The Cleanest Ship Report

Final Report The Cleanest Ship Project
FINAL REPORT THE CLEANEST SHIP PROJECT
Date: February 11th, 2009 Authors: Juha Schweighofer, via donau - sterreichische Wasserstraen GmbH Henk Blaauw, Marin - Maritime Research Institute Netherlands
Date: 11/02/2009
Page 1 of 26
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 were investigated in the EU project CREATING (www.creating.nu), carried out within the Sixth Framework Programme. The application of advising Tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and particulate matter filter was found to be the most suitable solution to improve the environmental performance of inland navigation. These systems are utilized in the demonstration project The Cleanest Ship, being a part of CREATING. The project is carried out on the motor tank vessel Victoria, owned by BP and managed by Verenigde Tankrederij (VT). The vessel, now on long term charter to BP Marine Lubricants, is operating in the Port of Rotterdam and Antwerp areas. Lasting one year till the end of 2008, the demonstration was launched in November 2007. Fuel consumption, energy output of the main engine in kWh, distance sailed in km and NOX emissions are directly measured; CO2 and SOX emissions are calculated from fuel consumption and energy output in kWh, whereas particulate matter emissions are evaluated using the emission reduction potential estimated on the test stand. The latter is done because accurate measurement of particulate matter emissions at service conditions is difficult. During the pilot phase the emission reduction results, the amount of trucks replaced by the vessel and the transport performance are monitored and presented on a regular basis on the project website: www.cleanestship.eu. This final report gives a short overview of the project, whereby results with respect to pollutant exhaust emissions, fuel consumption, CO2 emissions, amount of trucks replaced, transport performance and public relation are presented.
Date: 11/02/2009
Page 2 of 26
Table of Contents
Introduction ..................................................................................................................................... 5 The Cleanest Ship Demonstrator..................................................................................................... 6 Emission Reduction Techniques ..................................................................................................... 9 3.1. The Advising Tempomaat ....................................................................................................... 9 3.2. Low Sulphur Fuel.................................................................................................................... 9 3.3. The Nauticlean S System......................................................................................................... 9 3.4. Installations ........................................................................................................................... 10 3.5. Emission Reduction Expected............................................................................................... 11 4. Results ........................................................................................................................................... 12 4.1. Emissions............................................................................................................................... 12 4.1.1. SOX Emissions............................................................................................................... 12 4.1.2. NOX Emissions .............................................................................................................. 13 4.1.3. Particulate Matter Emissions ......................................................................................... 15 4.1.4. Fuel Consumption ......................................................................................................... 17 4.1.5. CO2 Emissions .............................................................................................................. 18 4.1.6. Trucks Removed from Road ......................................................................................... 18 4.1.7. Transport Performance .................................................................................................. 19 4.1.8. Summary of Results ...................................................................................................... 20 4.2. Public Relation ...................................................................................................................... 20 4.2.1. Cleanest Ship Rotterdam ............................................................................................... 20 4.2.2. Clean Waterborne Transport ......................................................................................... 21 4.2.3. Consultation of the Project Website .............................................................................. 22 4.2.4. Publications ................................................................................................................... 22 5. Summary ....................................................................................................................................... 25 6. Appendix Selected Publications ................................................................................................. 26 Creating News, Special Edition, 2007............................................................................................... Posters presented at the 29th Duisburger Kolloquium in Duisburg, Germany, 2008 ....................... 30th Motorship Propulsion and Emissions Conference, Gothenburg, Sweden, 2008....................... Zeitschrift fr Binnenschifffahrt 9/2008 ........................................................................................... Submission to the Green Ship Technology Award 2008 .................................................................. Marine Fuels and Emissions Conference, Rotterdam, The Netherlands, 2007 ................................. The Flag Newsletter of BP, September, 2007 ................................................................................ Press Book Press Briefing Clean Waterborne Transport, Brussels, February, 2008...................... 1. 2. 3.
Date: 11/02/2009
Page 3 of 26
List of Tables
Table 2.1: Main particulars of the M/V Victoria.................................................................................... 8 Table 3.1: Emission reduction expected related to a CCR I engine ..................................................... 11 Table 4.1: Results of reference measurements for exhaust emissions.................................................. 12 Table 4.2: Emission reduction achieved............................................................................................... 20
List of Figures
Figure 2.1: Emission reduction techniques applied to the Cleanest Ship............................................... 7 Figure 2.2: The Cleanest Ship M/V Victoria ......................................................................................... 7 Figure 2.3: General arrangement of the M/V Victoria without installed SCR and PM filters ............... 8 Figure 3.1: Working principle of selective catalytic reduction for NOX reduction.............................. 10 Figure 3.2: Main engine with complete installation............................................................................. 10 Figure 3.3: Exhaust output section....................................................................................................... 10 Figure 3.4: Urea injection and PM filter burner ................................................................................... 10 Figure 3.5: Urea tank in the aft ship..................................................................................................... 10 Figure 3.6: PM filter in the aft ship ...................................................................................................... 11 Figure 3.7: Screenshot of Tempomaat installed on board a vessel with three engines ........................ 11 Figure 4.1: SOX emissions per week .................................................................................................... 12 Figure 4.2: Total SOX emissions .......................................................................................................... 13 Figure 4.3: NOX emissions per week measured ................................................................................... 14 Figure 4.4: NOX emissions per week measured in g/kWh ................................................................... 14 Figure 4.5: Total NOX emissions.......................................................................................................... 15 Figure 4.6: PM emissions per week calculated .................................................................................... 15 Figure 4.7: PM emissions per week in g/kWh calculated .................................................................... 16 Figure 4.8: Total PM emissions ........................................................................................................... 16 Figure 4.9: Fuel consumption per week measured............................................................................... 17 Figure 4.10: CO2 emissions per week .................................................................................................. 18 Figure 4.11: Trucks removed from road per week............................................................................... 19 Figure 4.12: Transport performance in tkm per week.......................................................................... 19
Date: 11/02/2009
Page 4 of 26
1. 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 enough space is available. 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 tonkilometre (tkm) or even less due to a much 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 (sulphur oxide) 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 2012 (proposed by the European Commission), 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), carried out within the Sixth Framework Programme, the application of advising Tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and PM filter was found to be the most suitable solution to improve the environmental performance of inland navigation. These systems are utilized in the demonstration project The Cleanest Ship (www.cleanestship.eu). This report gives a short review of the project, whereby results with respect to pollutant exhaust emissions, fuel consumption, CO2 emissions, amount of trucks replaced, transport performance and public relation are presented.
Date: 11/02/2009
Page 5 of 26
2. The Cleanest Ship Demonstrator

The demonstration project is carried out on the motor tank vessel Victoria, owned by BP shipping, managed by the Verenigde Tankrederij (VT) and operating in the Port of Rotterdam and Antwerp areas. The demonstration, lasting one year till the end of 2008, was launched officially in Rotterdam on November 20th, 2007. On February 28th, 2008, the vessel was presented in the Port of Brussels for a one-day press event illustrating how clean shipping technology is revolutionising the way goods are transported in Europe. The emission reduction techniques applied to the Cleanest Ship are the advising Tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and particulate matter filters, Fig. 2.1. Fuel consumption, energy output of the main engine in kWh, distance sailed in km and NOX emissions are directly measured; CO2 and SOX emissions are calculated from the fuel consumption and the energy output in kWh, 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. During the pilot phase the results with respect to SOX, NOX and PM emissions, fuel consumption, CO2 emissions, the amount of trucks replaced and transport performance are monitored and presented to the public on a regular basis at www.cleanestship.eu. The Cleanest Ship Project was set up and became operational within the EU Project CREATING, funded by the Sixth Framework Programme for Sustainable Surface Transport. The partners of The Cleanest Ship Project are: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 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 Breko for all constructional aspects MTU for engine aspects Lloyds register for classification DLD for project coordination Yara for the delivery of the Ureum Bit Factory, for the realization of the website via donau for techniques and public relation (PR) VNSI and SPB for PR 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.
Date: 11/02/2009
Page 6 of 26
Figure 2.1: Emission reduction techniques applied to the Cleanest Ship.
Figure 2.2: The Cleanest Ship M/V Victoria. Date: 11/02/2009 Page 7 of 26
Figure 2.3: General arrangement of the M/V Victoria without installed SCR and PM filters. Source: http://www.breko.com/Breko/pdf/victoria.pdf
Table 2.1: Main particulars of the M/V Victoria. Europe number Ship owner Management Year of construction Shipyard / builder Classification Execution Length o.a. Breadth o.a. Draught max. Depth Loading capacity Tank capacity Main engine Fuel 1 Propeller Auxiliary engines 2327269 BP Verenigde Tankrederij VT (NL) 2005 Breko Nieuwbouw B.V., Papendrecht, NL Lloyd's Register EMEA ADNR, type N closed 69,96 m 11,44 m 2,96 m 4,25 m 1377 tons 1509 m3 MTU 8V 4000 M60, 880 kW/1197 hp, 1800 rpm Low sulphur fuel, diesel EN 590 Diameter = 1.7 m; 5 blades Cummins N14 G2 425 kVA 60 Hz Cummins BT5,9 G6 112 kVA 50 Hz Cummins 4 BT3,9 G4 67 kVA 60 Hz Veth-Jet 265 kW, electric drive
1 Bow thruster
Date: 11/02/2009
Page 8 of 26
3. 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-catalytic-reduction catalyst and diesel particulate matter filters are implemented in the Nauticlean S system comprising a single reactor for NOX and PM removal, developed and built by Hug Engineering (D). Further, the auxiliary engines are equipped with particulate matter filters. 3.1. 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. Further, the Tempomaat is used for monitoring of fuel consumption, energy output in kWh and sailed distance in km. 3.2. 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. 3.3. The Nauticlean S System
The Nauticlean S system of Hug Engineering consists of two reactors with a selective-catalyticreduction 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), Fig. 3.1. 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 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 itself clean without requiring auxiliary energy.
Date: 11/02/2009
Page 9 of 26
Figure 3.1: Working principle of selective catalytic reduction for NOX reduction. 3.4. Installations
Figure 3.2: Main engine with complete installation.
Figure 3.3: Exhaust output section.
Figure 3.4: Urea injection and PM filter burner.
Figure 3.5: Urea tank in the aft ship.
Date: 11/02/2009
Page 10 of 26
Figure 3.6: PM filter in the aft ship.
Figure 3.7: Screenshot of Tempomaat installed
on board a vessel with three engines.

3.5. Emission Reduction Expected
Table 3.1: Emission reduction expected related to a CCR1 I engine. The emission reduction potential of low sulphur fuel with respect to PM emissions is based on the assumption that the sulphur content is reduced from 2000 ppm to 10 ppm. NOx ATM (advising Tempomaat) LSF (low sulphur fuel, EN 590, 10 ppm) SCR (selective catalytic reduction) PMF (particulate matter filter) Total emission reduction -7% none -85% none -86% PM -7% -17% none -95%2 -96% FC -7% none none +2% -5% CO2 -7% none none +2% -5% SOx -7% -99.5% none +2% -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.
1 2
Central Commission for Navigation on the Rhine The technical information of Hug Engineering gives an emission reduction potential of 95 up to 99 %.
Date: 11/02/2009
Page 11 of 26
4. Results
4.1. Emissions
In the following the results with respect to pollutant SOX emissions, NOX emissions, particulate matter emissions, fuel consumption and CO2 emissions are presented, as well as an estimate of trucks replaced and the transport performance in ton kilometre (tkm) is given. Due to lack of space the numbers representing weeks of measurement are presented in vertical order. The savings presented are based on reference measurements carried out prior to the operation of the vessel with the emission reduction techniques applied. The reference measurements give the following values for the exhaust emissions of the vessel without application of emission reduction techniques: Table 4.1: Results of reference measurements for exhaust emissions. NOX [g/kWh] PM [g/kWh] CH [g/kWh] SOX [g/kWh] 8 9 15 0.15 3 100 % engine loading, direct measurement 70% engine loading, direct measurement 40 % engine loading, direct measurement Taken from engine specification of MTU Taken from engine specification of MTU Calculated on basis of fuel report analysis for 2000 ppm sulphur content and a specific fuel consumption of 203 g/kWh (70 % engine loading)
0.81
4.1.1. SOX Emissions
Figure 4.1: SOX emissions per week.
Date: 11/02/2009
Page 12 of 26
Figure 4.2: Total SOX emissions.
SOX emissions inhaled in high concentrations may cause breathing difficulties and provoke attacks of asthma. In association with their subsequent chemical reactions and deposition, they are one main cause of acidification of soil and water. SOX emissions are directly related to the sulphur content of the fuel. Reducing the sulphur content of the fuel, being a precondition for the application of several emission reduction techniques, will lead to an aliquot reduction of SOX emissions. The motor tank vessel "Victoria" uses low sulphur fuel, diesel fuel in accordance with EN 590, leading to a reduction of SOX emissions by almost 100 % compared with diesel fuel with 2000 ppm sulphur content. 4.1.2. NOX Emissions NOX emissions may cause pulmonary damage in healthy humans, changes in lung function as well as increased respiratory symptoms, and they contribute to the formation of ground level ozone. Further, NOX emissions play a role in acidification and eutrophication. NOX emissions may be reduced effectively by selective catalytic reduction, being applied to the motor tank vessel "Victoria". For the first weeks the NOX emissions account for approximately 2g/kWh, Fig. 4.4. Starting from week 12, they account for approximately 1g/kWh, which is achieved by reducing idle states of the engine leading to higher average exhaust temperatures and a more efficient performance of the SCR. Compliance with CCR III (Central Commission for Navigation on the Rhine) and EURO V standards is achieved. Compliance with EURO VI standard is partially achieved. The reduction of total NOX emissions accounts for approximately 82 %, which is considered as lower limit as the emissions without SCR are calculated with an emission factor of 8 g/kWh at 100 % engine loading. In reality the engine loading is less than 100 % and the reference NOX emissions will be increased leading to an emission reduction of more than 82 %.
Date: 11/02/2009
Page 13 of 26
Figure 4.3: NOX emissions per week measured.
Figure 4.4: NOX emissions per week measured in g/kWh.
Date: 11/02/2009
Page 14 of 26
Figure 4.5: Total NOX emissions.
4.1.3. Particulate Matter Emissions
Figure 4.6: PM emissions per week calculated. Date: 11/02/2009 Page 15 of 26
Figure 4.7: PM emissions per week in g/kWh calculated.
Figure 4.8: Total PM emissions. Particulate matter, particularly the one being fine enough to remain within the lung, may cause respiratory and cardiovascular diseases as well as cancer. Particulate matter may be effectively reduced by particulate matter filters, which, however, require the usage of low sulphur fuel (sulphur
Date: 11/02/2009
Page 16 of 26
Final Report The Cleanest Ship Project content not more than 10 ppm). The motor tank vessel "Victoria" uses diesel fuel in accordance with EN 590 and particulate matter filters for the main and auxiliary engines. For all weeks the particulate matter emissions account for approximately 0.004 g/kWh being calculated from the reference value 0.15 g/kWh by assuming an emission reduction potential of 97 %. This leads to compliance of the engine with strictest emission standards of road transport (EURO VI). 4.1.4. Fuel Consumption
Figure 4.9: Fuel consumption per week measured. Reducing the fuel consumption of a vessel will result in decreased operational costs and emissions to the air. To the motor tank vessel "Victoria" it was initially planned to apply the advising Tempomaat, giving information with respect to the most economical speed of the vessel and leading thereby to reduced fuel consumption. All results show no savings, since the Tempomaat is not advising. The Tempomaat is used mainly for monitoring of fuel consumption, energy output in kWh and sailed distance in km. During the pilot phase it turned out that the Tempomaat system does not provide immediate benefits when applied to the repeated, short and time sensitive arrival journeys being the daily activity of a lube oil barge. Alternative options related to the application of the Tempomaat to more suitable operational cases are under consideration. The measurements of fuel consumption have to be taken with caution as they seem to be influenced by electromagnetic waves resulting in slightly increased values. The possible error is estimated at approximately 15 %.
Date: 11/02/2009
Page 17 of 26
4.1.5. CO2 Emissions
Figure 4.10: CO2 emissions per week. CO2 emissions are greenhouse gas emissions and contribute to the global warming of the earth. CO2 emissions are directly related to the fuel consumption of the vessel. Reducing the fuel consumption of the vessel will lead to reduced CO2 emissions. Due to its high energy efficiency, inland navigation is outstanding with respect to CO2 emissions related to tkm, compared with the ones emitted by other transport modes e.g. road transport. All results show no savings, since the Tempomaat is not advising, similarly to the results related to the fuel consumption. 4.1.6. Trucks Removed from Road Shifting cargo from road to water contributes to the decongestion of roads, the reduction of emissions to the air and improved safety of transport. In the figure below, the number of trucks removed from road since the start of the demonstration by the motor tank vessel "Victoria" is given. The average amount of cargo transported accounts for 16 tons per truck, which operates 40 hours a week with an average speed of 30 km/hour resulting in a transport performance of 19200 tkm per week. The number of trucks replaced is obtained by dividing the transport performance of the vessel with 19200. The transport performance of the vessel is given in the following section.
Date: 11/02/2009
Page 18 of 26
Figure 4.11: Trucks removed from road per week. 4.1.7. Transport Performance
Figure 4.12: Transport performance in tkm per week. The figure above gives the evolution of the transport performance of the motor tank vessel "Victoria" in ton km (tkm). Referring fuel consumption, emissions and costs to tkm, a proper comparison between different transport solutions may be carried out (e.g. comparison of emissions in g/tkm between inland vessel and truck). Date: 11/02/2009 Page 19 of 26
Final Report The Cleanest Ship Project 4.1.8. Summary of Results Generally, the overall objectives are achieved. It is demonstrated that the emission reduction techniques under consideration can be applied to inland navigation without major difficulties, leading to a significant reduction of emissions. The advising Tempomaat is used mainly for monitoring of fuel consumption, energy output in kWh and sailed distance in km as it turned out that the Tempomaat system does not provide immediate benefits when applied to the repeated, short and time sensitive arrival journeys being the daily activity of a lube oil barge. Therefore, no results are presented with respect to reduction of fuel consumption and CO2 emissions. Based on the measurements performed, the average reduction of NOX emissions accounts for approximately 82 % and even more, depending on the engine loading and respective reference value. Compliance with EURO V and partly even with EURO VI standard is achieved. Based on reference measurements and an emission reduction potential of 97 %, compliance with EURO VI standard is achieved for particulate matter emissions. By using low sulphur fuel according to EN 590, the SOX emissions are reduced by almost 100 % compared with the ones associated with diesel fuel with 2000 ppm sulphur content. No problems related to engine operation were encountered when using low sulphur fuel EN 590. Table 4.2: Emission reduction achieved. NOx Emissions without emission reduction techniques [g/kWh] Emissions with emission reduction techniques [g/kWh] Total emission reduction [g/kWh] Total emission reduction [%] Total emission reduction expected [%] 4.2. Public Relation 8 PM 0.15 FC 203 CO2 644 SOx 0.81
2.2 0.8 5.8 7.2 72.5 90.0 86
0.004 0.146 97 96
203
644
0.004 0.806 99.5
99.5
Within The Cleanest Ship Project very intensive activities with respect to public relation have been performed with great success and acknowledgement. These comprise the establishment of the project webpage (www.cleanestship.eu), the organisation of two major events in the Port of Rotterdam and the Port of Brussels as well as numerous publications and presentations in radio, press, internet and internal websites. 4.2.1. Cleanest Ship Rotterdam The Cleanest Ship Rotterdam event took place in the Port of Rotterdam on November 20th , 2007, where the demonstration was officially launched. The presentations are available at http://www.creating.nu/event/view/129?pool=top. The programme is given in the following:
Date: 11/02/2009
Page 20 of 26
Final Report The Cleanest Ship Project 15.00 Welcome reception 15.30 Word of welcome by the chairman Mr. A. Toet, Director Infrastructure and Maritime Affairs Port of Rotterdam Mr. A.N. Roos, Project co-ordinator CREATING / Director Central Bureau for Inland Barging Mr. M.J. van der Wal, Chairman of The Netherlands Shipbuilding Industry Association Mr. D. Baldry, Group Vice President & CEO BP Shipping Ltd Mr. R.F.M. Lubbers, Chairman of Rotterdam Climate Initiative (no speech available) 16.00 Guided tours of the Cleanest Ship followed by refreshments 17.30 End 4.2.2. Clean Waterborne Transport The Clean Waterborne Transport event took place in the Port of Brussels on February 28th, 2008. The European Commission, the Port of Brussels, energy company BP and the EU research projects CREATING, HERCULES and METHAPU presented their project results, including a tour to the Cleanest Ship demonstration vessel, BPs motor tank vessel Victoria. The presentations are available at http://www.creating.nu/event/view/128?pool=top. The programme is given in the following: MORNING SESSION Chair: Bert de Vries, Netherlands Shipbuilding Industry Association (CREATING partner) Welcome of participants Laurence Bovy, Chairwoman, Port of Brussels European research: supporting cleaner, safer, more competitive shipping Janez Potonik, European Commissioner for Science and Research CREATING project: Towards sustainable, safe and efficient inland water transport Theresia Hacksteiner, Secretary General European Barge Union (CREATING partner) BPs Commitment to clean waterborne transport Simon Lisiecki, Vice President Government & Industry, BP Shipping (Cleanest Ship partner) Q&A session with the press Moderator: Antonia Mochan, EU Spokeswoman for Science and Research Coffee break and networking opportunities (Commissioner and TV press visit of ship)
SESSION II: European Research Powering Clean Shipping Chair: Luisa Prista, Head of Unit, Surface Transport Research, European Commission European Parliaments view on clean shipping Dorette Corbey, Member EP Committee on the Environment, Public Health and Food Safety, and of the Temporary Committee on Climate Chang METHAPU project: Fuel cell power on board ships Carl-Erik Sandstrm, Wrtsila Corporation (METHAPU partner) www.methapu.eu HERCULES project: The next generation of large marine diesel engines Nikolaos Kyrtatos, ULEME (HERCULES coordinator) Q&A session with the press Moderator: Patrick Vittet-Philippe, Press and Information Officer, DG Research, European Commission Lunch, networking and visit of the Victoria
Date: 11/02/2009
Page 21 of 26
Final Report The Cleanest Ship Project SESSION III: Technical Briefings Chair: Bert de Vries, Netherlands Shipbuilding Industry Association (CREATING partner) Combustion with ultra low emissions for ships Nikolaos Kyrtatos, ULEME (HERCULES coordinator) Methanol and SOFC fuel cells for auxiliary power on board of vessels Carl-Erik Sandstrm, Wrtsila Corporation (METHAPU partner) Research goals and results of CREATING Henk Blaauw, Technical coordinator CREATING Exhaust gas treatment on board the Victoria Hans Thomas Hug, CEO Hug Engineering (Cleanest Ship partner) Environmental solutions for NOX treatment Thorleif Hals, Managing Director Yarwil (Cleanest Ship partner) Optimizing fuel efficiency by speed advising device Piet Kloppenburg, Managing Director Techno Fysica (Cleanest Ship partner)
4.2.3. Consultation of the Project Website The site has been visited 5898 times with a small peak at the start of the project in November, 2007, and a huge peak in the second half of February, 2008. There were 4346 so called unique visitors (about 75 %). The visitors are from 99 countries - most of them from the Netherlands (1293). About 35 % of visitors got to the site directly, 46 % via other sites which refer to the Cleanest Ship website and 19 % via search machines like google. Apart from the homepage, the main interest of the visitors lies in the project information and the charts. Using google Victoria cleanest ship gives 934 hits. 4.2.4. Publications In the following selected publications issued by The Cleanest Ship team are presented. The list is not claimed to be complete.
Publications and written contributions relevant to The Cleanest Ship Date September, 2008 Author Pauli, G. and Schweighofer Schweighofer, J. and Blaauw, H. G. Schweighofer, J., Blaauw, H. G. and Smyth, M. D. Topic The Development of Exhaust Emissions in Inland Navigation Virtual Guided Tour of the Cleanest Ship How to Improve the Environmental Performance of Inland Navigation Means of Publications Magazine Zeitschrift fr Binnenschifffahrt 9/2008 Danube Summit 2008, Constantza, Romania, presentation. 30th Motorship Propulsion and Emissions Conference, Gothenburg, Sweden. Remark Most significant journal for inland navigation in German speaking area Most significant conference related to the development of Danube navigation Significant international conference related to engine aspects
June, 2008
May, 2008
Date: 11/02/2009
Page 22 of 26

Blaauw, H. G, Schweighofer, Smyth, M.D. Blaauw, H. G., Schweighofer, J. and Smyth, M. D. Schweighofer, J. and Seiwerth, P. Green Ship Technology Award 2008 The Cleanest Ship
2008
The Cleanest Ship Marine Fuels and Emissions Conference, Rotterdam, The Netherlands. The Naval Architect of The Royal Institution of Naval Architects Special Edition The flag Newsletter of BP
Submitted for award
November, 2007
November, 2007 November, 2007 September, 2007
Inland Environmental Performance Creating News The environmental performance of inland navigation
Significant international journal for developments in shipping and shipbuilding
Magazine of BP
Numerous articles were published in the international press being collected in http://www.cleanestship.eu/fileupload/Press_Book.pdf. In the following a list of selected publications by others than the Cleanest Ship team is presented. The list is not claimed to be complete.
Significant international journal for shipping and shipbuilding with focus on engine issues Magazine of Bunkerworld
July/August, 2008 March/April, 2008 February 28th, 2008 European Fundings (source:Press Room European Commission)
th
Creating worlds cleanest ship Lubes barge goes green Worlds cleanest ship demonstrates how research is developing the waterborne transport of the future The Cleanest Ship Project shows shipping emissions can be drastically reduced The World's 'Cleanest Ship' Visits Brussels European Research for Clean Waterborne Transport Event CREATING DEMONSTRATES HOW RESEARCH IS DEVELOPING GREEN INLAND WATERWAY TRANSPORT OF THE FUTURE Optimizing fuel efficiency by speed advising device
The Motorship
Bunkerworld
http://www.welcomeurope.c om/default.asp?id=1300&id news=4505 http://envirofuel.com.au/20 08/03/10/the-cleanest-shipproject-shows-shippingemissions-can-bedrastically-reduced/
March 10 , 2008
Envitofuel
February 28th, 2008
Commissioner Janez POTOCNIK
http://www.cbrb.nl/docume nten/creating/Speech_Potoc nik.pdf
Speech
August 25th, 2008
Creating Project Bureau
www.inlandports.be/downlo ad/Press%20message%20C WT.doc
February 28th, 2008
Ir. Piet Kloppenburg, Techno Fysica B.V.
http://www.cbrb.nl/docume nten/creating/Presentation_t ext_Kloppenburg.pdf
Presentation
Date: 11/02/2009
Page 23 of 26
February 28th, 2008
Thorleif Hals, Managing Director Yarwil Cleanest Ship Partner Europe Environment
Environmental solutions for NOX treatment RESEARCH: POTOCNIK UNVEILS WORLDS CLEANES SHIP Cleanest ship demonstration Ruud Lubbers geeft startsein voor Cleanest Ship World's Cleanest Ship Demonstrates Future Waterborne Transport From the Lab to Europes Waterways: The World's Cleanest Ship Victoria Visits Brussels From the Lab to Europe's Waterways: Low Emissions Clean Ship 'Victoria' Visits Brussels The worlds cleanest ship visits the port of Brussels
http://www.cbrb.nl/docume nten/creating/Presentation_ Hals.pdf
Presentation
March, 2008
http://findarticles.com/p/arti cles/mi_hb6637/is_200803/ ai_n26520538 http://www.infrasite.net/ne ws/news_article.php?ID_nie uwsberichten=9407&langua ge=en http://www.bp.com/generic article.do?categoryId=1600 2516&contentId=7038525 http://engineers.ihs.com/ne ws/2008/eu-en-clean-ships2-08.htm http://ec.europa.eu/research/ index.cfm?pg=newsalert&lg =en&year=2008&na=na080208
Februar 28th, 2008
Infrasite Worldwide
November 20th, 2007 February 29th, 2008
BP
IHS Engineering
February 28th, 2008
European Comission Research
February 28th, 2008
European Comission
http://www.webstar.be/Proj ects/Ogilvy/ECCR/eMailing /13E0/EN1.php http://www.dpcbelgrade.co.yu/archive_200 8.htm www.dpcbelgrade.co.yu/download/T he_Danube_Web_News_11 .doc http://www.eumonitor.net/ modules.php?op=modload& name=News&file=article&s id=95419 http://ec.europa.eu/research/ transport/news/article_6861 _en.html http://www.dld.nl/projects/e nvironment/cleanestship.ht ml http://de.wikipedia.org/wiki /Cleanest_Ship
January / February 2008
DPC- Danube Project Centre
February 28th, 2008
EUmonitor
World's cleanest ship demonstrates how research is developing the waterborne transport of the future Key EU projects demonstrate clean waterborne transport Demonstrator on the first inland ship using clean fuel and equiped with PM filter and SCR Cleanest ship
March 11th, 2008
European CommissionTransport Research
DLD
Wikipedia
Date: 11/02/2009
Page 24 of 26
5. Summary
Focussed on emissions to the air, the environmental performance of inland navigation and means for its improvement were investigated in the EU project CREATING (www.creating.nu), carried out within the Sixth Framework Programme. The application of advising Tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and particulate matter filter was found to be the most suitable solution to improve the environmental performance of inland navigation. These systems are utilized in the demonstration project The Cleanest Ship, being a part of CREATING. With respect to the achievement of the overall objectives the project constitutes a great success. It is demonstrated that the emission reduction techniques under consideration can be applied to inland navigation without major difficulties, leading to a significant reduction of emissions and superiority of inland navigation compared with road transport complying with strictest emission standards. By using low sulphur fuel according to EN 590, the SOX emissions are reduced by almost 100 % compared with the ones associated with diesel fuel with 2000 ppm sulphur content. No problems related to engine operation were encountered when using low sulphur fuel EN 590. Based on the measurements performed, the average reduction of NOX emissions accounts for approximately 82 % and even more, depending on the engine loading and respective reference value. Compliance with EURO V and partly even with EURO VI road standard is achieved. Based on reference measurements and an emission reduction potential of 97 %, compliance with EURO VI road standard is achieved for particulate matter emissions. 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. The project contributes in a very impressive and practical way to an even greener inland navigation fleet improving its competitiveness in the light of environmental friendliness becoming a competitive factor of increasing significance. For further information on the project and the measurements contact: Henk Blaauw Maritime Research Institute Netherlands (MARIN) Tel: +31 317 493 502 Mail: blaauw@dld.nl, H.Blaauw@marin.nl
Date: 11/02/2009
Page 25 of 26
6. Appendix Selected Publications
Date: 11/02/2009
Page 26 of 26
Creating News, Special Edition, 2007
SPECIAL EDITION
CREATING NEWS
INTRODUCTION
NOVEMBER 2007
CREATING NEWS is the periodical newsletter of CREATING, a European research project which aims at stimulating waterborne transport within logistic chains, paying attention to both economical, environmental and safety aspects. The research on environmental impact of inland navigation resulted in recommendations to both regulatory bodies, technique providers, oil companies and ship owners. (See CREATING NEWS of October 2006) Application of low sulphur fuel, advising speed control, selective catalytic reduction and particulate matter filter were found to be the most suitable solutions to improve the environmental performance of inland navigation. All solutions mentioned are applied in the Cleanest Ship project, a joint project of CREATING and energy company BP. Lasting one year from November 2007, this demonstration project will show how inland waterway vessels can optimise their fuel efficiency and reduce harmful emissions.
THE CLEANEST SHIP PROJECT The demonstration is carried out on the motor vessel Victoria, owned by BP Shipping. The vessel is managed by Verenigde Tankrederij (VT) and on long term charter to BP Marine Lubricants. She is operating in the Port of Rotterdam and Antwerp areas. The emission reduction results, including a comparison with road transport, will be monitored and presented on a regular basis on www.cleanestship.eu. Fuel consumption and NOX emissions are directly measured; CO2 and SOX emissions are calculated from fuel consumption, whereas PM emissions are evaluated using the emission reduction potential estimated on the test stand. The latter is done because accurate measurement of PM emissions at service conditions is very difficult.
Low sulphur fuel The m/v Victoria uses low sulphur fuel equal to road standard diesel fuel (EN 590), supplied by energy company BP. Combustion of low sulphur fuel is a precondition for application of particulate matter filters (soot filters) and for efficient reduction of SOX emissions, which are directly related to the sulphur content of the fuel used.
PM filter and SCR Catalyst The Nauticlean S system, developed and built by Hug Engineering, encompasses a PM (soot) filter and selective catalytic reduction (SCR) catalyst in the same reactor. The filter is equipped with a diesel full-flow regenerative burner. Selective catalytic reduction 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 PM removal catalytically coated silicon carbide (SiC) particulate matter filters are used, consisting of several honeycombs made of micro fibres. Advising speed control
During operation, soot particles are retained in the filter. As soon as the regeneration temperature is reached, the soot is burned off without residue. Due to the catalytic coating, the regenerating temperature is around 450 The filter burns itself clean without C. requiring auxiliary energy. The full-flow regeneration burner system ensures independent and reliable regeneration of the filter even at low exhaust gas temperatures and in long low-load and idling phases.
The Advising Tempomaat (ATM), developed and supplied by Techno Fysica (NL), is a system enabling an economically optimised operation of a vessel. The core of the system is 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 reduction of fuel consumption and emissions. The ATM, where the advised fuel settings are realised manually, is the successor of the Tempomaat which automatically adjusted the vessel speed, without giving advice.
Emission reduction expected NOx Advising Tempomaat Low sulphur fuel (EN 590, max. 10 ppm S) SCR (selective catalytic reduction) PM filter (soot filter) Total emission reduction -7% none -85% none -86% PM -7% -17% none -95% -96% FC -7% none none +2% -5% CO2 -7% none none +2% -5% SOx -7% -99.5% none +2% -99.5%
By using the Advising Tempomaat, fuel consumption (FC) may be reduced by up to 15 % for longer distances. For this demonstration project, however, a moderate reduction is assumed. This is due to the small operational area of the vessel and frequent manoeuvring in harbours. The value for the PM filter also includes the SCR effect on PM reduction.
GENERAL INFORMATION ON CREATING

CREATING is a research project within the 6th Framework Programme (FP6) of the European Commission, comprising 23 partners from 9 European countries. Its objective is to stimulate waterborne transport in an economical way and improve its competitive position versus road transport.
LOGISTIC INNOVATION Development of innovative logistic concepts is a key issue in the CREATING project. Analysis of a large number of cargo flows eventually has led to four new logistic concepts, described below. Biomass Supplier Sailing area: Finnish Lakes A Finnish power plant is preparing to build a new installation which will be fuelled by biomass: wood chips and peat. CREATING designed an inland vessel with an advanced pneumatic loading and unloading installation. In view of the high energy demand in winter, the vessel has a special propulsion installation, enabling it also to navigate in ice conditions. The feasibility study turned out that using such inland barges will save at least 400,000 a year. Banana Carrier Sailing area: River Rhine Bananas are transported from seaport to hinterland by truck, despite the availability of the water highway Rhine. CREATING considered three waterborne transport concepts: a dedicated inland reefer, suitable for pallet transport a pushing unit with two barges for pallet transport a vessel for transport of refrigerated containers Eventually a dedicated inland reefer was chosen as the best viable concept for the concrete case. Roll on / Roll off Vessel Sailing area: River Danube For the Danube a shallow draft very large Ro/Ro vessel has been developed, which can substantially improve the existing Ro/Ro services between various Danube terminals. To enable feasibility calculations for different Ro-Ro cargo mixtures a uniform loading unit was developed: Equivalent Semi Trailer or ESTR. The CREATING study has led to a new conceptual design of inland tankers:
Chemical Carrier Sailing area: Dutch canals The challenge was to design a small tanker to transport special products, with waterway restrictions determining the main dimensions. The proposed concept completely satisfies the prescribed rules and indicates the highest standards with regard to active and passive safety aspects. ENVIRONMENTAL IMPACT
Conventional and optimized tank cross section
The CREATING research on environmental impact of inland navigation has been focused on the present performance of inland vessels regarding pollutant emissions to air and on solutions to improve this. The following main topics were subject to research: Impact of diesel engine emissions on human health and environment Current and future emission standards with relevance to inland navigation The state of the art of emission characteristics in inland navigation Short- and mid-term solutions for improving the emission characteristics in inland navigation Long-term solutions for improving the emission characteristics or eliminating emissions to air
small Chemical Carrier
Bio mass carrier
VL Roro Carrier
Banana Carrier
SAFETY All ship designs were evaluated on their potential to improve safety. The active safety level is assessed from the manoeuvring devices incorporated in the designs together with a proposed set of navigation equipment, best suited for the particular trade. A similar approach was chosen for the structural, passive safety. An estimate was made of the effectiveness of the proposed structure, relative to normal structural designs. Alternative solutions have been proposed as far as they are feasible within the design constraints.
ECDIS with AIS overlay 2nd VHF Height indicator windspeed & -direction indicator Closed Circuit TV Climate control Motion indicator 2nd radar (fore mast) twin azipods triple propeller/rudder tube-type bowthruster 4-channel bowthruster additional crashworthiness
PERFORMANCE ASSESSMENT The reasons for choosing or promoting a certain way of transporting goods depend on a multitude of factors. Shippers will be interested in reliable logistics and low cost, while authorities are in general more concerned with relieving congestion and minimizing the environmental impact of transport in general. CREATING developed a multi-criteria decision aiding methodology that can translate environmental, economical, logistic and safety data into a single performance indicator: the Sustainable Transport Performance Indicator or STPI.
For more information please contact: CREATING Project Bureau Vasteland 12e NL-3011 BL Rotterdam Internet: www.creating.nu E-mail: info@creating.nu
The content of the publication herein is the sole responsibility of the publishers and it does not necessarily represent the views expressed by the European Commission or its services. While the information contained in the documents is believed to be accurate, the authors(s) or any other participant in the CREATING consortium make no warranty of any kind with regard to this material including, but not limited to the implied warranties of merchantability and fitness for a particular purpose. Neither the CREATING Consortium nor any of its members, their officers, employees or agents shall be responsible or liable in negligence or otherwise howsoever in respect of any inaccuracy or omission herein.
PROJECT PARTNERS CLEANEST SHIP

UK A CH D NL NL NL NL NL NL NL NL NL BP (owner of m/v Victoria and supplier of low sulphur fuel during one year) Via Donau Hug Engineering MTU Detroit Diesel Bitfactory Breko shipyard DLD - Dutch Logistic Development Lloyds Register EMEA Soottech Techno Fysica Verenigde Tankrederij (VT) VNSI - Netherlands Shipbuilding Industry Association Yara Industrial
Posters presented at the 29th Duisburger Kolloquium in Duisburg, Germany, 2008
____________________________________________________________________________
HOW TO IMPROVE THE ENVIRONMENTAL PERFORMANCE OF INLAND NAVIGATION

INTRODUCTION
Inland navigation is known as a safe and environmentally friendly transport mode. Due to its low share (of about 2 %) of total traffic energy consumption (road, rail and inland navigation), its contribution to global total traffic emissions is regarded as almost insignificant. However, compared with maritime navigation, 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. Regarding emissions to the air related to tkm, especially with respect to emissions of the greenhouse gas CO2 (carbon-dioxide), the performance of inland vessels is outstanding compared with road transport (approximately 3 up to 7 times better). The same holds for CO (carbon monoxide) and HC (hydro carbon) emissions.
0,6
CCNR I (2002, vessels)
LEGISLATION 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, the maximum sulphur content of gas oil is limited to 0.1 % since January 2008 (Directive 1999/32/EC). Starting from January 2010, this sulphur content limitation will be extended to all marine fuels used by inland vessels and ships at berth in community ports (Directive 2005/33/EC), yet still up to 100 times higher than the one of fuel used in road transport today. 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. Consequently, the superiority in the environmental performance of inland vessels has become smaller in this regard, and with the introduction of EURO V and EURO VI limits, new trucks may emit even significantly less NOX and PM per tkm than inland vessels. Emission reduction potential of different emission reduction techniques
NOx After treatment techniques SCR (selective catalytic reduction) PMF (particulate matter filter) Drive management systems ATM (advising tempomaat) Diesel fuel quality / substitutes BD (bio diesel) BDB (bio diesel blend, 20 % BD) LSF (low sulphur fuel) New engine technologies NGE (natural gas engine) -98.5% -97.5% +4.5% -10% -100% PM FC CO2 SOx
0,5
PM emissions [g/kWh]
0,4
EURO I (1993, trucks)
0,3 CCNR II (2007, vessels) CCNR III ( ~ 2012, vessels) EURO III (2001, trucks) EURO IV (2006, trucks) 4 5 6 7
EU Stage III A (2009, vessels)
0,2
0,1
EURO V (2009, trucks) EU Stage IV CCNR IV (~ 2012, vessels) (~2016, ~US Tier IV vessels) (2016, vessels)
EURO II (1998, trucks)
US-EPA 0 (2010, trucks) EURO VI 0 1 2 (EC proposal, ~2012, trucks)
10
NOx emissions [g/kWh]
Emission standards for road transport and inland navigation
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 the FP6 EU project CREATING (www.creating.nu) possible solutions for improvement of the environmental performance of inland vessels were examined comprising 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).
-81% none
-35% -85%
-7.5% +2%
-7.5% +2%
-7.5% +2%
-10%
-10%
-10%
-10%
-10%
+10% +2% none
-30% -6% -17%
+15% +3% none
-65% -13% none
~-100% ~-20% ~-100%
0,016
0,014 EURO III (2001) EURO III truck (2001) EURO IV truck (2006) EURO V truck (2009) PM em issions [g/tkm ] 0,01 EURO VI truck (~2012, EC proposal) basic case (M1) = CCNR I (2002) SCR (M2) SCR + ATM (M3) SCR + ATM + BD (M4) M1 SCR + ATM + BDB (M5) SCR + ATM + LSF (M6) SCR + ATM + LSF + PMF (M7) M4 M6 EURO V (2009) EURO IV (2006) NGE (M8)
ENVIRONMENTAL PERFORMANCE WITH ROAD TRANSPORT
COMPARED
0,012
0,008
MCV + barge: CCNR I (2002), without em. red. techn. MCV + barge: SCR
0,006
Truck EURO V (2009)

M2 0,004 M3 M5
0,002 EURO VI (~2012) M8 M7 0 0 0,1 0,2 0,3 NOx emissions [g/tkm] 0,4 0,5 0,6
MCV + barge: SCR + LSF + PMF + ATM
PM and NOX emissions of inland navigation and road transport
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) the vessel engine complies with CCNR I standard and no emission reduction techniques are applied. Application of 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 SCR, 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 a slightly better 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 (maximum sulphur content of 10 ppm).
_____________________________________________________________________________
____________________________________________________________________________
THE CLEANEST SHIP

INTRODUCTION
Application of low sulphur fuel, advising speed control, selective catalytic reduction and particulate matter filter were found to be the most suitable solutions to improve the environmental performance of inland navigation. All solutions mentioned are applied in the Cleanest Ship project, a joint project of CREATING and energy company BP. Lasting one year from November 2007, this demonstration project will show how inland waterway vessels can optimise their fuel efficiency and reduce harmful emissions.
THE CLEANEST SHIP PROJECT

The demonstration is carried out on the motor vessel Victoria, owned by BP Shipping. The vessel is managed by Verenigde Tankrederij (VT) and on long term charter to BP Marine Lubricants. She is operating in the Port of Rotterdam and Antwerp areas. The emission reduction results, including a comparison with road transport, are being monitored and presented on a regular basis at www.cleanestship.eu. Fuel consumption and NOX emissions are directly measured; CO2 and SOX emissions are calculated from fuel consumption, whereas PM emissions are evaluated using the emission reduction potential estimated on the test stand. The latter is done because accurate measurement of PM emissions at service conditions is very difficult.
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. The Cleanest Ship MV Victoria. Advising tempomaat As advising tempomaat a system developed by Techno Fysica bv (NL) is used. 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 Nauticlean S system The Nauticlean S system of Hug engineering consists of two reactors with a selective-catalytic-reduction catalyst and a PM filter, whereby the PM filter is equipped with a diesel full-flow regenerative burner. 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. As soon as the regeneration temperature (450 is C) reached, the soot in the filters is burned off without residue. Emission reduction expected. For the advising tempomaat, the fuel consumption (FC) may be reduced by up to 15%. For the demonstrator a moderate value is assumed in accordance with the operational area. The value for the particulate matter filter includes also the effect of SCR on PM reduction.
NOx ATM (advising tempomaat) LSF (low sulphur fuel, EN 590, 10 ppm) SCR (selective catalytic reduction) PMF (particulate matter filter) Total emission reduction -7% none -85% none -86% PM -7% -17% none -95% -96% FC -7% none none +2% -5% CO2 -7% none none +2% -5% SOx -7% -99.5% none +2% -99.5%
PROJECT PARTNERS
BP (UK) via donau (A) Hug Engineering (CH) MTU Detroit Diesel (D)
Bitfactory (NL) Breko shipyard (NL) DLD - Dutch Logistic Development (NL) Lloyds Register EMEA (NL) Soottech (NL)
Techno Fysica (NL) Verenigde Tankrederij VT (NL) VNSI - Netherlands Shipbuilding Industry Association (NL) Yara Industrial (NL)
____________________________________________________________________________
____________________________________________________________________________
CREATING
INTRODUCTION
A major part of maritime cargo, for instance maritime containers, is nowadays transported to the hinterland via inland waterways. Continental cargo, however, is mainly transported by trucks. The ever increasing transport flows, road congestions and air pollution require the exploration of other transport solutions. Waterborne transport is safe, reliable and has by far the lowest fuel consumption per ton/kilometre. Even more important: the main European waterways could easily absorb a multiple of the present waterborne transport volume. CREATING Concepts to Reduce Environmental impact and Attain optimal Transport performance by Inland NaviGation (www.creating.nu) - is a research project within the 6th Framework Programme (FP6) of the European Commission, comprising 23 partners from 9 European countries. Its objective is to stimulate waterborne transport in an economical way and improve its competitive position versus road transport.
LOGISTIC INNOVATION
Development of innovative logistic concepts was a key issue in the CREATING project. Analysis of a large number of cargo flows led to four new logistic concepts: Biomass Supplier for the Finnish Lakes A Finnish power plant located at the Finnish lakes is preparing to build a new installation which will be fuelled by biomass: wood chips and peat. An inland vessel being able to operate also in ice conditions was designed. Banana Carrier for the Rhine With respect to banana transport on the Rhine, three waterborne transport concepts were considered: a dedicated inland reefer, suitable for pallet transport a pushing unit with two barges for pallet transport a vessel for transport of refrigerated containers A dedicated inland reefer was chosen as the best viable concept for the concrete case. RoRo Vessel for the Danube For the Danube a shallow draft very large RoRo vessel was developed, which can substantially improve the existing RoRo services between various Danube terminals. To enable feasibility calculations for different RoRo cargo mixtures a uniform loading unit was established: Equivalent Semi Trailer or ESTR. Chemical Carrier for the Dutch canals The challenge was to design a small tanker to transport special products, with waterway restrictions determining the main dimensions. The proposed concept completely satisfies the prescribed rules and indicates the highest standards with regard to active and passive safety aspects. The CREATING study led to a new conceptual design of inland tankers.
Societal Demands
Environment: Reduction of harmful exhausts like NOX and particulate matter (soot)
More Transport Via Water
Mobility: Less road congestion
Strengthening the position of Inland Ship Owners
Dangerous substances: Safe transport with minimized risk for people and environment
Improving the competitive edge of the inland ship owner by developing chain optimized vessel concepts with an optimised environmental performance
Project backround
WP 2 Innovative Logistic Concepts, efficiency, economics
Economics/ environment Dangerous cargoes
WP 3 Innovative Vessel Concepts

I/O
WP 5 Ship Hydrodynamics WP 6 Environmental Impact
WP 8 Safety Analysis
ENVIRONMENTAL IMPACT
The research has been focused on the present performance of inland vessels regarding pollutant emissions to air and on solutions to improve this. The following main topics were subject to research: Impact of diesel engine emissions on human health and environment Current and future emission standards with relevance to inland navigation The state of the art of emission characteristics in inland navigation Short- mid- and long term solutions for improving the emission characteristics in inland navigation or eliminating emissions to air
WP 9 Safety Measures
WP 4 Performance Assessment
WP 7 Demonstrators
WP 10 Dissemination
Main topics of the various work packages
SAFETY
All ship designs were evaluated on their potential to improve safety. The active safety level was assessed from the manoeuvring devices incorporated in the designs together with a proposed set of navigation equipment, best suited for the particular trade. A similar approach was chosen for the structural, passive safety. An estimate was made of the effectiveness of the proposed structure, relative to normal structural designs. Alternative solutions were proposed as far as they were considered feasible within the design constraints.
PERFORMANCE ASSESSMENT
The reasons for choosing or promoting a certain way of transporting goods depend on a multitude of factors. Shippers will be interested in reliable logistics and low cost, while authorities are in general more concerned with relieving congestion and minimizing the environmental impact of transport in general. CREATING developed a multi-criteria decision aiding methodology that can translate environmental, economical, logistics and safety data into a single performance indicator: the Sustainable Transport Performance Indicator or STPI.
Acknowledgement: The majority of the text has been provided by Bert de Vries from VNSI (Netherlands Shipbuilding). His contributions are gratefully acknowledged.
____________________________________________________________________________
30th Motorship Propulsion and Emissions Conference, Gothenburg, Sweden, 2008
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 juha.schweighofer@via-donau.org Blaauw, H. G. Shipping Projects Bureau/Dutch Logistic Development bv, the Netherlands blaauw@dld.nl Smyth, M.D. BP Shipping Ltd, UK mike.smyth@bp.com
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.
0,6
CCNR I (2002, vessels)
0,5
PM emissions [g/kWh]
0,4
EURO I (1993, trucks)
0,3
CCNR II / EU-Stage IIIA (2008/2007, vessels) EURO V (2009, trucks) ~ CCNR III / EU Stage IV (~ 2012, vessels) EURO III (2001, trucks) EURO IV (2006, trucks) 4 6 8 10 EURO II (1996, trucks)
0,2
0,1
US-EPA (2010, trucks) 0 0 EURO VI 2 (UBA proposal, 2010, trucks)
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 After treatment techniques SCR (selective catalytic reduction) PMF (particulate matter filter) Drive management systems ATM (advising tempomaat) Diesel fuel quality / substitutes BD (bio diesel) BDB (bio diesel blend, 20 % BD) LSF (low sulphur fuel) New engine technologies NGE (natural gas engine) -98.5% -97.5% +4.5% -10% -100% PM FC CO2 SOx
-81% none
-35% -85%
-7.5% +2%
-7.5% +2%
-7.5% +2%
-10%
-10%
-10%
-10%
-10%
+10% +2% none
-30% -6% -17%
+15% +3% none
-65% -13% none
~-100% ~-20% ~-100%
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)
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) EURO IV (2006)
PM emissions [g/tkm]
0,01
MCV + barge: CCNR I (2002), without em. red. techn.

0,008
MCV + barge: SCR

M1
0,006
Truck EURO V (2009)

0,004 M2 M3 M5 M4 M6 EURO V (2009)
0,002 M8 0 0 EURO VI (2010) 0,1

M7 0,2 0,3 NOx emissions [g/tkm] 0,4 0,5 0,6
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.
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 and the filter burns i tself clean without requiring auxiliary C energy. Reduction of emissions expected NOx ATM (advising tempomaat) -7% PM -7% -17% none -95% -96% FC -7% none none +2% -5% CO2 -7% none none +2% -5% SOx -7% -99.5% none +2% -99.5%
LSF (low sulphur fuel, EN 590, 10 none ppm) SCR (selective catalytic -85% reduction) PMF (particulate matter filter) Total emission reduction none -86%
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, Visegrd, 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
Zeitschrift fr Binnenschifffahrt 9/2008
Schiffstechnik
Die Entwicklung der Abgasemissionen in der Binnenschifffahrt

Zusammenfassung Die Binnenschifffahrt ist bekannt als umweltfreundlicher Verkehrstrger. Auf Grund des sehr geringen Anteils der Binnenschifffahrt am Gesamtenergieverbrauch des Verkehrs sind die Abgasemissionen, welche der Binnenschifffahrt zugeordnet werden knnen, relativ unbedeutend. Aufgrund ihrer Umweltfreundlichkeit findet die Binnenschifffahrt zunehmende politische Anerkennung und Untersttzung. Die Umweltfreundlichkeit eines Verkehrstrgers stellt aber auch einen Wettbewerbsvorteil von zunehmender Bedeutung dar, da das Umweltbewusstsein der Bevlkerung stetig steigt. Mit der Einfhrung von immer strengeren Abgasvorschriften fr den Straenverkehr sind die entsprechenden Abgasemissionen im Straengterverkehr drastisch gesunken, was fr die Binnenschifffahrt nicht zutrifft, da hier die meisten Motoren noch keinen Emissionsstandards gengen. In Bezug auf wichtige Emissionen wie Stickoxide und Rupartikel luft die Binnenschifffahrt Gefahr, ihre kologische berlegenheit gegenber dem Straengterverkehr einzuben. In diesem Artikel wird die Situation der Abgasemissionen auf den Binnenwasserstraen hinterfragt. Es werden zunchst die Vorschriften hinsichtlich der Kraftstoffe und Schadstoffemissionen von Binnenschiffen betrachtet, gefolgt von einer Darstellung technischer Mglichkeiten zur Verringerung der Abgasemissionen in der Binnenschifffahrt. Weiter wird untersucht, welche Emissionsgrenzwerte mit den jeweiligen technischen Mglichkeiten erfllt werden knnen, und die Schadstoffemissionen des Straengterverkehrs werden mit jenen der Binnenschifffahrt verglichen. Abschlieend wird das Cleanest Ship ein praktisches Beispiel fr die Erfllung strikter Emissionsgrenzwerte in der Binnenschifffahrt vorgestellt. Einleitung Die Binnenschifffahrt wirbt gerne fr sich mit der Feststellung, dass sie ein umweltfreundlicher oder sogar der umweltfreundlichste Verkehrstrger ist. Auch die Politik begrndet ihre Untersttzung der Binnenschifffahrt mit deren Umweltfreundlichkeit. Derzeit sind aus Sicht der Politik bestimmender Aspekt fr die Umweltfreundlichkeit die von den an Bord der Fahrzeuge installierten Motoren emittierten Schadstoffe. Gerade hier scheint die Binnenschifffahrt jedoch ins Hintertreffen geBinnenschifffahrt ZfB Nr. 9 2008
raten zu sein. Beispielsweise gehen in Deutschland anteilsmig die Stickoxydund Partikelemissionen des Straengterverkehrs zurck, whrend die der Binnenschifffahrt weiter ansteigen. Dies kann darauf zurckgefhrt werden, dass im Straenverkehr schon vor mehr als zehn Jahren verordnungsrechtliche Manahmen getroffen wurden, die der Reduzierung der Schadstoffemissionen dienen, die derzeit auf Binnenschiffen installierten Motoren hingegen in der Mehrzahl keinerlei Schadstoffemissionsstandards gengen. Eine hnliche Situation ergibt sich beim Schwefelgehalt der Treibstoffe. Auch hier hat der Straenverkehr seine Hausaufgaben schon durch die Einfhrung schwefelfreier Kraftstoffe gemacht die Binnenschifffahrt ist davon aber noch einige Jahre entfernt. Die Binnenschifffahrt profitiert sicherlich von ihrer hohen Energieeffizienz, weshalb sie dem Straentransport beim Kraftstoffverbrauch als auch bei den CO2-, CO- und HC-Emissionen pro Tonnenkilometer (tkm) weit berlegen ist. Diese berlegenheit ist aber nur von eingeschrnkter Bedeutung, da die Emissionen der brisantesten Schadstoffe, nmlich Stickoxyde und Partikel, aufgrund der im Straenverkehr ergriffenen technischen Manahmen nicht diesen Gesetzmigkeiten folgen.
Von daher scheint es angebracht, die Situation der Abgasemissionen auf den Binnenwasserstraen zu hinterfragen. Dies versucht der vorliegende Artikel, wobei er zunchst die Vorschriften hinsichtlich der Kraftstoffe und Schadstoffemissionen von Binnenschiffen betrachtet, technische Mglichkeiten zur Verringerung der Schadstoffemissionen der Binnenschifffahrt darstellt, dann die mit den technischen Mglichkeiten erfllbaren Emissionsgrenzwerte untersucht, die Schadstoffemissionen anschlieend mit jenen des Straenverkehrs vergleicht, und abschlieend das Cleanest Ship ein praktisches Beispiel fr die Erfllung strikter Emissionsgrenzwerte in der Binnenschifffahrt vorstellt. Interessant wre sicherlich auch ein Vergleich der Schadstoffemissionen der Binnenschifffahrt mit denen der Eisenbahnen. Dieser Vergleich ist jedoch ungleich schwerer als der mit dem Straenverkehr, da die von den Eisenbahnen genutzten Energietrger sehr heterogen sind. Zumindest scheint jedoch fr Deutschland feststellbar, dass das Angebot an sauberer elektrischer Energie aus Wasser- und Kernkraftanlagen fr die Bahnen begrenzt ist und der Verkehrszuwachs bei den Bahnen mit elektrischer Energie aus den wesentlich umweltschdlicheren Kohle-
41
Schiffstechnik
Emissionen Kohlendioxid (CO2) Kohlenmonoxid (CO) Flchtige organische Verbindungen (VOCs); Kohlenwasserstoffe (HC)) Stickoxide (NOx) Partikel (PT) Entstehung Verbrennung fossiler Brennstoffe Unvollstndige Verbrennung Unvollstndige Verbrennung, besonders in Autos; Emissionen von Chemikalien, z.B. Benzin Verbrennung in Motoren; Oxidation von Stickstoff in Brennstoffen / Luft Dieselmotoren Auswirkungen Treibhausgas Gesundheitsgefhrdung Gesundheitsgefhrdung; Smog Gesundheitsgefhrdung; Versuerung; N2O sehr potentes Treibhausgas; Ozon; Smog Gesundheitsgefhrdung; Smog
Tabelle 1. Entstehung und Auswirkungen von Abgasemissionen im Verkehrssektor.
kraftwerken bedient werden muss. Ein derartiger Vergleich wrde jedoch den Umfang dieser Arbeit sprengen. Rechtsvorschriften hinsichtlich der Kraftstoffe von Binnenschiffen In der EU sind Kraftstoffe fr Binnenschiffe durch die Richtlinie 1999/32/EG1 reglementiert. Sie gestattet fr die in der europischen Binnenschifffahrt gebruchlichen Gasle einen maximalen Schwefelgehalt von 0,20 Massenhundertteile (oder 2000 ppm) ab dem 1. Juli 2000 und 0,10 Massenhundertteile (oder 1000 ppm) ab dem 1. Januar 2008. Mit der Richtlinie 2005/33/EG2 wurde erstgenannte Richtlinie gendert, insbesondere im Hinblick auf Kraftstoffe fr Seeschiffe. Fr Binnenschiffe hat die nderungsrichtlinie zur Folge, dass mit Wirkung vom 1. Januar 2010 diese keine Schiffskraftstoffe mehr verwenden drfen, deren Schwefelgehalt 0,1 Massenhundertteile berschreitet. Wenn ein Binnenschiff Kraftstoffe der Seeschifffahrt, wie etwa Schwerle, verwenden wrde, mssten diese sptestens ab 2010 den gleichen Vorgaben hinsichtlich des Schwefelgehalts gengen wie Gasle. Ziel der beiden vorgenannten Richtlinien war die Reduzierung der Versauerung der Umwelt. Folgerichtig regelten sie auch allein den Schwefelgehalt der Kraftstoffe. Mit der Erkenntnis, dass Partikelemissionen von Dieselmotoren wahrscheinlich die Lebenserwartung eines betrchtlichen Teils der Bevlkerung verkrzen, die im Verkehrsektor verbrannten Minerallprodukte mageblich zu den Treibhausgasemissionen beitragen, fr anspruchsvolle technische Emissionsreduzierungsmanahmen an Verbrennungsmotoren Kraftstoffe nicht nur annhernd frei von Schwefel sein mssen, sondern
1 Richtlinie 1999/32/EG des Rates vom 26. April 1999 ber eine Verringerung des Schwefelgehalts bestimmter flssiger Kraft- oder Brennstoffe und zur nderung der Richtlinie 93/12/EWG; (ABl. L 121 vom 11.5.1999, S. 13). Gendert durch die Verordnung (EG) Nr. 1882/2003 des Europischen Parlaments und des Rates (ABl. L 284 vom 31.10.2003, S. 1). 2 Richtlinie 2005/33/EG des Europischen Parlaments und des Rates vom 6. Juli 2005 zur nderung der Richtlinie 1999/32/EG hinsichtlich des Schwefelgehalts von Schiffskraftstoffen; (ABl. L 191 vom 22.7.2005, S. 59).
auch in anderer Hinsicht bestimmten Qualittskriterien gengen sollten, wurde die Diskussion um die Anforderungen an Kraftstoffe zunehmend komplexer. Dies spiegelt sich deutlich in dem Vorschlag der Europischen Kommission aus dem Jahr 2007 zur abermaligen berarbeitung der europischen Kraftstoffrichtlinien3 wieder. Dieser Richtlinienvorschlag war im Hinblick auf die Anforderungen an die Kraftstoffe fr die Binnenschifffahrt auch Gegenstand eines Runden Tisches der ZKR im Mai 20074. Dieser Runde Tisch vereinte die europischen Verbnde aller betroffenen Wirtschaftszweige von den Minerallproduzenten bis hin zum Schifffahrtsgewerbe. Die wichtigsten Schlussfolgerungen, auf die sich die Teilnehmer weitgehend verstndigen konnten, waren Absenkung des Schwefelgehalts in einer Stufe auf 10 ppm5 statt wie von der Kommission vorgeschlagen mit einer Zwischenstufe von 300 ppm, europaweite Einfhrung mglichst im Jahre 2010 und nicht wie von der Kommission vorgeschlagen erst Ende 2011, Beschrnkung der Beimischung biogener Stoffe auf deutlich niedrigere Werte als derzeit im Rahmen europischer Aktionsprogramme fr den Klimaschutz vorgesehen, Qualittsanforderungen gleich oder hnlich der EN 590 fr Diesel im Straenverkehr. Zusammengefasst kann festgestellt werden, dass fast alle Stakeholder die Verwendung eines schwefelfreien Kraftstoffes befrworten, der dem des Straenverkehrs entspricht oder zumindest sehr nahe kommt und dass dieser mglichst rasch gesetzlich vorgeschrieben werden sollte.
3 Vorschlag fr eine Richtlinie des Europischen Parlaments und des Rates xx/xx/2006 zur nderung der Richtlinie 98/70/EG im Hinblick auf die Spezifikationen fr Otto-, Diesel- und Gaslkraftstoffe und die Einfhrung eines Systems zur berwachung und Verringerung der Treibhausgasemissionen bei der Verwendung von fr den Straenverkehr bestimmten Kraftstoffen, zur nderung der Richtlinie 99/32/EG des Rates betreffend die Festsetzung der Spezifikationen fr von Binnenschiffen gebrauchte Kraftstoffe, und zur Aufhebung der Richtlinie 93/12/EWG (KOM(2007)18). 4 Preliminary Summary and Conclusions: Low Sulphur Fuel for Inland Waterway Transport in Europe Round Table of the Central Commission for Navigation on the Rhine (CCNR); 3 May 2007, Strasbourg; www.ccr-zkr. org. 5 Kraftstoffe mit einem maximalen Schwefelgehalt von 10 ppm werden auch als schwefelfrei bezeichnet.
Offensichtlich mchte das Schifffahrtsgewerbe deutlich machen, dass es einen substantiellen Beitrag zur Reduzierung der Schadstoffemissionen der Binnenschifffahrt leisten mchte, auch wenn dies zu Mehrkosten von etwa 2 bis 5 Eurocent pro Liter Kraftstoff6 fhren wird. Seit gut einem Jahr liegt dieser Vorschlag beim Europischen Parlament und beim Ministerrat. Whrend sich das Parlament relativ zgig ber das Dossier verstndigen konnte, kommen die Diskussionen im Rat nicht zum Abschluss, was eine fristgerechte Verabschiedung in Frage stellt. Die grte Hrde scheint dabei in den Vorgaben fr die angestrebte Reduzierung der Treibhausgasemissionen zu bestehen. Dass sich das Parlament der Forderung des Schifffahrtssektors nach Absenkung des Schwefelgehalts von Binnenschiffskraftstoffen in einem Schritt auf 10 ppm angeschlossen hat, ist in der Gesamtschau der Diskussionen um den Richtlinienvorschlag nicht mehr als eine Marginalie. Sollte sich die Verabschiedung der Richtlinie noch sehr viel lnger hinziehen, knnten interessierte Staaten verabreden, die Absenkung des Schwefelgehalts vorzuziehen. Die Richtlinien der EU lassen dies ausdrcklich zu. In einem solchen Fall msste jedoch sichergestellt werden, dass eine mglichst groe Zahl von Staaten diesen Schritt gleichzeitig durchfhrt, um Wettbewerbsverzerrungen und Tanktourismus zu vermeiden. Es scheint also so, dass die Binnenschifffahrt einen Kraftstoff bekommen wird, der genauso sauber sein wird wie der des Straenverkehrs, nur das letzterer bereits jetzt ber schwefelfreie Kraftstoffe verfgt und dass die jetzt noch verfgbaren Kraftstoffe mit einem Schwefelgehalt von 50 ppm bis Ende 2008 voraussichtlich nicht mehr angeboten werden drfen. In den USA erfolgte die Rechtssetzung fr Binnenschiffskraftstoffe spt, aber zgig: Ab Juni 2007 ist dort ein maximaler Schwefelgehalt von 500 ppm und ab Juni 2012 von 15 ppm vorgeschrieben. Rechtsvorschriften hinsichtlich der Schadstoffemissionen von Binnenschiffen
6 Centraal Bureau voor de Rijn- en Binnenvaart et al; Zwavelvrije brandstof EN 590 voor de binnenvaart. Rotterdam, 2008.
42
Binnenschifffahrt ZfB Nr. 9 2008
Schiffstechnik
PN [kW] 37 PN < 75 75 PN < 130 N 130 CO [g/kWh] 6,5 5,0 5,0 HC [g/kWh] 1,3 1,3 1,3 NOx [g/kWh] 9,2 9,2 n 2800 min-1 = 9,2 500 n < 2800 min-1 = 45 . n(-0,2) PT [g/kWh] 0,85 0,70 0,54
Tabelle 2. Die Emissionsgrenzwerte der Stufe I der ZKR. PN [kW] 18 PN < 37 37 PN < 75 75 PN < 130 130 PN < 560 PN 560 CO [g/kWh] 5,5 5,0 5,0 3,5 3,5 HC [g/kWh] 1,5 1,3 1,0 1,0 1,0 NOx [g/kWh] 8,0 7,0 6,0 6,0 n 3150 min-1 = 6,0 343 n < 3150 min-1 = 45 . n(-0,2) 3 n < 343 min-1 = 11,0 PT [g/kWh] 0,8 0,4 0,3 0,2 0,2
Tabelle 3. Die Emissionsgrenzwerte der Stufe II der ZKR.
SV/P [Liter pro Zylinder/kW] V1:1 SV < 0,9 & P 37 kW V1:2 0,9 SV < 1,2 V1:3 1,2 SV < 2,5 V1:4 2,5 SV < 5 V2:1 5 SV < 15 V2:2 15 SV < 20 & P < 3300 kW V2:3 15 SV < 20 & P 3300kW V2:4 20 SV < 25 V2:5 25 SV < 30
CO [g/kWh] 5,0 5,0 5,0 5,0 5,0 5,0 5,0 5,0 5,0
HC + NOx [g/kWh] 7,5 7,2 7,2 7,2 7,8 8,7 9,8 9,8 11,0
PT [g/kWh] 0,40 0,30 0,20 0,20 0,27 0,50 0,50 0,50 0,50
Tabelle 4. Die Emissionsgrenzwerte fr Motoren zum Antrieb von Binnenschiffen der EU. SV/P [Liter pro Zylinder/kW] V1:1: SV < 0.9 & P 37 W V1:2: 0.9 SV < 1.2 V1:3: 1.2 SV < 2.5 V1:4: 2.5 SV < 5 V2:1: 5 SV < 15 V2:2: 15 SV < 20 & P < 3300 kW V2:3, V2:4, V2:5 2.5 0.8 PT CO HC NOx [g/kWh] [g/kWh] [g/kWh] [g/kWh] 3.5 1.0 4.0 4.0 4.2 4.8 5.0 5.2 5.9/6.6 0.14 0.12 0.11 0.11 0.14 0.20 0.20
Erluterung 2012 ggf. 1.1.2013 ggf. 1.1.2013 2012 2012 ggf. 1.1.2013 ggf. durch IMO reguliert
sondern wurden aus existierenden Vorschriften entwickelt, die lediglich den spezifischen Bedingungen der Binnenschifffahrt angepasst wurden. Dabei handelt es sich um den NOX Technical Code9 der IMO und die Richtlinie 97/68/EG10 ber mobile Arbeitsmaschinen. Wie die Vorschriften der IMO gelten auch die der ZKR gleichermaen fr Haupt- und Hilfsmotoren. Die ZKR verabschiedete ihre Emissionsvorschriften mit der Stufe I im Frhjahr 2000 und bereits ein Jahr spter die Eckpunkte fr eine berarbeitung der Vorschriften mit wesentlich strengeren Grenzwerten der Stufe II nach sechs bis acht Jahren. Die Stufe I gilt fr alle Dieselmotoren, die ab Beginn des Jahres 2003 auf Schiffen, die eine Zulassung nach den Rheinschifffahrtsregelungen besitzen, installiert sind und die Stufe II ab dem 1. Juli 2007. Die Emissionsgrenzwerte der Vorschriften der ZKR sind in den Tabellen 2 und 3 wiedergegeben. Die Europische Kommission war eingeladen, sich an den Arbeiten der ZKR zu beteiligen. Sie befand zunchst, dass es nicht notwendig ist, die Abgasemissionen der Binnenschifffahrt zu reglementieren, da deren Beitrag zur Luftverschmutzung sehr gering sei. Spter nderte sie jedoch ihre Ansicht, auch aufgrund des Insistierens der Mitgliedsstaaten der ZKR, und schlug vor, in die Richtlinie 97/68/EG ber die mobilen Maschinen auch Emissionsanforderungen fr Binnenschiffsmotoren aufzunehmen. Dies erfolgte dann mit der
fen und luftverunreinigenden Partikel von Dieselmotoren; ZKR. 9 International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78), Annex VI on the Prevention of Air Pollution from Ships, IMO. 10 Richtlinie 97/68/EG des Europischen Parlaments und des Rates vom 16. Dezember 1997 zur Angleichung der Rechtsvorschriften der Mitgliedstaaten ber Manahmen zur Bekmpfung der Emission von gasfrmigen Schadstoffen und luftverunreinigenden Partikeln aus Verbrennungsmotoren fr mobile Maschinen und Gerte; (ABl. L 59 vom 27.02.1998, S. 1).
Tabelle 5. Die Emissionsgrenzwerte der vorgeschlagenen Stufe III der ZKR.
Wesentlich komplexer als die Reglementierung der Kraftstoffe ist die der Abgas- und Partikelemissionen. Dass aber auch dabei die Rechtssetzung relativ rasch und pragmatisch erfolgen kann, belegen die Arbeiten der ZKR zur Reduzierung von Abgasemissionen in der Binnenschifffahrt, die in einem Bericht der PIANC7 ausfhrlich beschrieben werden. (Diesem Bericht sind auch einige der nachstehenden Ausfhrungen entnommen.) Vor einer Hinwendung zu den Vorschriften zunchst aber ein Blick auf die Abgasemissionen im Verkehrssektor im Allgemeinen. Tabelle 1 fasst die wichtigsten Emissionen, ihr Entstehen und ihre Auswirkungen zusammen. Die Vorschriften der ZKR ber die Abgasemissionen von Binnenschiffsmotoren8 sind keine vollstndig neuen Vorschriften,
7 Gernot Pauli, kologisch nachhaltiger Verkehr Reduzierung von Abgasemissionen in der Binnenschifffahrt; PIANC, Bonn, 2002. 8 Rheinschiffsuntersuchungsordnung, Kapitel 8a Emission von gasfrmigen Schadstof-
43
Schiffstechnik
Emissionsgrenzwerte fr Motoren von Binnenschiffen Stufe ZKR I ZKR II ZKR III ZKR IV Datum 2003 2007 2012? 2016? CO [g/kWh] 5.0-6.5 3.5-5.5 2.5-3.5 2.5 HC [g/kWh] 1.3 1.0-1.5 0.8-1.0 0.19 NOX [g/kWh] 8.0-9.2 6.0-11.0 4.0-6.6 0.4 PT [g/kWh] 0.54-0.85 0.2-0.8 0.11-0.2 0.025
Emissionsgrenzwerte fr Motoren schwerer Lastkraftwagen Stufe Euro I Euro II Euro III Euro IV Euro V Euro VI1 Datum 1992 1996 1998 2000 2005 2008 2012? CO [g/kWh] 4.5 4.0 4.0 2.1 1.5 1.5 4.0 HC [g/kWh] 1.1 1.1 1.1 0.66 0.46 0.46 0.16-0.55 NOX [g/kWh] 8.0 7.0 7.0 5.0 3.5 2.0 0.2-1.0 PT [g/kWh] 0.36-0.612 0.25 0.15 0.10-0.13 0.02 0.02 0.01-0.02
Tabelle 9. Gegenberstellung der Emissionsgrenzwerte der Motoren von Binnenschifffahrt und von schweren LKW.
Richtlinie 2004/26/EG11. Die so genderte Richtlinie 97/68/EG unterscheidet im Hinblick auf Binnenschiffe zwischen Antriebsmotoren, Hilfsmotoren mit konstanter Drehzahl und Hilfsmotoren mit variabler Drehzahl und setzt jeweils unterschiedliche Emissionsgrenzwerte fest. Die Emissionsgrenzwerte fr Antriebsmotoren von Binnenschiffen nach dieser Richtlinie sind in der Tabelle 4 wiedergegeben. Die Motorkategorien V1:1 bis V1:3 mssen ab dem 1.1.2007 die Grenzwerte erfllen, die anderen Motorkategorien ab dem 1.1.2009. Ein direkter Vergleich der Emis11 Richtlinie 2004/26/EG des Europischen Parlaments und des Rates vom ...
sionsgrenzwerte von ZKR und EU ist nicht mglich, da die Kategorisierung der Motoren (ZKR: Leistung (Drehzahl); EU: Hubvolumen (Leistung)) zu groe Unterschiede aufweist. Der Vergleich muss also anhand des individuellen Motors und dessen Einsatzgebietes erfolgen. Grundstzlich sind die Unterschiede bei den Stickstoffoxiden gering und die Grenzwerte fr die Partikelemissionen sind bei der Stufe II der ZKR bei kleineren Motoren hher, aber bei greren Motoren niedriger. Artikel 2 der Richtlinie 2004/26/EG beauftragt die Europische Kommission bis zum 31.12.2007 zu prfen, ob eine zweite Grenzwertstufe fr Binnenschiffe eingefhrt wer-
den soll und dem Europischen Parlament und dem Rat gegebenenfalls entsprechende Vorschlge zu unterbreiten. Die ZKR nahm diesen Auftrag zum Anlass, von der Weiterentwicklung ihrer eigenen Vorschriften abzusehen und statt dessen zu versuchen, mit der Europischen Kommission einen gemeinsamen Vorschlag zu entwickeln, der zu einer Vereinheitlichung der Abgasemissionsvorschriften fr Binnenschiffe in Europa fhrt. Die ZKR initiierte dazu eine Expertengruppe, die schnell von der EU fr die Belange der Binnenschifffahrt in die Mechanismen zur berarbeitung der Richtlinie 96/87/EG integriert wurde. Die Vertreter der Mitgliedsstaaten der ZKR, insbesondere Deutschlands und der Niederlande, und auch sterreichs, schlugen frhzeitig ambitionierte Emissionsgrenzwerte fr die Stufe III (nach dem Zhlschema der ZKR), die etwa 2012 in Kraft treten sollte, und der Stufe IV fr 2016 vor. Die Grenzwertvorschlge sind in den Tabellen 5 und 6 wiedergegeben. Der Stufe IV ist eine wesentlich grere Bedeutung beizumessen, da die Stufe III einen temporren Charakter aufweist, whrend zumindest nach Ansicht der Regierungsvertreter die Stufe IV lngerfristig Bestand haben soll. Die Vertreter der Motorenhersteller, neben den vorgenannten Behrdenvertretern die magebende Kraft in der Expertengruppe, brachten sehr spt einen abweichenden Vorschlag ein. Dieser Vorschlag umfasste zunchst nur eine weitere Stufe, die in Tabelle 7 wiedergegeben ist. Der Vorschlag der Motorenhersteller ist deutlich angebotsorientiert:
Tabelle 10. Reduktion von Schadstoffemissionen in Verbindung mit der Anwendung von verschieden Techniken bezogen auf Schadstoffemissionen eines Motors, welcher dem Emissionsstandard ZKR Stufe I entspricht. (FC steht fr nderung im Kraftstoffverbrauch.)
44
Schiffstechnik
Bild 1. Vergleich von Motorenemissionen der Binnenschifffahrt mit Grenzwerten der Vorschriften fr Straentransport (EURO) und Binnenschifffahrt (ZKR/CCNR).
weitestgehende bereinstimmung mit den entsprechenden Vorschriften der USA, um den ohnehin schon kleinen Markt fr Binnenschiffsmotoren nicht noch weiter zu zersplittern, was die Entwicklungs- und Zertifizierungskosten fr die Hersteller begrenzen hilft; mglichst weit aufgefcherter Zeitraum fr die Einfhrung der Vorschriften, um den Herstellern Zeit zu geben, die Vorschriften fr verschiedene Motorkategorien nacheinander und nicht gleichzeitig zu erfllen, was die Entwicklungs- und Zertifizierungsabteilungen der Hersteller entlastet; umfangreiche Flexibilittsklauseln, wie
etwa die Zulassung des Inverkehrbringens von Motoren der niedrigeren Emissionsstufe noch bis zu zwei Jahre nach Inkrafttreten der neuen Stufen, sofern der Motor vor Inkrafttreten der neuen Stufen produziert wurde. Diese Klausel ist auch in den Gemeinschaftsvorschriften enthalten, nicht jedoch in denen der ZKR. Der Vorschlag der Mitgliedsstaaten der ZKR stellt andere Entscheidungskriterien in den Vordergrund: deutliche Entlastung der Umwelt, einerseits zum Erreichen der umweltpolitischen Ziele der Staaten und der EU, andererseits um den kologischen Wettbewerb mit konkurrierenden Verkehrs-
trgern nicht zu verlieren; Einfachheit der Vorschriften mit mglichst wenig Motorenkategorien und nur ein Einfhrungsdatum, was Hersteller, Anwender und Behrden die Arbeit erleichtert; allerdings sind die Mitgliedsstaaten diesem Grundsatz untreu geworden bei ihren Bemhungen, mit ihren Vorschlgen sich auf die Motorenhersteller zuzubewegen; Vermeidung von Schlupflchern, die die umweltpolitische Zielsetzung gefhrden; Vermeidung von Wettbewerbsverzerrungen, hervorgerufen durch unterschiedliche Einfhrungsdaten fr verschiedene Motorenkategorien.
Bild 2. Vergleich von Emissionen in g/tkm zwischen Motorgterschiff, welches einen Leichter schiebt, und schweren Nutzfahrzeugen unter Bercksichtigung verschiedener Emissionsreduktionstechniken. Binnenschifffahrt ZfB Nr. 9 2008
45
Schiffstechnik
Bild 3. Das Cleanest Ship MV Victoria.
Einen Vorschlag fr eine Stufe IV haben die Motorenhersteller auch unterbreitet. Dieser entspricht den Vorschriften der USA zu dieser Stufe, die bereits verabschiedet sind. Das aus europischer Sicht herausragende Merkmal dieser Vorschriften ist, dass sie lediglich fr gewerblich genutzte Schiffsmotoren mit einer Leistung von 600 kW und mehr und fr Freizeitzwecke genutzte Schiffsmotoren mit einer Leistung von 2000 kW und mehr gelten. bertragen auf Europa wrde dies bedeuten, dass die meisten Schiffsmotoren nicht die Emissionsanforderungen einer Stufe IV zu erfllen htten. Die fr die USA beschlossenen Grenzwerte liegen deutlich ber den von den Mitgliedsstaaten der ZKR vorgeschlagenen. Derzeit fhrt im Auftrag der Europischen Kommission ein Beratungsbro die obligatorische Folgenabschtzung (Impact Assessment) fr die berarbeitung der Richtlinie 97/68/EG durch. Dabei sollen neben den Vorschlgen der Motorenhersteller auch die von den Mitgliedsstaaten der ZKR eingebrachten Grenzwerte der nchsten Emissionsstufen Bercksichtigung finden. Die Folgenabschtzung knnte in diesem Jahr abgeschlossen und ein Vorschlag seitens der Kommission zur nderung der Richtlinie in der ersten Hlfte 2009 dem Europischen Parlament und Rat vorgelegt werden. (Damit wrde die Kommission die ihr in der Richtlinie 2004/26/EG von Parlament und Rat auferlegte Frist um mehr als ein Jahr berziehen.) Wegen der Komplexitt der Materie die Binnenschifffahrt ist hier wiederum nur ein Randthema drfte eine Verabschiedung nicht vor Ende 2009, sondern eher im Jahre 2010 zu erwarten sein. Bercksichtigt man dann noch mindestens ein Jahr fr die nationale Umsetzung der Richtlinie und mindestens zwei Jahre Entwicklungsvorlauf fr die neuen Motoren, erscheint 2012 als Einfhrungsdatum der nchsten Grenzwertstufen wenig wahrscheinlich. Abschlieend sind die Emissionsgrenzwerte der Binnenschifffahrt, und zwar die nach den Vorschriften der ZKR, mit den Grenzwerten der Emissionsvorschriften der EU fr schwere LKW gegenbergestellt.
Diese Gegenberstellung ist jedoch nur bedingt aussagekrftig: Die Grenzwerte, die von einem Motor erreicht werden knnen, werden nicht nur von den eingesetzten Emissionsminderungstechniken bestimmt, sondern auch ganz wesentlich von den Messverfahren. Die Messverfahren fr die Bestimmung der Abgas- und Partikelemissionen von Binnenschiffs- und LKW-Motoren sind nicht identisch. Die Grenzwerte sind nur ein mageblicher Faktor fr die tatschlich erreichbaren Emissionsminderungen. Andere Faktoren sind beispielsweise der in dem Sektor eingesetzte Kraftstoff oder der Umfang der Ausnahmeregelungen, die in einer Vorschrift vorgesehen sind. Fr verkehrs- und umweltpolitische Fragestellungen drfte ein Vergleich der Emissionen bezogen auf die erbrachte Verkehrsleistung (g/tkm) aussagekrftiger sein als ein Vergleich der Emissionsgrenzwerte (g/ kWh). Eine derartige Betrachtung wird nachfolgend angestellt. Technische Mglichkeiten zur Verringerung der Schadstoffemissionen der Binnenschifffahrt Unter Bercksichtigung der Entwicklungen hinsichtlich strenger werdender Emissionsvorschriften, bereinstimmung mit der Verkehrspolitik der EU und Umweltfreundlichkeit als Wettbewerbsfaktor von zunehmender Bedeutung wurden im Projekt CREATING (www.creating.nu) des 6. EU-Forschungsrahmenprogramms (FP6EU) mgliche Lsungen fr die Verringerung der Schadstoffemissionen der Binnenschifffahrt untersucht, welche im Folgenden aufgelistet sind: Motoreninterne Manahmen (EGR exhaust gas recirculation, fortschrittliche Einspritzsysteme, Befeuchtung der Ansaugluft, Wassereinspritzung in Zylinder und HCCI homogeneous charge compression ignition) Abgasnachbehandlung (Dieseloxidationskatalysator, SCR Selektive katalytische Reduktion, Partikelfilter PMF,
Rauchgaswsche und elektrostatische Abscheidung) Hhere Kraftstoffqualitt (Kraftstoff mit niedrigem Schwefelgehalt LSF) Alternative Kraftstoffe (Biodiesel BD, Biodieselkraftstoffgemische BDB, Diesel-Wasseremulsionen, Erdgas und Wasserstoff) Alternative Verbrennungskraftmaschinen (Gasmotoren NGE) Neue Antriebs- und Hilfsmaschinensysteme (dieselelektrischer Antrieb und Brennstoffzellen) Elektronische Systeme (Advising Tempomaat ATM und River Information Services RIS) Das Emissionsreduktions-Potential in Verbindung mit ausgewhlten Emissionsreduktions-Techniken ist in folgender Tabelle 10 angegeben. Fr weitergehende Informationen wird auf die Referenzen 12 13 14 verwiesen. Erfllbare Emissionsgrenzwerte Durch die Anwendung von SCR, Partikelfiltern und Kraftstoffen mit niedrigem Schwefelgehalt (10 ppm) auf ZKR I Binnenschiffsmotoren knnen die EURO V und ZKR III Emissionsgrenzwerte eingehalten werden, Bild 1. Fr die Einhaltung der EURO VI und ZKR IV Grenzwerte mssen entweder hnliche Technologien eingefhrt werden, wie sie im Straentransport Anwendung finden, einschlielich der entsprechenden Kraftstoffe, oder neue Motorentechnologien wie z.B. HCCI und Gasmotoren mssen in die Binnenschifffahrt Eingang finden. In Bild 1 bedeuten Euro truck und CCNR vessel die Emissionsgrenzwerte in g/kWh, wie sie durch die entsprechenden Standards fr die Strae und die Binnenschifffahrt durch die ZKR vorgegeben sind. Im Allgemeinen liegen die Partikelemissionen von Binnenschiffsmotoren, welche ZKR I entsprechen, weit unter dem vorgegebenen Grenzwert und entsprechen etwa dem dargestellten Basic Case (BC). Schadstoffemissionen Vergleich Binnenschifffahrt und Straengterverkehr Der Vergleich wurde fr ein DDSGSteinklasse Motor-Gter-Schiff durchgefhrt, welches einen Leichter Europa IIB schiebt. Die Strecke des Transports erstreckt
12 Schweighofer J. and Seiwerth P.: Environmental performance of inland navigation. Proceedings of the European Inland Waterway Navigation Conference, Visegrd, Hungary, Juni 27-29,2007. 13 Schweighofer J. and Seiwerth P.: Inland environmental performance. The Naval Architect, Journal of The Royal Institution of Naval Architects, November 2007. 14 Kampfer A. and Schweighofer J. et al.: Environmental impact of inland navigation, CREATING Work Package 6, final report, 2006, Verffentlichung 2008 erwartet.
46
Schiffstechnik
Angestrebte Emissionsreduktion NOX Advising Tempomaat (ATM) Schwefelarmer Kraftstoff (LSF , EN 590, 10 ppm) Selektive katalytische Reduktion (SCR) Rupartikellter (DPF) Gesamt-Emissionsreduktion Tabelle 11. Angestrebte Emissionsreduktion. -7% keine -85% keine -86% PM -7% -17% keine -95% -96% FC -7% keine keine +2% -5% CO2 -7% keine keine +2% -5% SOX -7% -99.5% keine +2% -99.5%
sich von Passau (D) nach Vidin (BG) und zurck (insgesamt 2884 km). Fr den Straentransport wurden Nutzfahrzeuge mit 34 bis 40 Tonnen Gesamtgewicht herangezogen, welche den entsprechenden EURO Standards gengen. Heutzutage entsprechen die meisten Motoren der Binnenschiffe dem CCNR I Standard (basic case, M1, BC), wobei fr diesen Fall im Vergleich keine Emissionsreduktions-Techniken, wie sie aufgelistet wurden, Anwendung finden. Der Vergleich wurde fr NOX- und Partikelemissionen bezogen auf die Transportleistung in tkm durchgefhrt. Die Partikel- und NOX-Emissionen in g/tkm in Zusammenhang mit dem Referenzfall (M1, BC) sind merkbar hher als jene von schweren Nutzfahrzeugen, welche EURO V entsprechen, Bild 2.
Die Anwendung von SCR auf Binnenschiffsmotoren fhrt aber schon zu betrchtlich geringeren NOX-Emissionen und etwa gleichen Partikelemissionen im Vergleich mit dem EURO V Nutzfahrzeug. Die Anwendung von SCR, Kraftstoff mit geringem Schwefelgehalt (10 ppm), Partikelfilter und Advising Tempomaat fhrt zu klar berlegenem Umweltverhalten des Binnenschiffs im Vergleich mit dem EURO VI Nutzfahrzeug hinsichtlich Partikelemissionen und etwa gleichem Umweltverhalten im Vergleich mit dem EURO VI Nutzfahrzeug hinsichtlich der NOX-Emissionen. Hinsichtlich der Reduktion der Partikelemissionen spielt der Partikelfilter die grte Rolle, welcher aber Kraftstoff mit niedrigem Schwefelgehalt voraussetzt, wie auch viele andere Emissionsreduktions-Technologien, z.B. EGR.
Die Binnenschifffahrt luft Gefahr ihre Position als umweltfreundlichster Verkehrstrger zu verlieren. In Bezug auf NOX- und Partikelemissionen bezogen auf kWh ist dies schon der Fall. Fr die Wiedererlangung der Position des umweltfreundlichsten Verkehrstrgers in Bezug auf die wichtigsten Emissionsarten (NOX, PM, CO2, SOX, CO, HC) ist es notwendig, als erste Manahme Kraftstoffe mit niedrigem Schwefelgehalt entsprechend EN 590 fr die Binnenschifffahrt einzufhren. Eine TNO Studie15 hat gezeigt, dass dies fr einen Groteil der bestehenden Motoren mglich ist, ohne dass sie dabei Schaden nehmen. The Cleanest Ship ein praktisches Beispiel fr die Erfllung strikter Emissionsgrenzwerte in der Binnenschifffahrt Unter Bercksichtung einer relativ einfachen praktischen Umsetzung, wurde im FP6-EU Projekt CREATING die Anwendung von selektiver katalytischer Reduktion, Partikelfiltern, Kraftstoff mit niedrigem Schwefelgehalt und Advising Tempomaat als effektivste Manahme zur Verringerung
15 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, Juni 2007.
ECLIPSE 705
Der Eclipse 705 ist ein mit 24 V Gleichstrom arbeitender Fllstandmessumformer fr Flssigkeiten, der auf der revolutionren GWR-Technologie (Guided Wave Radar) beruht. Der 705 wurde fr den Einsatz mit GWR-Koaxialoder Doppelstabsonden entwickelt. Dieser hochmoderne Fllstandmessumformer zeichnet sich durch eine Messleistung aus, die die zahlreicher herkmmlicher Technologien berragt.
Sicherheit liegt in unserer Natur

SA
FE T Y I
NT
EGRITY
V EL LE
WELTWEIT LOSINGEN FUR FULLSTAND UND DURCHFLUSS
Alte Ziegelei 2-4, D-51491 Overath Tel: 02204 / 9536-0 vertrieb@magnetrol.de www.magnetrol.de
47
Schiffstechnik
der Schadstoffemissionen der Binnenschifffahrt identifiziert. Diese Systeme wurden im Demonstrator The Cleanest Ship installiert, wodurch nachgewiesen werden soll, dass diese Systeme in der Binnenschifffahrt mit geringem Aufwand anwendbar sind und die Schadstoffemissionen auf das geforderte Niveau reduziert werden knnen. Die Demonstration wird zur Zeit an einem Schmierl-Tanker, der MV Victoria, durchgefhrt, die im Rotterdamer Hafengebiet operiert. Die Demonstration wurde offiziell am 20 November 2007 begonnen und dauert ein Jahr. Der Kraftstoffverbrauch und die NOXEmissionen werden direkt gemessen. Die CO2- und SOX-Emissionen werden aus dem Kraftstoffverbrauch errechnet. Die Partikelemissionen werden aus Prfstandsergebnissen mit und ohne Anwendung von Partikelfiltern bestimmt, da eine genaue direkte Messung im Betrieb zu aufwendig ist. Die Ergebnisse in Bezug auf CO2-, SOX-, NOXund Partikelemissionen werden regelmig aufgezeichnet und der ffentlichkeit unter folgender Web-Adresse zugnglich gemacht: www.cleanestship.eu. Emissionsreduktionstechniken Advising Tempomaat Der Advising Tempomaat ist ein System, welches Informationen fr eine wirtschaftlich optimierte Fahrweise bereitstellt. Der Kern des Advising Tempomaats besteht aus einem Computerprogramm, welches den Schiffsfhrer hinsichtlich der wirtschaftlich optimalen Kombination aus Fahrtgebiet und Schiffsgeschwindigkeit bert, wodurch unter Einhaltung des Zeitplans der Kraftstoffverbrauch und die Emissionen des Schiffes minimiert werden. Der Advising Tempomaat, dessen Informationen hinsichtlich Geschwindigkeit manuell umgesetzt werden, ist ein Nachfolgeprodukt des frheren Tempomaaten, welcher die Geschwindigkeit des Schiffes automatisch an den optimalen Kraftstoffverbrauch anpasste, ohne dem Schiffsfhrer beratend zur Seite zu stehen. Kraftstoff mit niedrigem Schwefelgehalt Die MV Victoria wird mit einem extrem schwefelarmen Kraftstoff (10 ppm)betrieben. Der Kraftstoff entspricht dem Standard EN 590, der auch im Straenverkehr eingesetzt wird. Die Anwendung dieses Kraftstoffs ist die Grundvoraussetzung fr den Einsatz der Partikelfilter, welche bei hherem Schwefelgehalt verstopft wrden. In den Jahren zuvor wurde heftig diskutiert, ob man bestehende Binnenschiffsmotoren mit derartigen Kraftstoffen betreiben kann, ohne dass diese dabei Schaden nehmen. Man befrchtete Schden an den Motoren bedingt durch eine verrin-
gerte Schmierung wegen des geringeren Schwefelgehalts. Ausgewhlte Beispiele aus der Praxis haben gezeigt, dass dem nicht so ist. Im Gegenteil, es wurde berichtet, dass die Motoren mit dem niedrigschwefelhaltigem Kraftstoff sogar besser und effizienter laufen. Dies wurde durch eine TNO-Studie untermauert1616, welche aussagt, dass der Groteil der bestehenden Binnenschiffsmotoren mit Kraftstoff EN 590 betrieben werden knnen und neue Motoren Kraftstoffe mit weniger als 50 ppm Schwefelgehalt verlangen. Das Nauticlean S System Das Nauticlean S System von Hug Engineering besteht aus zwei Reaktoren, welche jeweils den SCR-Katalysator und den Partikelfilter beinhalten. Der Partikelfilter ist mit einem Vollstrom-Regenerationsbrenner-System ausgestattet, das fr eine betriebsunabhngige, grndliche Ruabbrennung sorgt. Fr die effektive Beseitigung der Rupartikel werden katalytisch beschichtete Silizium-Carbid-Wabenfilter verwendet, welche aus Mikrofasern bestehen. Die Rupartikel verbleiben im Filter, whrend das Abgas durch den Filter strmt. Dies fhrt zu einer langsamen Temperatursteigerung im Filter. Sobald die Regenerationstemperatur erreicht ist, werden die im Filter verbliebenen Rupartikel vollstndig abgebrannt. Auf Grund der katalytischen Beschichtung betrgt die Regenerationstemperatur etwa 450 C und die Filter knnen ohne zustzliche Energiezufuhr regeneriert werden. Selektive katalytische Reduktion ist eine Technik fr effektive Beseitigung von NOXEmissionen. Hierzu wird Ammoniak verwendet, das als Harnstofflsung (33 %) in das Abgas gespritzt wird, wodurch die Stickoxide (NOX) in Stickstoff und Wasser reduziert werden. Angestrebte Emissionsreduktion Fr den Advising Tempomaat wurde mit 7 % eine moderate Reduktion des Kraftstoffverbrauchs (FC) angenommen, welche ihre Ursache im operativen Gebiet des Schiffes hat. In Versuchen wurde aber auch schon gezeigt, dass der Einsatz eines Advising Tempomaats bis zu 15 % Einsparung im Kraftstoffverbrauch bringen kann. Im Wert fr die Reduktion der Partikelemissionen in Zusammenhang mit dem Partikelfilter ist auch der Einfluss der selektiven katalytischen Reduktion bercksichtigt. Das Cleanest Ship Team Das Cleanest Ship Team besteht aus: 1. BP, Schiffseigentmer, Projektleiter und
16 16 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, Juni 2007.
Lieferant des hoch-qualitativen Kraftstoffs 2. VT, Betreiber des Schiffes 3. Techno Fysica, Implementierung des Advising Tempomaats und Durchfhrung von Messungen in Zusammenhang mit dem Advising Tempomaat 4. Hug engineering, Implementierung des SCR-Katalysators und der Partikelfilter fr die Hauptmaschine 5. Hanwel (auch Codinox oder Soottech), Implementierung der Partikelfilter fr die Hilfdieselanlagen, Messung von NOX- und Partikelemissionen 6. Breko, schiffbauliche Problemstellungen 7. MTU, Problemstellungen in Zusammenhang mit der Maschinenanlage 8. Lloyds Register, Klassifizierung 9. DLD, Projektkoordination 10.Yara, Lieferant von Harnstoff 11.Bit factory, Umsetzung und Gestaltung der Web-Seite 12.via donau, technische Beratung und ffentlichkeitsarbeit (PR, Texte zu Webseite und Verffentlichungen) 13.VNSI and SPB, ffentlichkeitsarbeit (PR) 14.SPB, Koordinator des FP6 EU Projekts CREATING. Hiezu kommt noch eine Kooperation mit 15.der Hafenbehrde von Rotterdam in Bezug auf operative Aspekte und ffentlichkeitsarbeit (PR). Bedeutung von CREATING und dem Cleanest Ship Projekt CREATING und das Cleanest Ship Projekt tragen direkt zur Umsetzung der EU Transportpolitik bei, insbesondere in Bezug auf die Umsetzung des EU Aktionsprogrammes NAIADES (Action Programme NAIADES, COM(2006) 6 final), welches u.a. Manahmen zur Verbesserung sowohl der Effizienz der Logistik als auch des Umweltverhaltens und der Sicherheit der Binnenschifffahrt vorsieht. Das Cleanest Ship Projekt demonstriert sehr eindrucksvoll, wie schon zur Verfgung stehende Emissionsreduktionstechniken auf die Binnenschifffahrt, welche immerhin aus mehr als 8500 motorisierten Einheiten besteht (Rhein- und Donauflotte), angewendet werden knnen und dass auch die Binnenschifffahrt in der Lage ist, strengsten Abgasvorschriften zu entsprechen (Bilder 1 und 2), wodurch sie ihre Position als umweltfreundlichster Verkehrstrger behaupten kann. Verfasser: Gernot Pauli ZKR, g.pauli@ccr-zkr.org Juha Schweighofer, via donau sterreichische Wasserstraen-GmbH, juha.schweighofer@via-donau.org
48
Submission to the Green Ship Technology Award 2008
The Cleanest Ship A cooperation between Creating (DG Research, 6th Framework Program) and BP Blaauw, H.G, Shipping Projects Bureau/Dutch Logistic Development bv, The Netherlands Schweighofer, J, via donau, Austria Smyth, M.D. BP shipping ltd, UK Green Ship Technology Award 2008
Summary 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 enough space is available. 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), the application of advising Tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and PM filter was 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. The Cleanest Ship Demonstrator 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.
Figure 1: The Cleanest Ship MV Victoria. 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 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 itself clean without requiring auxiliary energy. Reduction of emissions expected NOx ATM (advising tempomaat) LSF (low sulphur fuel, EN 590, 10 ppm) SCR (selective catalytic reduction) PMF (particulate matter filter) Total emission reduction -7% none -85% none -86% PM -7% -17% none -95% -96% FC -7% none none +2% -5% CO2 -7% none none +2% -5% SOx -7% -99.5% none +2% -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 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, 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. 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, Fig 2.
0,016
0,014 EURO III (2001)
0,012 EURO III truck (2001) PM emissions [g/tkm] 0,01 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) EURO V (2009) EURO IV (2006)
MCV + barge: CCNR I (2002), without em. red. techn.

0,008
MCV + barge: SCR

M1
0,006
Truck EURO V (2009)

0,004 M2 M3 M5 M4 M6
0,002 M8 0 0 EURO VI (2010) 0,1

M7 0,2 0,3 NOx emissions [g/tkm] 0,4 0,5 0,6
Figure 2: Emission comparison in g/tkm between motor cargo vessel (MCV) pushing a barge (Danube vessel) and trucks in service, considering different emission reduction techniques. Partners involved in the demonstration project The team of the Cleanest Ship project consists of:
1. BP, being owner of the ship, director of the project and provider of clean fuel 2. VT, as manager of the ship 3. Technofysica for the delivery of the Tempomaat and related measurements
4. Hug engineering for the delivery of the SCR and PM filter for the main engine 5. 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.
Marine Fuels and Emissions Conference, Rotterdam, The Netherlands, 2007
The Cleanest Ship A cooperation between Creating (DG Research, 6th Framework Program) and BP Blaauw, H.G. Dutch Logistic Development bv. the Netherlands Schweighofer, J, via donau, Austria Smyth, M.D. BP shipping ltd, UK Marine Fuels & Emissions Conference in Rotterdam on 27 and 28 November 2007 organized by Motor Ship magazine Summary Introduction Inland navigation is known as a safe and environmentally friendly transport mode. Regarding emissions to the air, especially with respect to emissions of the greenhouse gas CO2 (carbondioxide), the performance of inland vessels is outstanding. 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 about 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), the application of advising Tempomaat, low sulphur fuel equal to road standard EN 590, selective catalytic reduction and PM filter was 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. The Cleanest Ship Demonstrator The demonstration project is carried out on the motor tank vessel Victoria, owned by BP shipping, managed by the Verenigde Tankrederij (VT) and operating in the Port of Rotterdam area. The demonstration will last one year from November, 2007. 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 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-catalytic-
reduction 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 tank 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 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 itself clean without requiring auxiliary energy. Reduction of emissions expected NOx ATM (advising tempomaat) LSF (low sulphur fuel, EN 590, 10 ppm) SCR (selective catalytic reduction) PMF (particulate matter filter) Total emission reduction -7% none -85% none -86% PM -7% -17% none -95% -96% FC -7% none none +2% -5% CO2 -7% none none +2% -5% SOx -7% -99.5% none +2% -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. Partners involved in the demonstration project The team of the Cleanest Ship project consists of: 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 Moreover there is a cooperation with 14. the Port of Rotterdam Authority on operational aspects and PR. The project will start at the third week of November at Rotterdam, and the fourth week of November at Bruxelles. 1. 2. 3. 4. 5.
The Flag Newsletter of BP, September, 2007
The Flag - Issue 23 - September 2007 www.bp.com/shipping
The environmental performance of inland navigation

Focussed on emissions to the air, the environmental performance of inland navigation and means for its improvement are discussed in this article. The investigation that the discussion is based on was carried out in Work Package 6, Environmental Impact of Inland Navigation, of the EU project CREATING Concepts to Reduce Environmental impact and Attain optimal Transport performance by Inland NaviGation, funded within the Sixth Framework Programme (www.creating.nu).
Continued > Taken from Naval Architect
21
The environmental performance of inland navigation (continued)

Inland navigation is known as a safe and environmentally friendly transport mode. Due to its low share (of about 2 %) of total traffic energy consumption (road, rail and inland navigation), see Fig. 1, its contribution to global total traffic emissions is regarded as almost insignificant. 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. 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 (Figs. 2 and 3). The dates denote when the regulations are considered to be fully in force. Additionally, truck engines are replaced on average after five 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.
Figure 1. Distribution of final energy consumption by sector in EU 25 (2003) according to the European Environmental Agency (EEA).
Regarding emissions to the air, especially with respect to emissions of the greenhouse gas CO2 (carbon-dioxide), the performance of inland vessels is outstanding. On average, the CO2 emissions of an inland vessel are only about one-third of the ones a truck emits per ton-kilometre (tkm) due to its approximately three times higher energy efficiency related to tkm. Therefore, if cargo is shifted from road to water, inland navigation can play a significant role in the reduction of greenhouse gasses as required by the Kyoto Protocol. Also with respect to CO (carbon monoxide) and HC (hydro carbon) emissions per tkm, inland navigation is significantly superior to road transport.
0.6 0.5 0.4 0.3 0.2 0.1

Euro V (2009, trucks) EU Stage IV (~ 20012, vessels)
CCNRI (2002, vessels)
PM emissions (g/kWh)
Euro (1993, trucks)
CCNRII / EU-Stage IIIA (2008/2007 vessels) Euro III (2001, trucks) Euro IV (2006, trucks) Euro II (1996, trucks)
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 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 about 60 times higher).
US-EPA (2010, trucks)
0 Euro VI 2 (UBA proposal 2010, trucks)
10
NOx emissions (g/kWh)
Figure 2. Emission standards for inland waterway and road transport.
Continued >
22
The environmental performance of inland navigation (continued)

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. 3). 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. 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. 4). 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. 4, 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. 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. Today, the European Commission is considering the introduction of LSF to inland navigation (300 ppm by 2009, and 10 ppm by 2011), and on May 3rd, 2007, at the Round Table of the CCNR, 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.
The Cleanest Ship

Application of selective catalytic reduction, particulate matter filters, low sulphur fuel and advising temppomaat 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 will be carried out on a lubrication oil tanker owned by BP Shipping, managed by the Verenigde Tankrederij (VT) and operating in the Port of Rotterdam area. It will last one year, starting by the end of 2007. The results with respect to NOX, PM, CO2 and SOX emissions will be monitored and presented on a regular basis at www.cleanestship.eu.
References 1. Schweighofer J. and Seiwerth P.: Environmental performance of inland navigation. Proceedings of the European Inland Waterway Navigation Conference, Visegrd, Hungary, June 27th-29th,2007. www.via-donau.org/uploads/media/ paper_EIWNC_June2007.pdf 2. Kampfer A. and Schweighofer J. et al.: Environmental impact of inland navigation, CREATING Work Package 6, final report, 2006, to be released 2007. Authors: Schweighofer Juha and Seiwerth Petra via donau sterreichische Wasserstrassen - gesellschaft m.b.H., Austria www.via-donau.org, juha.schweighofer@via-donau.org, petra.seiwerth@via-donau.org
0.016 0.014
EURO III (2001)
0.012
EURO III truvk (2001)
PM emissions [g/tkm]
EURO IV truck (2006)
0.010 MCV + barge: CCNR I (2002) without em. red. techn. 0.008 MCV + barge: SCR 0.006 Truck EURO V (2009) 0.004
M2 M3 M5 M4 M6 EURO V (2009) EURO IV (2006) M1
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)
0.002
M8 M7
MCV + barge: SCR + LSF + PMF + ATM 0.1 0.2 0.3 0.4 NOx emissions [g/tkm] 0.5 0.6
0 0
EURO VI (2010)
Figure 3. Emission comparison in g/tkm between motor cargo vessel pushing a barge and trucks in service, considering different emission reduction techniques.
0.6
CCNR I (V1)
Euro I truck (T1) Euro II truck (T2) Euro III truck (T3) Euro IV truck (T4) Euro V truck (T5) = CCNR III (V3)
0.5
PM emissions 9g/kWh)
0.4
Euro VI UBA prop. truck (T6)
EURO I (T1)
CCNR I vessel (V1) CCNR II vessel (V2) Basic case (BC)
0.3
CCNR II (V2)
Basic case (BC, IWT today) BC
EGR + Injection systems Humidification HCCI Diesel oxidation catalyst
0.2
EURO II (T2) SCR + PMF +LSF EURO III (T3)
PMF SCR BD LSF NGE
0.1
HCCI, NGE
EURO V (T5) CCNR III (V3)
EURO IV (T4)
SCR + PMF +LSF
0 0 1 2 3 4 5 6 7 8 9 10
EURO VI (T6)
NOx emissions 9g/kWh)
Figure 4. Comparison of vessel-engine emissions with emissions corresponding to limit values of standards for road transport (EURO) and inland navigation (CCNR), considering different emission reduction techniques.
23
Press Book Press Briefing Clean Waterborne Transport, Brussels, February, 2008

The Cleanest Ship Report

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

The Cleanest Ship Report

Uploaded by

Copyright:

Available Formats

Final Report The Cleanest Ship Project

FINAL REPORT THE CLEANEST SHIP PROJECT

Final Report The Cleanest Ship Project

Final Report The Cleanest Ship Project

Final Report The Cleanest Ship Project

Final Report The Cleanest Ship Project

Final Report The Cleanest Ship Project

2. The Cleanest Ship Demonstrator

Final Report The Cleanest Ship Project

Figure 2.1: Emission reduction techniques applied to the Cleanest Ship.

Final Report The Cleanest Ship Project

Final Report The Cleanest Ship Project

3. Emission Reduction Techniques

Final Report The Cleanest Ship Project

Figure 3.2: Main engine with complete installation.

Figure 3.3: Exhaust output section.

Figure 3.4: Urea injection and PM filter burner.

Figure 3.5: Urea tank in the aft ship.

Final Report The Cleanest Ship Project

Figure 3.6: PM filter in the aft ship.

Figure 3.7: Screenshot of Tempomaat installed

on board a vessel with three engines.

Final Report The Cleanest Ship Project

4.1.1. SOX Emissions

Figure 4.1: SOX emissions per week.

Final Report The Cleanest Ship Project

Figure 4.2: Total SOX emissions.

Final Report The Cleanest Ship Project

Figure 4.3: NOX emissions per week measured.

Figure 4.4: NOX emissions per week measured in g/kWh.

Final Report The Cleanest Ship Project

Figure 4.5: Total NOX emissions.

4.1.3. Particulate Matter Emissions

Figure 4.6: PM emissions per week calculated. Date: 11/02/2009 Page 15 of 26

Final Report The Cleanest Ship Project

Figure 4.7: PM emissions per week in g/kWh calculated.

Final Report The Cleanest Ship Project

4.1.5. CO2 Emissions

Final Report The Cleanest Ship Project

2.2 0.8 5.8 7.2 72.5 90.0 86

0.004 0.806 99.5

Final Report The Cleanest Ship Project

Submitted for award

November, 2007 November, 2007 September, 2007

Significant international journal for developments in shipping and shipbuilding

http://www.welcomeurope.c om/default.asp?id=1300&id news=4505 http://envirofuel.com.au/20 08/03/10/the-cleanest-shipproject-shows-shippingemissions-can-bedrastically-reduced/

February 28th, 2008

Commissioner Janez POTOCNIK

http://www.cbrb.nl/docume nten/creating/Speech_Potoc nik.pdf

August 25th, 2008

Creating Project Bureau

www.inlandports.be/downlo ad/Press%20message%20C WT.doc

February 28th, 2008

Ir. Piet Kloppenburg, Techno Fysica B.V.

http://www.cbrb.nl/docume nten/creating/Presentation_t ext_Kloppenburg.pdf

Final Report The Cleanest Ship Project

February 28th, 2008

http://www.cbrb.nl/docume nten/creating/Presentation_ Hals.pdf

Februar 28th, 2008

November 20th, 2007 February 29th, 2008

February 28th, 2008

European Comission Research

February 28th, 2008