The methodology used in defining air pollution from ships mooring in ports

Scientific Journals Maritime University of Szczecin Zeszyty Naukowe Akademia Morska w Szczecinie 2013, 36(108) z. 2 pp. 17 22 2013, 36(108) z. 2 s. 17 22 ISSN 1733-8670 The methodology used in defining air pollution from ships mooring in ports Tadeusz Borkowski, Grzegorz Nicewicz, Dariusz Tarnapowicz Maritime University of Szczecin 70-500 Szczecin, ul. Wały Chrobrego 1 2, e-mail: {t.borkowski;g.nicewicz;d.tarnapowicz}@am.szczecin.pl Key words: generator efficiency, electric power load, marine auxiliary engines, exhaust gas emission Abstract Diesel main and auxiliary engines are main sources of air pollution from ships mooring in ports. Auxiliary engines are used in electrical grids that are essential for the operation of a ship. In many reports and academic publications the estimated amount of exhaust emission, calculated by means of the assumed marine auxiliary engine load factor, is used in order to assess the operation of marine power plants with respect to environmental protection. The factors influencing the marine auxiliary engine load factors are: the auxiliary engine excess power versus generator power and generator efficiency. However, these factors are rarely taken into account. In the present paper the importance of engine excess power and the efficiency of marine generating sets for the evaluation of real auxiliary engines load and exhaust emission related to it is discussed. Besides, the results of in-service experience of exhaust emission from marine auxiliary engines on the example of Ro-Pax vessel are presented. Introduction The evaluation of the influence of the port on the natural environment plays an important role in its management and potential modernization and development. What is more, it is essential to evaluate the amount of exhaust gas emission from ships located in ports. One of the main sources of exhaust gas emission from ships mooring in ports are marine generating sets [1]. Evaluating the amount of exhaust gas emission from generating sets and developing methods to control it are key issues in environmental protection, especially in coastal management [1, 2, 3]. Nowadays, the commonly used methodology evaluating the exhaust gas emission from ship utilizes data from ship, port registry and classification societies records and other source materials [4, 5]. The estimated amount of particular components of exhaust gas emission from marine generating sets is determined by the following relation [4, 5]: E P LFAE A EF (1) E component of exhaust gas emission [g]; P nominal power of the installed engine [kw]; LF AE auxiliary engine load factor [%]; A working time [h]; EF component of exhaust emission indicator [g/kwh]. Organizations and institutions dealing with issues and research related to marine propulsion systems, including marine generating sets, with respect to safety and ecology recommend using average load factors to evaluate the amount of exhaust gas emission [4, 5]. Depending on the kind of vessel or its specific operational mode, the collation of various engine load factor is worked out on the basis of data from vessel register, ship-owner records and interviews with masters of vessels, chief engineers and pilot station staff [4, 5]. In the case of auxiliary engines the load is unfortunately equated with the generating set load, which, according to the authors of this paper, is an oversimplification and may result in serious errors. The inventory methodology of the total exhaust gas emission in the port area is used as well and, as a result, the amount of exhaust gas emission from Zeszyty Naukowe 36(108) z. 2 17

Tadeusz Borkowski, Grzegorz Nicewicz, Dariusz Tarnapowicz ships located in ports subjects to the quantitative assessment on the basis of frequency of calls made by ships at the port. In this case the relation (1) will remain the basis for the evaluation of the efficiency of a particular power unit. However, the amount of exhaust gas emission from ships located in the port for a particular vessel during an estimated period can be assessed by means of the following relation [5]: Emissions hotel calls P tonnes LF 10 6 hotel aux aux hrs call hotel g (2) Calls the number of ship calls in the port; P aux nominal power of installed auxiliary engines [kw]; hrs time spent by the ship at the wharf call hotel during a single call in the port [h]; LF hotel[aux] auxiliary engines load factor [%]; EF [aux] emission factor of auxiliary engines [g/kwh]; tonnes 10 6 conversion factor. g Estimating the real load factor of auxiliary engines Generating set electrical load, recorded by active power meters in the generator panels of the main switchboard (MSB) or by measuring cards in the computer power station monitoring system, is not tantamount to the auxiliary engine load, which has been discussed later on [6]. In order to determine the effective auxiliary engine load we need to take into account the excess power of auxiliary engines versus the nominal electric active power of generator, as well as generator efficiency [6]. The auxiliary engines load factor taking the engine excess power and generator efficiency into accounts is then determined by the following relation [6]: LF LF GS AE (3) G NM LF AE auxiliary engine load factor; LF GS generator load factor; G generator efficiency; α NM the auxiliary engine excess power factor versus generator power. P1 The authors of this paper determined the generator set load factors of various cargo ships based on operational data of electrical grid load [7]. They took the auxiliary engine excess power in relation to the generator into account and assumed the generator effectiveness to be at the level of 0.95. The results obtained in this way vary significantly from results presented in international reports. A more thorough analysis of the determination of auxiliary engine load factor in relation to the estimation of exhaust gas emission shows that assuming that generator efficiency is at a stable level is an oversimplification which will be discussed in detail below. Generator efficiency Generator efficiency (in shipbuilding synchronous generators are in common use) can be given by the following formula: G (4) P1 P G generator efficiency; P 2 active power output; P 1 power input; P the total loss of synchronous generator. Mechanical power that is transferred from the auxiliary engine to generator is only partially transformed into electric active power. Loses inside the generator are formed. Energy loses can be divided into losses in the rotor and in the stator. The losses generated in the rotor are the sum of mechanical losses P MECH and losses of excitation P W, and the losses generated in the stator are the sum of copper loss P Cu and iron loss P Fe (Fig. 1). P 1 P MECH P W P Cu P Fe P MECH P W P Cu P Fe Fig. 1. The assessment of power losses in synchronous generator Mechanical losses are related to the power loss to friction in bearing and air friction losses dependent on angular velocity. The angular velocity of generator is stable and does not depend on the load, and, as a result, the mechanical losses P MECH P 2 18 Scientific Journals 36(108) z. 2

The methodology used in defining air pollution from ships mooring in ports (10 20% of all power losses) are stable too. The remaining losses are not stable and depend on the load. It follows that the generator efficiency is changeable and depends on the machine operating parameters, that is the quantity and the character of electric load. The ships electrical network is a flexible network. The electric power of receivers is comparable to the power of the generating set. Squirrel-cage motors, whose power factor (cos) changes along with motor load, are the main receivers [8]. What is also important is the fact that synchronous generators are able to operate in a parallel operation mode where the AC power, and in consequence the power factors of generator, are not always equal. On the basis of data provided by a synchronous generator manufacturer [9, 10] an exemplary characteristic of generator efficiency depending on the power factor (Fig. 2) was created. It shows a close dependence of the generator efficiency on the power factor. The generator efficiency decreases by several percent for small power factors (cos = 0.4, e.g. reception a high-power squirrel-cage motor working without load). [%] 98 96 94 92 90 88 86 84 82 0.4 0.6 0.8 1 cos Generator Load 25% Generator Load 50% Fig. 2. Generator efficiency depending on the power factor; generator S = 2545 kva, 440 V, 50 Hz [9, 10] The efficiency of generator changes along with the nominal power of the generator as well. Highpower generators have higher efficiency because some losses do not increase along with the size of the machine. Generators producers aim to increase the power of the machine without increasing the losses by means of various technological solutions (e.g. by interlacing cables or by using advanced cooling technologies) [9, 10]. Figure 3 presents the characteristics of the efficiency of generator depending on the nominal power of the generator. The load of generating sets in marine electrical grid often changes. In port conditions generating sets often operate at low load (below 50%). It is significant that the generator efficiency changes [%] Fig. 3. The efficiency of generator depending on the nominal power of the generator [9, 10] along with the load. The relation between the efficiency of generator and load is presented in technical characteristics of generator and is given by the manufacturer. Figure 4 presents an exemplary characteristic of a generator depending on the load [9, 10]. [%] Generator Load 97 96 95 94 93 92 91 90 89 88 95.5 95 94.5 94 93.5 93 Fig. 4. The efficiency of the generator depending on generator load; generator S = 595 kva, 380 V, 50 Hz, cos = 0.8 [9, 10] Determining exhaust gas emission indicators and operating parameters of auxiliary engines Description of the vessel 50% 75% 100% Apparent Nominal Power S [kva] 25 35 50 60 75 85 100 Generator Load [%] Ro-Pax vessels are characterized by unique features of propulsion systems. Constructional and operating conditions of such vessels impose certain joint and characteristic features of ferries. It results from dynamic energetic needs during vessel manoeuvring (bow thruster). In the case of states of determined energetic load auxiliary engines have a high excess of load scope. What is more, due to economical reasons, shaft generators are installed. The energetic system of the vessel is determined directly by the power of the main propulsion system. The construction of the main propulsion system and of the electrical network makes it possible to obtain high energy efficiency. The electrical network is typical of this kind of vessels. It has been presented on figure 5. Zeszyty Naukowe 36(108) z. 2 19

Tadeusz Borkowski, Grzegorz Nicewicz, Dariusz Tarnapowicz MAIN SWITCHBOARD 440V/60Hz Hz SHAFT GENERATOR 1 AUXILIARY GENERATORS SHAFT GENERATOR 2 1120kW 31200 3x1200kW 1120kW kw SG1 DG1 DG2 DG3 TRANSFORMER SG2 6.6kV/440V MAIN BUS BAR 440V/60Hz Hz BOW BOW BOW THRUSTER 1 THRUSTER 2 THRUSTER 2 1000kW 800kW 1000kW M 3 ~ M 3 ~ M 3 ~ Fig. 5. The configuration of the electrical network of the vessel The measurement methodology Periodical tests carried on ships in operating conditions are characterized by the necessity to adapt to realistic conditions. This results in significant conditions that directly affect the ultimate result, that is individual fuel gas emission coefficients. Test cycles, required by the provisions of the annex (IMO 1 MP/CONF.3/35) included in ISO standards, are anticipated mainly for engines that are completely technically usable. Test conditions should slightly differ from standards conditions (temperature, pressure and humidity of the ambient air, the kind of fuel). Then the effective engine load, used in tests, allows to use the values of statistical scales in final measurement of a particular component of exhaust gas emission indicator. The aim of the measurement was to determine the amount of emission of the following harmful exhaust gases: NO x, CO, SO x, HC. In this context the value of emission refers to the average weighted emission expressed in [g/kwh] which is connected to standard conditions. The measurement and the measurement methodology is based on IMO recommendations specified in VI Annex of MARPOL 73/78 Convention. The measurements were carried out according to D2 test cycle which is in conformity with ISO 8178 Standard, part 4, for auxiliary engines operating with constant angular velocity. The samples of exhaust gas were collected in 1 International Maritime Organization a continuous manner from the exhaust gas installation after the turbocharger. Engine operating parameters, which are required for cycle test and essential to determine the value of emission up to ISO-3046/I, II, III and IV Standards and the above mentioned Annex, were partially obtained by means of the marine power plant monitoring and control system registry supplemented with measurements recorded by portable apparatus. The results of measurements Generally speaking, operating vessels that are located at the port fulfill their functions related to their character and purpose. Depending on the class of the vessel these will be generally discharging and loading. What is more further specification of this process will be dependent on using its own means such as cranes, loading ramps and ventilation systems. This determines the electrical, mechanical and thermal energy demand in the marine power plant, which, in turn, determines the kind of its influence on the natural environment. In order to estimate such influence a measurement cycle was made. Its aim was to determine the real generating sets performance. The measurements were conducted when the vessel was at berth, which is related to the operation of ferry line, and included the vessel discharging and loading process. In order to comply with the requirements of standards engine tests were carried out in a typical scope of load. Exemplary results of measurements of electrical load of a marine grid are presented on figure 6. 20 Scientific Journals 36(108) z. 2

Load [kw] The methodology used in defining air pollution from ships mooring in ports 1200 1000 800 600 400 200 0 DG2 DG3 TOTAL Fig. 6. Load of a marine grid when the ship is at berth Figure 7 (left side) presents the results of exhaust gas emission measurement made for the generating set engine. In addition, the results of measurements of exhaust gas emission expressed as average weighted unit emission NO x (in compliance with IMO requirements for auxiliary engines) is presented on figure 7 (right side). The nitric oxide emission indicator corresponds to this class of engines. Because of this fact the NO x emission indicator for all engines is situated below the Tier 1 limit. The final result of exhaust gas emission calculated on the basis of conducted measurements in operating conditions are presented in table 1. Conclusions Errors resulting from passing the efficiency of generator over in determining the auxiliary engine load factor (essential to calculate the value of exhaust gas emission) may be between several and a dozen percent. The efficiency of generator changes along with the load and the character of generator load. In order to determine the efficiency of generator correctly it is essential to know the nominal technical data of the generator, its load and power factor (generator load and power factor are recorded by measuring equipment in generator panels on MSB or by measuring cards in the power plant computer monitoring system). The power measurements conducted on the ship, broadened by determining the value of auxiliary engines emission allow to evaluate the influence of ships mooring in the port on the natural environment. The measurements were made during a normal vessel operation. Therefore, the obtained results show the real value of exhaust gas emission and fuel consumption. Making measurements of exhaust gas emission on board ship is an impediment to the utilization of laboratory measurement methods. However, measurements in operating conditions have an advantage over estimation methods because they eliminate the influence of many factors discussed in the paper. 1000 NO AE-3 D2 cycle MAN B&W 8L28/32H CO 2 15 NO x, CO [ppm] 500 CO 5 CO 2 [%] Weighted NO x [g/kwh] 14 13 12 11 IMO NO x Limit - Tier I AE-2 AE-3 AE-1 0 0 21:28 21:36 21:43 21:50 21:57 22:04 22:12 Time [hrs: min] 10 600 700 800 Engine speed [rpm] Fig. 7. Exhaust gas emission from generator set engine (left side) and NO x emission indicators of all generating sets in the field of IMO limit (right side) Table 1. Exhaust gas emission from the auxiliary engine measured in port No. P el P e P er B NO x SO x CO HC CO 2 [kw] [kw] [%] [kg/h] [kg/h] [kg/h] [kg/h] [kg/h] [kg/h] 1 450 504 40.0 128.3 6.86 3.14 0.62 0.40 373.8 2 500 560 44.4 139.6 7.42 3.42 0.64 0.44 409.0 3 550 616 48.9 150.9 7.93 3.71 0.66 0.48 444.1 Designation: P el active power, P e engine power output, P er relative engine power output, B fuel consumption, NO x, SO x, CO, HC, CO 2 components of the exhaust gas Zeszyty Naukowe 36(108) z. 2 21

Tadeusz Borkowski, Grzegorz Nicewicz, Dariusz Tarnapowicz References 1. BORKOWSKI T., NICEWICZ G., TARNAPOWICZ D.: Ships mooring in the port as a threat to our natural environment. Management Systems in Production Engineering 2(6), 2012. 2. BORKOWSKI T., TARNAPOWICZ D.: Shore to ship system an alternative electric power supply in port. Journal of KONES Powertrain and Transport, Vol. 19, No. 3, 2012. 3. TARNAPOWICZ D.: An alternative power supply: the use of ships in port as an environmentally friendly solution. Studies & Proceedings of Polish Association for Knowledge Management 45, 2011/304, 2011. 4. Entec UK Limited: European Commission: Quantification of emissions from ships associated with ship movements between ports in the European Community. Final Report, July 2002. 5. U.S. Environmental Protection Agency: Current Methodologies in Preparing Mobile. Source Port-Related Emission Inventories, Final Report, Prepared by IFC International, April 2009. 6. NICEWICZ G., TARNAPOWICZ D.: Assessment of marine auxiliary engines load factor in port. Management Systems in Production Engineering 3(7), 2012. 7. MATUSZAK Z., NICEWICZ G.: Assessment of Hitherto Existing Identification Tests of Marine Electric Power Systems Loads. Polish Journal of Environmental Studies, Vol. 18, No. 2A (2009), 110 116, HARD Publishing Company, Olsztyn 2009. 8. LATEK W.: Zarys Maszyn Elektrycznych. WNT, Warszawa 1974. 9. ABB: Low Voltage Synchronous Generators for Industrial Applications. Technical Specifications AMG 2012, http:// www.abb.com/product/, 2012. 10. MARELLI: Industrial/marine applications Synchronous Generators. Technical Specifications, MARELLIGENE- RATORS, www.marellimotori.com/mmcp/, 2012. 11. ISO: Reciprocating internal combustion engines, Exhaust emission measurement, part 3 Definitions and methods of measurement of exhaust gas smoke under steady-state conditions. ISO 8178-3:1994. 22 Scientific Journals 36(108) z. 2