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possible options far policy,

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ENGII,{E DEVELAPMENTS

REDUNDANT PROPULSIAN

The costs snd threots of redundoncy,

:i; Cast implications of operoting uessels without

redundant

Law-sulphur fuel ond lubricsnts,

:;i; Interaction hetween low sulphur fuel and cylinder
luhriconts;

propulsion,
The

Efficiettcy potentiol of contra rotqting, single and twin

prcpellers,

Parts supplg and reconditioning implicotions,

#tr#i6fl4,&lf$#fdg-q

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The design of Algmpic Voyager.

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,i,.:, Aperstionol experience to dute,

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cruise uessels,

LEGISLATIAI$ AND CAMPLIANCE

The needs far snd effects

SAYIN/G HULL FORI$.AND PROPELLEfrS

! new hult farm fpr htgh speed monohull

sllin ill srine Consultonts,

EITISSIONS

.FUEL

Possible remedies;

price of redundancy,

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How to cunfurm with redundoncy rules,

Why seruice on engine on a time bssis?

Classgs of redundancg,

::,::. Euoluating'on engines candition

:ii:

Etamples in practice,

to determine when

seruice is needed,

Sflffief,4,trfstff&'tr gf,#y$ - flsier Ser*rius

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Cosfs and benefits of candition bosed naintensnce,

Redundent prupulsiun on tonker newbuildings,

rl

Shaft genemtorslemergencg propulsion,

,$nq,,4?'[AS " ,ffi

,&f

Priryary engine emission control,

::i Eenefits

#ec'Asr

otf

controlling emissions without ofter trestment

or water,

USffr EXPERIENCE WITH ff,U/SSION/

::,,

REDUCTION EQAIPMENT

{"4 fl#trPdf"f.lfi ff#F#B#Itr:,' Psfrr \ rsssr

Enission reduction options within,a foar sbohe engine,

Panel sessior, with contributions from users af:

i;: Direct Woter Injedion

- Henrih Bacher

N ew turbschorger rong e,

;!i Selectiae Crittilytk Reduction - Henrik Eaihlr.:r

Design

i*:: Fuel water Emulsian.

:i;i,

Realisotion ond ronge of the new turbotharger runge,

Humid Air Motor - Ulf llagstr$m

criteio for

o new generotian of furbothargers,

,&f,4ffS&Efl ,4il'#,$trf## " &fr Studte

SPACE AT THE CONFBNENCB TS IIMITED

. RESERVE YOUN PMCE

TODAY

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&xperiente with gas turbixes"

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PRI ORITY BOOKII{ G

Please register me for the

FORII

llotor Ship

Nlarine Propulsion Conference

qip

FOUR fAST WAYS TO BAOK I{OW

Fsx the form to

lennifer Clarke at Falio Consultonts

on +44 $)1372 84fi12

Telephane Folio Consultonts an +44

20fl 1

E -ma

il

84fi1|

1372

P oulfolio@ sol,cam

Family l,{ame:

Mail to Jennifer Clsrke at Falio Consultonts, Broeside,

First Nome:

High Street,?rshatt, Suneg, KT22 1lP, UK

llrlllrslMsl\ther:

DATE AND VBNUE

Company:

The Conference will be held st:

The Bollroom, Crosuenor House Hotel, Pork Lane,

lah TitlelPosition:

Landon, United Kingdom

on 22nd & 23rd Msrth 2001
Countrg:

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Telephone:

The fee for ottending the Conference is

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at

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thk form

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to

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oddress

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space

is

of

your cumpuny,

Limited

oaailable in the Conference lenue,

oduertising con be ploced in the Conferefice plp,lrs, and we

can distribute campnny literoture,

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proyanme without notice if circunsfunces reqube,

. RESERVE YOUR PTACE TODAY

luliibrshin

Smoke emission from

medium-speed diesel engines

Ioannis IC Mikedis
Superintendent Engineer, Technical Departrnent
Celebrity Cruises

Ioannis Mikedis is currently a superintendent engineer of

Celebrity Cruises' technical department in Miami, Florida. He
is responsible for a variety of technical matters pertaining to
the operation and safety of the vessel(s) to which he is
assigned. These extend from maintenance and dry-docking
issues to class and flag-administration requirements, and
include environmental regulations. He is a graduate in
electrical engineering and has worked for Celebrity Cruises for
three years. He has also worked as an engineer onboard both
cargo and passenger ships. He is an active member of SNAME,
ASME and IEEE.

257

MlitorShin

Smoke emission from medium-speed diesel

engrnes

Horst W. Koehler
Manager of Technical Promotion
MAN B&W Diesel

Horst Koehler is currently responsible for technical promotion

at MAN B&W Diesel in Augsburg, Germany. He is a graduate
mechanical engineer and joined the Augsburg works of what
was then MAN in 1965 as a research engineer in the R&D
department. His experience since the mid-1970s has
predominantly been associated with turbocharger calculatior!
testing, matching and sales.
Last year he was awarded the Akroyd Stuart Memorial Prize
of the Institute of Diesel and Gas Turbine Engineers for his
study Diesel Engines and Gas Turbines in Cruise Vessel Propulsion.

252

Smoke emission from

medium-speed diesel engines
SUMMARY

in the sensitive area

The environmental regulations related to the emissions from marine diesel engines
expressedare
views
The
of Alaska and the available solutions are the subject of the following Paper.
design' The
both in terms of retrofit of the existing technologies and in terms of new ideas in engine
views and
and the manufacturer's views are exp"ressed and both sides are going to present

op"ruio.,,

co-*o.,

ideas for addressing this issue.

CELEBRITY CRUISES COMPANY PROFILE

ShiPholding-Group
In1990,the company started as a joint venture between Chandris Co and Overseas
and a year later of
Horizo-n
of
Germany,
(OSG) with the construction at Meyer Werft in Papenburg,
(Figure.L) and
Galaxy
2enitit.The company,s expansion cbntinued with ihr"" -6r" vessels, century,
Mrrrury.At the.ontpteuor, of Mercury and after about ayear (1998) it merged withRoyalCaribbean
of the world's
International to forrri the Royal Caribdean Cruises Ltd (RCCL). The merger created one
of 38,000'
capacity
with-a-passenger
ships
largest cruise lines. The fleei currently numbers L9 modern
cruise
the
of
markets
Still however the two brand, op"rit" independently focusittg on different
industry.

igure L : G alaxy alongside in J uneau (AK)

of
For the last few years the company has been in the process of expanding to include construction
more
to
even
four gas turbine ships at Chantier de l'Rtlantique yard_ in France. This came as a response
deminding environmental regulations, and ire need to lead in this so technological and-marketing
Millrnnium,
heavily coipetitive market of International cruise industry. The first vessel of its class, GTS
year.
this
was dehvered ]une of 2000 and the second, GTS lnfinity, is due in Mardr of
(Florida, US) and San
Celebrity,s itineraries include 7-d,ay and L0-day cruises out of Pt. Everglades
of Vancouver and
out
Bermuda
and
Alaska
in
l"r" ipnl'auring the winter season ind,7-d,ay "rlir"t
has expanded in
company
the
New York respectively during the summe, ,"uro.. For the last two Y!a1s
extends to
the European, and ttii, y"rJin South American, market. The combined fleets' itinerary
England'
Alaska liuhu*ur, Bermuda, Canada, Caribbean, Europe, Far East, Hawaii, Mexico' New
Panama Canal, Russi4 Scandinavia, and South America'

253

lUlilitorShin

TECHNICAL CHARACTERISTICS OF CELEBRITY'S FLEET

Fourmedium-speed four-stroke MAN B&W engines comprise the propulsion arrangementof our first
five vessels. Specifically, the Horizon class (Figure 2) is propelled by two groups of 9L and 6L 40154
engines and the Century dass (Figure 3) by two groups of 9L and 6L48160 engines (Table 1).

Horizon Class
208 m- 682.4ft
21.4knots
Liberia

Liberia lPanama

LRS,1.OOA1"

LRS,].OOA1

1781

2681

2x9L40154&2x 6L40154
19,980kw (27,172bhp)

2x9L48160&2x 6L48160
3t,5oo kw (42,u0 bhp)

3x 6L 40154
2 x 1,600 kW (92,17 5 bhp) ea.
2 x 1000 kW (1,360 bhp) ea.

4x6L40154-4100 kWea.
3 x 1400 kW (1905bhp) ea.
2x l4UU kW (1YU5 bhp) ea.

LenqthOverall
Maximum Speed
Registry
Classification Society
Max. Passenger Capacity
Propulsion (MAN B&W)
Power Output total
Electrical Generation

(MANB&w)
Bow Thruster Output
Stern Thruster Output
Table

: General oessel-class chnracteristics.

F igure 2 :

Horizon-class engine room

Figurel. Century

class engineroom

254

Century Class
263.90

m-866 ft

22.4lcnots

lUfurShip

LRS EP-NOTATION & ISO 14001

As part of Celebrity's effort to go above and beyond the requirements of the regulations, the company

applied for and upon rigorous inspection and auditing accomplished, receipt in 2000 of the
Environmental Protection-Notation from Lloyd's Register of Shipping (EP-Notation) for all three of our
Century class vessels. Celebrity became the first world wide maritime company to receive this notation
fromLRS.
In relation to smoke emission the requirements as expressed in Regs: 2.2.3 &.2.3.2 called for:

a)

NOx emission requirements for engine speed of 500 rpm of: 12.9 glk\Nh

b)

SOx fuel oil contentrequirements of'[..S%m/m (mass of fuel/mass of sulfur)

Further to the above, the company has also received, 1n1999, the ISO 14001 Certification from Lloyd's
for if s environmental management system.
CELEBRITY'S COMMITMENT TO ENVIRONMENTAL REGULATIONS
Owing to the extensive itinerary, Celebrity was obliged from the very beginning to address the serious
issues related to the protection of the environment. The company therefore established a
comprehensive and very intense environmental poliry. This poliry outlined all the areas, which
Celebrity was going to focus. The company's primary focus extends not only to the waste handling
(food, wateq dremical and medical) but also to the emission control (visible and NOx/SOx).

The most environmentally sensitive area of operations for the fleet in terms of smoke emission
regulation is Alaska. In the coming years stricter regulations are expected in almost all the areas
Celebrity is trading.
Among the regulations the company has to fulfillin the seawaters of Alask+ and in particular the
emission restrictions applied, is AAC 50.100 MARINE VESSELS where it states:

"Within three miles of the Alaska coastline, visible emissions from a marine vessel, exduding
condensed water vapo4 may not reduce visibility through the exhaust effluent by more il'wrAl% except
as

follows:

(1)

While at berth or at anchor, visibility may be reduced by up to 100/o for periods aggregating no
morethan
(a) three minutes in any one hour;
(b) an additional three minutes immediately after the initial startup of a diesel-driven vesse!

During the hour immediately after weighing anchor or casting off, visibility may be reduced
under one,butnotboth, of the following options:
(a) visibility may be reduced by up to 40/o for that entire hour; or
(b) visibility may be reduced by rry to 100/o for periods aggregating no more than nine
minutes during that hour;

(3)

During the hour immediately before the completion of all manoeuwes to andror or make fast to
the shore, visibility may be reduced under one, but not both, of the following options:
(a) visibility may be reduced by up to 40/o for that entire hour; or
(b) visibititymaybereducedby upto100/o forperiods aggregatingnomorethannine
minutes during thathour; and

(4)

At any other time, visibility may be reduced by up to

three minutes in any one hour."
255

100% for periods aggregating no more than

lUliirbrShip

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Figure 4: Visible Emission Obseraation F arm (Method 9)

The method employed by the Alaska authorities to ensure compliance to the above regulation is the
so-called Method 9 of the US-Environmental Protection Agenry GPA). Briefly described, the method
involves the determination of the opacity as "an average of 24 consecutive observations recorded at L5second intervals" (Figure 4). The average is determined by adding all24 observations (in a 6-minute
interval) and dividing them by 24. Records of start and stop time, ambient temperature, relative
humidity, wind speed and direction, Sun's orientation related to the target and observe4 background
colou4, sky condition, distance from observe4 and heights above ground level and relative to observer
are made and assist in the final determination (Figure 4).

These visual observations are based on the human factor (observer's eye) as to the capability,
experience and proper certification of the inspector, to determine the percentage of opacity taking into
consideration the water vapors formed near the smoke stad<. From our experience the evaluation may
vary considerably. However at the present time this is the established way which the Alaska
environmental authorities accept to the disadvantage of operators who are using dean exhaust diesels,
with almost soot-free plumes still visible in certain weather conditions (Figure 5). Further details of the
method are beyond the scope of the present effort and are left for the interested reader to investigate.

256

lVltitorSlhir

.qt

t*
,q,r

,q,

,q,
.q
o

s!6ffi

Figure 5: Typical smoke

aalues

*-rrLalril,

for engine before and after modifications

MAN B&WANTI-SMOKE PACKAGE ON BOARD GALAXYAND MERCURY

Since the time Celebrity Cruises started treading in Alaska in the mid-90s, the issue of emissions was
brought to the forefront of our attention. Company's reaction involved comprehensive discussion with
the engine manufacturer (MAN B&W) and the vessels' shipyard (Meyer Werft) on short-term and longterm solutions. Furtherrnore, the company employed visible emission readers whose responsibility was
to produce emission readings on each of company vessels' calls to |uneau, Alaska. The emission
measurements were communicated to both companies' headquarters.

As a resulf the modifications proposed initially were to operate only two engines (9L 481 60) during
the approach and departure from the ports or ir *y sensitive areas (Alaska's Glacier Bay). The intent
was to avoid any unnecessary or excessive use of engine and thruster power and to operate the engines
at a higher load during murneuvering, therefore closer to their optimum operating levels in terms of
visible emissions. The efforts produced relativelybetter result however still allowing significant space
for improvements.

For a long time MAN B&W was working on improving the smoke emissions of its engines and
proposed, as a long-term modificatiory the one listed below, which became known as the Anti-smoke
Package. BothGalaxy andMercury were modified in 1998 withimproved results (Figure 5).
In brief the package involved the following and it can be considered as a pre-version to the so-called IS
version described below:
Change in nozzle specification from 0.72 to 0.68mm.
Charge airbypass atpower loadsof 20-65%.
Charge air preheating to 80 "C.
Installation of the ]et Assist system for the turbochargers.
Installation of auxiliary blowers.
Nozzle modification with shorter stack hole (Figure 6).

Cylinder shutoff below power loads of less lJr.an 5% .

Alaska-mode for engine RPMless than420.
Clutch lirniter.

257

lUliltorShin

new design

A Smoke

index
xl%1

lmprovement
new - to previous design

2A
10

0
10
Load [%]

Figure 6: Newly dnteloped seat insert for

the

20

fuel injection nozzle for better smoke aalues

In a final analysis, those efforts could be considered successful owing to various measurable and
visible improvements (Figures 7 & 8), however the reaction from the Alaska Department of
Environmental Conservation was not the expected one. Mercury was cited three times last year for
violation of the Alaska Air Quality Control Plan. The observation period was during vessells hoteling
in Juneau. Galaxy was cited once, and the observation period was just upon arrival and during
hoteling at the same port.

Figure 7: Typical oisfule-smolcc emissions (during start up or maneuaering)

258

lUliibrShip

Figure 8: Emissions after engine modifi.cations

Further to the above actions it was Celebrity's decision to replace the fuel used during standard
itineraries from IFO 380 to a lighter IFO 180 (Table 2). This move was in an effort to keep the sulphur
content within a level that would facilitate better emission results.
Parameter

Result

Specification
(RME25)

Additional Parameters

Result

Density @ L5 "C (kg/m3)

API sravity
Viscosity @ 100 "C (cSt)
Upper pour point ("C)
Carbon residue /o (mass)
Ash% (mass)
Water % (vol)
Sulphur /o (mass)
Totalsediment% (mass)
Vanadium (pp*)
Al + Si (ppn )
Flashpoint ('C)

958.1

991.0 max

L50.87

1.6.11

11.20

19.4

25max

30

Viscosity @ 50'C (cSt)

Sodium (ppm)
Aluminum (ppm)
Silicon (ppm)
Calcium (ppm)
Iron (ppm)
Lead (pp*)
Nickel (pprn)
Zinc (ppm)
Phosphorus (ppm)

Table 2: Typical

12.05
0.033
<0.01
1..84

0.01

53
18

>65

min

max
15 max

0.Lmax
l max
5 max
0.10 max
200 max
80 max
60 mir:t

fuel analysis results for IFO L80 (Vancoutser, BC)

259

12
6

12
6
6
1

L4
1
L

IUliftorShin

FURTHER ACTIONS TO IMPROVE EMISSIONS

Upon delivery of the ships from the yard a1l company's vessels were equipped with an infrafone
exhaust gas economiser and stack smoke residual cleaning equipment.
As a guide to Masters the company installed a continuous opacity monitor with digital readout both
in the engine control room which indicates the exhaust gas permeability to light. The
indicator reads a percentage value, empirically associated to the readings from the smoke readers of
Alaska. The monitor is installed in the exhaust trunk of the two 9L 481 60 main engines because those
engines are in operation during approach or departure from any Alaska port.
at the bridge and

Furthermore, the company installed a camera on the forward mast and monitors (both at the bridge
and engine control room) in order to visually monitor emissions and adjust our engines' operation
accordingly (Figure 9).

Eigure 9: A typical smoke obseraation during oessel's hoteling in luneau Alaska

As an additional preparation of the engines for the Alaska trading, and prior to the

vessels'

corunencement of the itineraries, the crew on board perform inspections or overhaulings in order to
ensure optimum operation and reduction of emissions. Furthermore the crew proceed to a thorough
cleaning of the exhaust gas economisers and adjustrnents of the oil-fired boilers and incinerators.

Celebrity is always in close co-operation with the people in MAN B&W allowing them to
immediately mobilise an engine specialist for reconfirmation of the optimum settings for the operation
of our engines and the performance of emission readings, whenever it is required. This co-operation
does not stop at the service and operation side, it also extends to the bilateral and open sharing of
informatioru data and experience in an effort to continuously improve the system. As a result both
companies have accomplished the building of trust and honesty found only in long lasting friendships.
DIESEL ENGINES AND THEIR POLLUIANTS
Cruise industry is thriving in Alaska stimulating the state's economy. About one quarter of Alaska's
population (of approximately 620,000) makes its living directly or indirecfly, from the cruise sector. The
cruise lines serving the area are now helping make the sensitive glacier region a clean area by
minimising aiq, water and noise pollution. In many cases cruise lines such as Celebrity Cruises exceed
the existing international emission regulations and are voluntarily pumping money into new
technologies to make their ships even greener.

260

lUltiibrShip

Eigure 10: Typical MAI,I BAW 45150 Vee-type oryine on the test-bed

State-of-the-art diesel engines are economically leading prime movers of such vessels (Figure 10). As
regards fuel consumptioru and, consequently, carbon dioxide (CO2) emission, diesel engines are the
most effective of all available internal combustion engines. They have been realigned to meet clean air
act standards for hy&ocarbons (HC), carbon monoxide (CO) and oxides of nitrogen (NOx).
The industryhas adopted NOx reductionas a top priority developmentaimwithinthe lastfewyears,
resulting in a reduction to one-digit values. In a selective catalytic reduction (SCR) process, using urea as
reducing agen! a NOx level of as low as approximately 2 g / kWh can be adrieved (Figure LL ). Where the
NOx level of a diesel engine is controlled by engine-internal measures only, researchers and developers
are faced with the well-known trade-off effect between nitrogen oxides, fuel consumption and soot
production: when NOx is reduced by measures which lower combustion peak temperafures, the fuel
consumption rate (and therefore CO2 emission) as well as soot production will increase. Therefore
additional efforts are necessary to avoid increases in fuel consumption and soot emission.

NOx

Islkwhl

I'E

::.."*

Ww,

VIO

se es

w VIO+I

MU.L] lll

w_
vith

)rmer 3fies

uNv

l.lI
I

Jower

-;lean

icR

IAM

AIE

esrgn

Swed ;h due,

r8.OO,

rated englne speed lrpml

Figure 11: MAN BtW medium-speed engines in relation to NOx leoels

267

rvtiiibrshin

Sulphur oxide (SOx) emission is directly linked to the sulphur content of the fuel. There is nothing
engine manufacturers can do to prevent the generation of SOx. A sensible way to avoid the SOx
problem is use of low-sulphur fuels: a typical 380 cSt bunker fuel (FtrO) with 3 /o sulphur causes a SOx
emission of approx. 65 kg per ton of fuel bumed. If low-sulphur fuel with only 0.5 % sulphur is
bunkered SOx emission will be only about L0 kg/ton.
The drawback for the operator: low-sulphur marine diesel oils (MDO, MGO) cost about twice as
mudr as I{FO. For instance the mid lanuary 2001 bunker prices in Rotterdarn were 105 U9$ for a typical
380cSttuel and2L8 US-$ forMDO.
PARTICULATES, SOOT AND SMOKE
With the engine builders' strong efforts aiming at NOx reduction whilst maintaining the excellent fuel
efficienry of modern diesel engines, ihe particulate emission aspect in marine applications initially has not
received the same attention. Particulate generation is very complex, depends on flumy factors and is not
fullyunderstood. Dieselparticulatesrepresentarather complex mixfure of elementalcarborL ash, minerals,
phosphates, wear partides and a variety of partly bumed or unburned hydrocarbon elements from the lub
oil and the fuel. According to literature, carbon might make up about 80 % of the total particulate mass.
Abottt7}% of the total carbonis elementalcarboru therestisintheformof organiccompounds. Asizerange
of less than 1-micron encompasses approximately 90 % of diesel particulate matter.

primary
aim of all current research work to investigate in detail the soot oxidation and its influencing
parameters. Whilst soot particles themselves are not toxic, the potentialhazard posed by the build-up
of liquid hydrocarbons is seen critically by many.
Soot emission is the net result of soot formation and subsequent soot oxidation, and it is the

With modern medium-speed diesel engines with optimised injection and combustiorL soot and the
other solid particles together constitute no more than about 0.003 % of the total engine exhaust. This is
by far the smallest component in the pollutant equation (Figure 1"2). Whereas SOx emission of a modern
medium-speed diesel engine can be up to 15 g/kwh (HFO wildr. 4% sulphur), the total particulate
matter (induding the soot fraction) is typically only around 0.25 g/kwh. Although such figures at first
glance do not i*ply a real threat, today's problems with diesel engines lay with particulates emitted as
dark or black smoke from engines. So one of the greatest drallenges in further upgrading the diesel
process is a reduction in particles/soot and, with it, visible smoke.

-1
s.' m

6%

GO?

ID

8:1?6

HrO

o
a
113%
o
E 75
o

o?

{-Pollutants 0.3 Ya

IP

rticutats matter
l- 30

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:HH=

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!c

.o

CD

74.3%

$o,

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g

10

(E

E
o1

NO.

17

25

0
Figure L2: Exhaust gas components of a diesel engine (HFO-7% sulfur)

10

tutiilbrshin

It seems there is a clear relation between the level of soot formation and the type of fuel used, heavy
fuel-oil combustion generating substantially greater volumes of particles than the burning of clean
diesel oils. It is the general understanding that a linear dependence exists between the Conradson
carbon residue in the fuel and the particulate mass.

At high loads, the combustion in a diesel engine is more or less smoke-free, which is to be seen in the
fairly clear smoke plumes emanating from a ship's funnel. But the sharp increase in power density of
today's diesel engines has increased the following miss-match: the higher the rylinder output, i.e. the
mean effective pressure of the engine, the poorer at low loads the harmonisation between the engine
and the exhaust-gas turbocharger arq owing to the lag in air supply. This is even more pronounced
during rapid acceleration. Under such conditions the turbocharger delivers less boost pressure and
therefore less combustion air than the engine would need for complete combustion - the fuel-air ratio is
too rich, the engine smokes.

Lr particularly endangered and specially protected leisure areas, large cruise vessels are restricted to
operation in the slow steaming (: soot-producing) mode. The visible manifestation of excessive soot is
dark to black smoke, emanating from the ship's funnel.

VISIBILITY OF DIESEL SMOKE

Atraditionalmeasure of the combustion quality und a kaditionalway of qualifying the partide emission
is to measure the smoke intensity. The exhaust gas plume above the top of the stack may be visible for
several teasons, e.g. its content of particulate matter and / or nitrogen dioxide (NO2), or condensing water
vapor. The darkness of a plume is a mere visual criterion and does not necessarily indicate that an engine
is polluting. Likewise, a smoke-free exhaust from the funnel does not necessarily mean that the exhaust is
clean. This is demonstrated by Figure 13, a photo taken during the moming hours of a sunny day in
summer 2000: the exhausts from the chimneys appear dark, but they are (harmless) water vapor plumes
leaving the stacks of the world's most modern paper madrine plant, commissioned last year (a company
located just adjacent the grounds of MAN B&W in Augsburg, Germany).

Figure L3: Clean water aapor plumes seen against

a cloudy

morning sky

This immediatelyraises the questionwhatthe resultof anEPAobserverwouldbg who observes such

plume. As already indicated in the first part of this paper, his current visual measurement is highly
subjective and may be considerably influenced by the on-site atnospheric conditions and the coloring
ofthe background.
a

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With the sun's brightness and sky position giving the same exhaust plumes completely different
appearances during the course of the day and a year, the question of visibility is even further
complicated: the larger the engine, the more it is likely that the exhaust gas plume of a diesel engine will
become visible. For identical smoke value readings of an exhaust gas, a truck engine would show
almostno visible smoke emission, whereas the exhaust gas leaving a large-bore diesel engine would be
visible. The reason: the greater the diameter of the plumq the greater the amount of light it will absorb.
To avoid wrong interpretations, only accurate smoke measurements could answer the question
whether or not a vessel is emitting excessive soot. Available methods to measure smoke and opacity
vary and the figures achieved from the different methods are not comparable. The most common
methods to measure smoke are Bosdr and Bacharachsmoke nurnber and the ringelmannmethod.
The Bosch and the Bacharac.hmethods express the extent of blackening of a piece of white filter pape1,
a certain volume of exhaust gas has passed whereas the Ringelman method exPresses
the percentage of light disappearing when passing through a certain path length of exhaust gas.

through which

Since many years, MAN B&W has been using the Bosch equipment as a standard for measuring
smoke values on test engines at the company's test bed and at site. Based on the engine srzeL lY 48 I 50,
an engine with a bore of 480 mm and a stroke of 600 mm (rated at L 050 kW lql), the smoke visibility
limit lies between approx. 0.3 and 0.4 Bosch values. When specifying the new IS engine versions (no
visible smoke emission caused by soot productionl it was the aim of MAN B&W to have no visible
smoke during instransient operation from idling (no load) to fullload by considerably reducing the soot

production during combustion.

POSSIBILITIES TO CUT SMOKE
Particle and therefore smoke emission control is not a one-way road. Several options are described in
the literature and available from the industry. A few of them are listed here, however without taking
into consideration their feasibility and practicability:

.
.
o
r

Variable-geometry turbocharger with adjustable nozzle ring flow area that provides a better
match between the turbodrarger and the diesel engine at lower loads.
Common rail fuel injection for FIFO which allows post and multiple fuel injection
pressure fuel injection at low loads.

as

well

as

high-

Turbodrarger optimised for part-load operation combined with supply of auxiliary air during
engine operation at low and lowest loads as well as idling.
LIse of improved SCR technology for considerable
soot production can be reduced by rtp to 40 %).

NOx reduction of 90 % and more (with SCR

Use of dffierentfuels (natural gas, dimethylether,

Development of effective soot-filter systems for large-bore diesel engines with self-regeneration.

DME hydrogen).

MAN B&W has gathered basic in-house and field experience with some of these options and has
carefully studied their effects on smoke reduction. Worthy of mention is that an electronically controlled
fuelinjectionsystemwas already developed and testedinthe mid-T0sforlow-speed dieselengines.Itwas
accepted by the dass societies, but owing to the limited market acceptance of electronically controlled
equipment at that time the system was not introduced into production engines. Today, with ihe publiCs
growing environmental protection awareness, the situation has completely changed and common rail is a
perfect method for a befter tradeoff between NOx emissiory fuel consumption and soot production.

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Likewise, a variable-pltdt nozzle ring was tested in MAN B&W-built exhaust-gas turbochargers
about two decades ago. The precision-cast profiled nozzle vanes were seated in ceramic bushes.
Between an output range of 25 and 50 %,lhenozzle ring's flow area could be reduced by approximately
25 %.This resulted in a considerable improvement in part-load charge air pressure, air mass, gas
temperafure, exhaust gas discoloratiory specific fuel consumption and engine acceleration response.
Some of the soot-suppressing measures which are discussed today are not yet available for large-bore
diesel engines, associated with high costs, have not yet been proven in long-term field operation and / or
are risky to be used (or cannot be used) as long as low-grade heavy fuel-oils with sulphur are used.

MAN B&W targeted an economic soot suppressing technology for HFO diesel engines with still
acceptable extra space requirement in the macJrinery rooms, a solution that neither makes the engine
less reliable, less available or less effective. The system should be available immediately to fuIfill the
needs of the cruise and ferry industry. A technical solution was suggested whose main components had
been already tested on vessels operated by Celebrity Cruises in the Alaskan waters (first part of this

paper).

It was the aim to have an exhaust gas plume free of visible smoke, even at lowest load levels and
idling. Consequenfly the kade mark IS engine was born (IS as abbreviation for invisible smoke), and the
first IS production engine, altV 481 60-15 rated at14.7 NTV{, was publicly operated for the international
tec-hnical press, operators and consultants on MAN B&W's test bed end of September 2000.
THE IS PACKAGE
The anti-smoke package is a highly flexible solutiory because, depending on the power requirements,
not always the fuIl IS system is needed. As mentioned, smoke emission from properly adjusted diesel
engines running at high loads normally is not the major problem, but the most critical situation (next to
transient operation) is idling and lowest load below 20 %.For this scenario the fullIS package looks as
follows:

Charge-airpreheating

Part-loadnozzles(injection noz.zleswithsmallerbores)

Turbodrarger with waste-gate, optimized for part-load

Charge-airbypass

-/

.11{--

vr'

-80

Eigure L4.

265

ItliitorSlrin

r
.

Electrically driven auxiliaryblower for slow steaming (Figure 14)

Fuel-water emulsification (FWE) combined with variable injection timing below 80 % load (n
order to simultaneously achieve a very low NOx emission far below the IMO limit). (Figure 15)

The fuel-water emulsification is active with only L5 to 20 % water amount throughout the whole
operating range, except at loads below 20 % where the water content can be reduced if necessary to
avoid white smoke. The injection timing is only retarded below 80 /o engSne load in order to maintain
the operating data in the upper load range unaffected. A NOx rycle value of 6.7 g lkWh + 20 % in the E2
rycle is achieved.

Figure 15: Fuel-water emulsification unit, deaelopedby ELWA and MAN BtW

It should be mentioned that, contrary to other methods of feeding water into the combustion space,
FWE has a slight positive effect on smoke emission reduction, particularly at part load. Other engine
manufacturers have also confirmed this. As long as only maximum 30 % water is injected through the
standard injection valve, there is no negative effect on specific fueloil consumption.

Without strict requirements to achieve NOx levels far below the IMO limit curvg the F\AIE unit and
variable injection timing can be dispensed with. If a vessel's schedule almost never requires engine
loads below 20 %, there is no need to have the auxiliary blower in the IS system either.
RESULTS
As indicated by Figure 16, the biggest improvement in the efforts to get lower smoke readings was
adrieved with comparatively easy measures"
Irr terms of Bosdr smoke number, without any modification an earlier L lV 481 60 standard engine as
delivered in 1996 was heavily smoking below 4O % load (measured Bosch smoke number of more than 2 at
noload). Preheatingthe charge-airfromabout45-50 oCto aboutS0 oCresultedinasmokerurmberreduction
by 0.5 units (at idling). With smaller (0.68 mm) injection bores (instead of the earlier 0.72 mm versions), ihe
smoke reading was L.25, still far above the limit of smoke visibility of 0.3 - 0.4 on the Bosc-h scale.

266

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A considerable improvement was recorded with the optirnised turbocharger with waste-gate and
part-load air bypass. As mentioned, FWE improved the situation and, finally, the auxiliary blower
ensured Bosdr values at zero load which were just below the visibility limit.
The conclusion from Figure L6 is, tha! at idling, the IS package reduces the smoke index of the
engine's exhaust gas by a factor of 7 arrd, at 1.0 % load, by a factor of about 5. This indicates a drastic
reduction in soot production. Consequently, the amount of possible mutagens and carcinogens
absorbed on to particulates is also considerably decreased.
L / 48/60
F*irnorrroan""ii*(rs-so):_}I

o
a

load nozzle

1,5 B
x
o

tllto:
Part load Brbocharger with

tt

r! o

wast-gate
cherge air blow by,
c*arge air preheating
part load nozzle

E
v,

95_ _

,S package
(lMO, sdditional blower, FWE)

20

o
30

tlnrli or
visibility

Output %

Figure 16: Bosch smoke readings for LIV 48160 utith different modifications
The above is valid for instransient operation. Additional meaflrres for smoke emission improvements
during transient engine operation (acceleration, load acceptance) include coupling limiters and start
limiters in the electronic speed governo{, as well as the jet assist technology to improve turbocharger
running up from low speeds. In case the jet assist system of the turbocharger does not work on the
starting air supply of the engines, but rather has an air supply of its owrL the 'boosted' periods with

auxiliary air supply into the turbocharger's compressor housing can be extended, resulting in lower
smokereadings.

DISCUSSION
As outlined above, the IS system functions very effectively, and as far as known to the authors the
adrieved smoke reduction at idling and low load is much better than with any other existing technique.
Howeveq, although so much of the constituents that produce visible smoke are no longer part of the
exhaust gas mass, the biggest surprise - and a strong stimulus for ongoing further development work
at MAN B&W - was the firdir,g that with an exhaust Bosch smoke number of less than 0.3, the exhaust
gas plumes actually are invisible on sunny days. At rainy weather conditions (humidity above
approximately 70 %),howeveL the plumes suddenly and unexpectedly became visible again - despite
the fact that the IS package has drastically decreased the soot production. There seems to be a strong
influence of aknosphericparameters onengines'plume visibilitywithhumidity as a strongparameter.
Developers so far were not aware of such effects because they obviously are superimposed by the
standard engine's high sootproduction rate.
The question why diesel engines' exhaust plumes from the stack, almost freed from the soot fraction,
still visible under certain circumstances, is a question equally directed to physicists and
meteorologists and to engineers.
can become

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lUliitorShin

MAN B&W has launched a research program in close co-operation with several renowned German
research institutes to find the answer to this newly raised question. Hopefully it will be possible to
present the results of this study at the next Marine Propulsion Conference.
CONCLUDING REMARKS
Even L04 years after the world's first'marketable' diesel engine was running up in the Augsburg works
under the supervision of a proud Rudolf Diesel, his successful engine obviously still hides some secrets.

Solving these secrets promises enough interesting work for our today's engineers and their follow-on
generation. .- __/

268