamic

positioning. Smaller vessels such as ferries and tugs could also benefit from fuel cell

technology as the main power supply. Typically fuel cells don’t respond well to transient loads,

which could be a problem when being applied to propulsion. However hybridization of a prime

mover can improve transient response. High exhaust temperatures of the units make for an

opportunity to add waste heat recovery systems for improved efficiency.

HYBRIDIZATION OPTION 5 – SUPER CAPACITORS

Another hybridization option is the use of super capacitors. Super capacitors can provide

stability and efficiency to the DC grid. A super capacitor can provide a few seconds to a minute

of reactive power in cost effective package. A 20 foot container can provide 1MW of power for

1 minute. Super capacitors have a longer life than lithium battery banks and are ideal for

shipboard application because of their superior high power charge/discharge cycling with

lifetimes over a million charge/discharge cycles at 100% depth of charge (MT).


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Figure #20. “1MW of Super Capacity Power”. Retrieved from Grid Storage Solutions,” by Maxwell Technologies Jan, 2010

There are many power plant scenarios where reactive power is needed quickly and only for a

few seconds in some cases. Super capacitors are the best energy storage technology for

these kinds of applications because they have no memory and can be cycled millions of times

without decay.

EFFICIENCY IMPROVEMENT OPTIONS

OPTION 1 - ORGANIC RANKINE CYCLE AND WASTE HEAT RECOVERY (R245fa) The world’s most cost-effective untapped renewable energy source is waste heat. While

primary energy production as well as industrial infrastructure is all around us, very little of the

heat byproduct has been resourced as a secondary energy source. Companies like Infinity

Turbines are using the Organic Rankine Cycle (ORC) to create electricity from waste heat. The

waste heat captured in the evaporator evaporates the high molecular mass fluid which is an

environmentally friendly refrigerant which expands and powers the turbine. If the waste heat

temperatures are in excess of 300C then a thermal oil will be used as an intermediate heat


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transfer fluid. The waste heat can come from many sources such as engine cooling water and

exhaust gases. The recommended heat transfer fluid between the waste heat and the

refrigerant gas is thermal oil.

Figure #21. The ITxa 300KW ORC TurboGenerator. Retrieved from Infinity Turbine Products,” by Infinity Turbine January, 2011.

This system allows a ship owner to capture, utilize, and profit from that waste heat within the

shipboard power plant. Waste Heat sources in Marine Power Plants include flare gas, engine

exhaust, waste hot water, turbine exhaust, steam, or waste water to power an Organic

Rankine cycle (ORC) turbine generator.


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Figure #22. Diagram of the Organic Rankine Cycle. Retrieved from Infinity Turbine Products,” by Infinity Turbine January, 2011 The basic Infinity Turbine system has an evaporator, turbo generator unit and condenser. The

temperature difference between the evaporator and condenser heat and cooling flows must be

at least 125 deg F, or about 65 deg C difference. The heat rate is about 40,000 BTU / kilowatt

electricity which is approximately 8-11 percent efficient (IT).

The organic Rankine cycle is provided in the form of thermal liquid (water, glycol or oil).

Marine power plants typically have heat exchangers that normally reject heat to the sea

however this heat can be used to make electricity if the heat source is hot enough and the sea

temperature is low enough. The differential should be no less than 65C. A good heat

exchanger for capturing exhaust heat is a hot air to thermal oil exchanger. The heat source in

the form of a liquid then goes through the evaporator heat exchanger. This is where the

working fluid for the ORC turbine gets vaporized and then pressurized in the feed pump. The

heat source should be at least 80C. Once it passes through the evaporator, it comes out at

about 10-15C cooler. This can then be used for additional process heat (CHP hot water or

chiller).


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The working fluid for the ORC closed system is pressurized by the evaporator, then is

expanded through the turbo generator. This produces the shaft horsepower to turn the

generator and produce electricity. Once the energy is converted to a flexible form of energy

such as electricity, it can be used to power anything.

The expanded working fluid then goes through a condenser to return the vapor to a liquid

state. The condenser requires some method of cooling fluid, typically seawater for floating

power plants. The liquid is then pumped back into the evaporator unit to complete the cycle.

Only environmentally friendly working fluid is used in the system such as R245fa refrigerant.

EFFICIENCY IMPROVEMENT OPTION 2 - RANKINE CYCLE AND EXHAUST GAS WASTE HEAT RECOVERY (CO2)

The Rankine Cycle when using super critical CO2 as the working fluid can eliminate the need

for using thermal oil as the intermediate working fluid because super critical CO2 has very high

thermal efficiencies at temperatures above 500C and 20 Mpa. For example, capturing exhaust

gas waste heat using CO2 would allow for the CO2 to be circulated directly through the

exhaust gas heat exchanger and power the turbo alternator directly, making electricity. A

Caterpillar G3516 engine has 863F exhaust temperature and 20526 lb/hr exhaust flow rate at

100% load. The compromise is the higher working pressure for a super critical CO2 system is

around 3000 psi.

A system like this using CO2 as the working fluid would require high speed turbine alternator

power electronics to deliver the required DC voltage would be needed to plug and play into a

DC grid system. The turbine can be custom made to add approximately 10-20% efficiency to

any primemover without taking up a lot of space. This can be megawatts of power depending

on the size of the prime mover producing the waste heat. A high pressure pump is needed to

establish super critical pressure. This pump located on the outlet side of the condenser is

electrically driven or in some cases mechanically driven by the turbine. A recuperator is used

to improve process efficiency and reduce the net losses of running an electrical pump. A

condenser is used to liquify the CO2. The exhaust gas heat exchanger consists of a finned-

tube coil attached to the prime mover exhaust piping after the turbocharger. It is designed to


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capture waste heat from the exhaust stream and apply it to the Rankine Cycle working fluid

circulating through the coil.

Figure #23. Diagram of Super Critical CO2 Rankine Cycle. Retrieved from Marine and Power Engineering Products,” by Marine and Power Engineering Inc February, 2012

The exhaust gas heat exchanger incorporates a gas bypass section with associated dampers

to control heat applied to the Rankin Cycle working fluid. The dampers utilize temperature

input to an intelligent controller which monitors working fluid temperature and positions the

dampers in response to the temperature fluctuations (MPE).

EFFICIENCY IMPROVEMENT OPTION 3 – OPTIMIZED HYDRODYNAMICS

Improved bow design can reduce hull resistance and improve fuel efficiency. The new bow

design developed by Rolls Royce gives better performance in a seaway, less speed reduction,


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reduced accelerations and less risk of hull plate deformation in the fore body in high seas. The

design combines a vertical leading edge with a bulbous lower section and flares in the upper

section. The design was developed using computer simulation an 8 percent reduction in

resistance when compared to a conventional raked bow with bulb. Accelerations in the forward

part of the vessel are reduced by 10 percent. The use of computational fluid dynamics assisted

with optimizing the hull for reduced resisitance. The computer based work was verified in tank

testing models. Rolls-Royce is applying the bow design to a wide range of vessel types such

as passenger, ropax and roro ships, chemical and product tankers, LNG/LPG Tankers, bulk

carriers, LNG bunkering vessels and super yachts. This bow design is also easier to construct

as it has fewer double curvature plates and can be lighter due to the reduced impact from the

waves (ID).

Figure #24. Optimized Bow Design. Retrieved Innovative Gas Powered Design,” by In Debth, November, 2011

EFFICIENCY IMPROVEMENT OPTION 4 – OPTIMIZED PROPELLER AND RUDDER DESIGN


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Improved propeller and rudder design is another efficiency improvement option. Rolls Royce

has an integrated rudder and controllable pitch propeller system (Promas) which improves

propulsion efficiency by 5 to 8 percent. There is a strong low pressure vortex behind a

traditional propeller that acts on the propeller hub increasing drag and reducing propeller

thrust. A special hubcap is fitted to the propeller, which streamlines the flow onto a bulb that is

welded to the existing rudder, effectively reducing flow separation immediately after the

propeller. The result is an increase in propeller thrust as previously wasted energy is recovered

from the flow. The addition of the bulb on the rudder also streamlines the flow aft of the rudder,

further reducing drag. The hubcap is mounted outside the propeller hub and acts purely as a

hydrodynamic fairing and no special hub design is needed, with cost and technical complexity

kept to a minimum. Adopting the twisted rudder design of the Promas system can yield further

improvements in efficiency and maneuverability (ID). This kind of system can be installed

during a regularly scheduled dry docking and is a simple retro-fit to improve power plant

efficiency and meet the impending IMO efficiency requirements for existing vessels as well as

newbuilds.

.


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Figure #25. Integrated Propeller and Rudder System. Retrieved Innovative Gas Powered Design,” by In Debth, November, 2011

EPA EMISSIONS REQUIREMENTS AND ENGINE CATEGORIES

The EPA Emissions requirements are different from IMO because they have implemented

several sets of standards which vary based on the type of engine and size. Gasoline and

Diesel engines are specified. It is assumed marine gas engines have much cleaner emissions

but the EPA has yet to specify. Industrial engine requirements are also much different than

marine requirements.

Table #2. Environmental Protection Agency Marine Diesel Engine Categories


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The Environmental Protection Agency (EPA) and the International Maritime Organization

(IMO) emissions requirements are increasingly stringent. Marine Diesel engines are significant

contributors to air pollution in many US cities, coastal areas and harbors. On January 1, 2004,

the U.S. EPA mandated a staged reduction in particulate matter (PM) and oxides of nitrogen

plus Total Hydrocarbons (NOx + THC). The EPA’s Tier 2 regulation which went into effect in

2007 represented a 27% reduction in NOx compared to existing standards and introduced a


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PM limit for the first time (EPA). Marine Diesels in the U.S. must also meet the International

Maritime Organization’s (IMO) Tier 1 emission standard. While not ratified in the U.S. until

2008, the rule is retroactive to 2000. The IMO regulation is the method by which countries can

apply emissions standards to domestic and foreign-flagged vessels.

Over the next 4 years the EPA and IMO will implement new regulations that will drastically

reduce emissions levels from marine diesel engines. EPA Tier 3 – Represents a 50%

reduction in PM and 20% reduction in NOx compared to existing Tier 2 standards; the Tier 3

regulation begins to take effect in the United States in January 2012.

EPA Tier 4 – Will take effect in the United States in January 2014 for commercial engines with

maximum power greater than 600 KW (804 hp). The EPA Tier 4 regulation represents a 90%

reduction in PM and an 80% reduction in NOx compared to existing Tier 2 standards. In order

to achieve these significant reductions, after-treatment devices will likely be utilized. To reduce

SOx emissions, the EPA has mandated the use of Ultra-Low Sulfur Diesel (ULSD) fuel in the

marine market. Beginning in 2012 in the emissions control areas, a sulfur content of less than

15 ppm compared to 500 ppm in today’s marine diesel fuel will be set (EPA). Ultra-low Sulfur

Diesel is considered an integral requirement for most after-treatment technologies.

EPA is issuing the new Category 3 marine diesel engine emission NOx limits pursuant to its authority under section 213(a)(3) of the Clean Air Act, which directs EPA to set standards regulating emissions of NOx, volatile organic compounds (VOCs), and carbon monoxide (CO) for categories of engines. These new NOx limits also match the limits in Annex VI.

The new near-term Tier 2 NOx standards will apply beginning with new engines manufactured in 2011 and generally require the use of more effective in-engine emission reduction technologies. The long-term Tier 3 NOx standards apply beginning in 2016 and generally require the use of aftertreatment technology, such as selective catalytic reduction (SCR). The NOx emission standard varies with engine RPMs.


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Table #7. Environmental Protection Agency Tier 4 Standards for Category 2 and Commercial Category 1 Engines above 600 kW

Table #8. EPA Category 3 Marine Engine Emissions Standards

The EPA has followed suit with the IMO MARPOL Annex VI and has acknowledged them as the prevailing regulation for Category 3 engines (greater than 30 liters displacement per cylinder). EPA has also established a CO emission standard of 5.0 g/kWh and a hydrocarbon (HC) emission standard of 2.0 g/kWh in an to establish a baseline for technologies designed to reduce NOx that might increase CO and HC.

EMISSIONS MONITORING EQUIPMENT

There are plenty of marine grade systems available for continuous monitoring of shipboard

stack emissions such as the Emsys continuous monitoring system that uses laser optic

sensors to continuously monitor stack emissions. A system such as this is very useful for

ensuring compliance with MARPOL Annex VI maritime emissions regulations, EPA marine

emissions requirements and emission control areas. This system is not required as long as all

marine engines onboard have an Engine International Air Pollution Prevention Certficate

(EIAPP) and all emissions related components replaced or reconditioned during overhauls are

recorded in an EIAPP record book. A continuous stack emissions monitoring system will

remove any subjectivity and alleviate the requirement for the EIAPP record book. The Emsys

continuously monitors, analyzes, and records nitrogen oxides (NO), nitrogen dioxide (NO2),


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sulphur dioxide (SO2), and carbon dioxide (CO2), particulate matter (PM), and other gases

such as CO, as specified (WRS). The system also received input from the vessel GPS system

to record location information as it relates to the emissions data (WRS).

Figure #26. Emsys Emissions Monitoring System. Retrieved from WR Systems Products,” by WR Systems January, 2010

The Emsys is a single rack unit with Ethernet connectivity to the Emsys server. System has

ABS type approval for shipboard installation. System removes subjectivity of actual stack

emissions. This can assist with vessel IAPP renewal. System is small, laser accurate and

provides real time data and low life cycle costs. Greenhouse gases such as CO2 and CO are

not yet regulated but this system comes equipped to monitor these gases to assist with proving

compliance in the future.

THE HURCULES PROJECT

This paper is dedicated to Projects such as the I.P HERCULES which stands for Integrated

Project (High Efficiency R&D on Combustion with Ultra Low Emissions for Ships). HERCULES

is a large scale cooperative project for marine engine R&D supported by the European

Commission and the Swiss Federal Government.

The Hercules Project is a European Consortium consisting of 43 partners led by major engine

maker groups MAN and Wartsila and included component suppliers, equipment

manufacturers, universities, research institutions and shipping companies. The industrial


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partners hold 80% of the world market in marine engines and hence are keepers of the best

available technology today.

The Hercules Project developed new technologies to drastically reduce gaseous and

particulate emissions from marine engines and concurrently increase engine efficiency and

reliability, hence reduce specific fuel consumption, CO2 emissions and engine lifecycle costs.

These objectives were attained through interrelated developments in thermodynamics and

mechanics of “extreme” parameter engines, advanced combustion concepts, multistage

intelligent turbo charging, “hot” engines with energy recovery and compounding, internal

emission reduction methods and advanced after treatment techniques, new sensors for

emissions and performance monitoring, adaptive control for intelligent engines. Advanced

process models and engineering software tools have been developed, to assist in component

design. Prototype components have been manufactured and rig-tested. Engine experimental

designs have been assessed on test beds to validate the new technologies and confirm the

achieved objectives. Full scale shipboard testing of chosen systems demonstrated the

potential benefits of next-generation marine engines (IPH).

MARINE LIVE INITIATIVE

This paper is also dedicated to initiatives such as the EU funded Marine Live Initiative which

aims at establishing a Center of Excellence in the field of Marine Electrical Engineering at the

School of Naval Architecture & Marine Engineering of the National Technical University of

Athens, as well as building a European and National community of “All Electric Ship” research

and technology. The Marine Live Initiative addresses the objectives for clean and efficient

engines and power trains to reduce the impact of waterborne transport on climate change. This

is in essence the promotion of an environmentally friendly ship. The Marine Live Initiative will

build upon the formation of a balanced interdisciplinary research team covering electric

machines, grids, ship automation, control, as well as propulsion systems and prime movers.

The objectives of the Marine Live Initiative will be realized via attraction and recruitment of

qualified researchers, two way exchanges with leading European institutions, acquisition of

equipment, upgrade of infrastructures that contribute to cleaner power and International

workshops. This will substantially enhance the capability to perform world-class research and


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attract future research projects in Marine Electrical Engineering and strengthen the industry

related to “All Electric Ship” applications. An International Conference in fields related to All-

Electric-Ship will be organized in Athens June 3-5, 2012. Topics of the conference will include

propulsion systems, electric machines, power converters, prime movers, ship automation,

control, ship electric grids, and ship power management systems (MLI).

CONCLUSIONS

A ship owner that is aware of the regulatory requirements for marine power plant emissions

and efficiency will be well positioned to keep existing vessels compliant as well as design

newbuild vessels to meet the EEDI. Environmental compliance measures mandated by the

IMO to reduce emissions from a power plant efficiency standpoint puts a new twist on the

increasingly stringent emissions reduction regime. This leaves the owner with existing vessels

that must be retrofitted with efficiency improving technologies. Fuel quality can also improve

emissions and reduce carbon emission. Thus, giving renewed motivation to switch to LNG.

Power plant efficiency can also be improved by an optimized electrical distribution system such

as a DC bus or grid. In a DC grid system the generators operate at variable speed and all

outputs go to a common DC grid. The DC is then converted to whatever voltage and frequency

a particular load or system needs, using VFD technology to achieve improved plant efficiency

or fuel economy. Additional improvement to plant efficiency is achieved with several power

plant hybridization, waste heat recovery and hydrodynamic optimization options. The power

management system senses the available energy sources on the grid such as optimized gas

engines, capstone micro turbines, fuel cells, wind turbines, solar panels, or super capacitors.

Depending on the existing load, the power management system will load shift to the best

applicable energy source as required. This allows for load profile flexibility and thus operational

flexibility of the power plant. There are also many options to improve efficiency improve

efficiency. Hybridized marine power plants using natural gas for fuel, waste heat recovery

systems and optimized hydrodynamics offer ship owners the right combination of marine

technologies needed to reduce fuel consumption, emissions, lifecycle costs as well as

improved reliability, operational flexibility and durability of shipboard propulsion systems.


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EMP. (2012, Jan). Wind and solar power for ships. Eco Marine Power.

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Page | 57

Appendix A (Letter from the U.S. Maritime Administrator)


Page | 58

Appendix B (Letter of Acceptance from MARINELIVE Conference)

Dear Author, I am pleased to inform you that your paper entitled: "The Future of Marine Propulsion: Gas Hybrid Power Plants" has been accepted for the forthcoming MARINELIVE Conference. The reviewer(s) comments are attached. Please incorporate the suggestions and submit the final manuscript by May 21st. Thank you again for your contribution and we are looking forward to welcoming you in Athens. On behalf of the Organizing Committee, Sincerely, Christos I. Papadopoulos Lecturer National Technical University of Athens School of Naval Architecture& Marine Engineering Marine Engineering Sector 9 Heroon Polytechniou st., 15780, Zografos, GREECE


Page | 59

Appendix C (Letter for Prevention First Symposium Future Fuels Panel)

Hello Everyone: I’ve been going over the Symposium’s draft agenda and I see that it would be wise to move your panel to the position of greatest prominence. Most of the Symposium is focused on energy (oil) production, storage, and handling; therefore the subject of “transportation fuels” forms an umbrella over much of the Symposium’s content, either directly or indirectly. What I would like to do with your panel, “The Future of Transportation Fuels,” is to make it a keynote panel and place you in the morning general session of the Symposium’s first day, October 23rd

. Doing so does a couple of things. First, a keynote panel stresses the importance of your respective components of America’s transportation fuels needs (oil, gas, and alternatives). Yours is also the panel that I want to showcase at the Symposium. The second thing keynoting your panel does is it provides the context for follow-on panels regarding offshore platforms, marine oil terminal engineering & maintenance, pipeline safety, and spill prevention generally.

The time slot for this panel would be 11:00 AM to 12:00 PM. As a conference planner this offers me some flexibility in that if we go over our time limit it will affect the lunch hour (12:00 PM to 1:30 PM) only. This will also offer you the opportunity to continue the discussion over lunch with interested parties. Please let me know your thoughts and if this is acceptable to you. I appreciate your participation in Prevention First. Sincerely, Don Hermanson Chief, Marine Facilities Division California State Lands Commission

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