• Nie Znaleziono Wyników

Repository - Scientific Journals of the Maritime University of Szczecin - The methodology used in defining...

N/A
N/A
Protected

Academic year: 2021

Share "Repository - Scientific Journals of the Maritime University of Szczecin - The methodology used in defining..."

Copied!
6
0
0

Pełen tekst

(1)

Maritime University of Szczecin

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 environ-mental 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 evalu-ate 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 ma-rine generating sets [1]. Evaluating the amount of exhaust gas emission from generating sets and de-veloping 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 util-izes 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]:

EF A LF P E  AE  (1) where:

E – component of exhaust gas emission [g];

P – nominal power of the installed engine

[kW];

LFAE – auxiliary engine load factor [%];

A – working time [h];

EF – component of exhaust emission indicator

[g/kWh].

Organizations and institutions dealing with is-sues and research related to marine propulsion sys-tems, 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 vari-ous 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 re-sult 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

(2)

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]:

  

 

                   g tonnes 10 6 aux hotel hotel aux hotel LF call hrs P calls Emissions (2) where:

Calls – the number of ship calls in the port; Paux – nominal power of installed auxiliary

engines [kW]; hotel

call

hrs – time spent by the ship at the wharf

during a single call in the port [h];

LFhotel[aux] – auxiliary engines load factor [%];

EF[aux] – emission factor of auxiliary engines

[g/kWh]; g

tonnes

106 – conversion factor.

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 elec-tric 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 rela-tion [6]: NM G GS AE LF LF     (3) where:

LFAE – auxiliary engine load factor;

LFGS – generator load factor;

G – generator efficiency;

αNM – the auxiliary engine excess power factor versus generator power.

The authors of this paper determined the genera-tor set load facgenera-tors 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 gen-erator 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 as-suming that generator efficiency is at a stable level is an oversimplification which will be discussed in detail below.

Generator efficiency

Generator efficiency (in shipbuilding synchro-nous generators are in common use) can be given by the following formula:

    P P P P P G 2 2 1 2  (4) where: G – generator efficiency;

P2 – active power output; P1 – power input;

P – the total loss of synchronous generator. Mechanical power that is transferred from the auxiliary engine to generator is only partially trans-formed 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 PMECH and losses of excitation PW, and the losses generated in the stator are the sum of copper loss PCu and iron loss PFe (Fig. 1).

P1

P2

PMECH PW PCu PFe

Fig. 1. The assessment of power losses in synchronous genera-tor

Mechanical losses are related to the power loss to friction in bearing and air friction losses depend-ent on angular velocity. The angular velocity of generator is stable and does not depend on the load, and, as a result, the mechanical losses PMECH

P1

P2

PMECH PW

(3)

(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 net-work. 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 genera-tors 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).

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. High-power 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 effi-ciency of generator and load is presented in techni-cal characteristics of generator and is given by the manufacturer. Figure 4 presents an exemplary characteristic of a generator depending on the load [9, 10].

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

Ro-Pax vessels are characterized by unique fea-tures 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 ma-noeuvring (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 tem. The construction of the main propulsion sys-tem 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.

82 84 86 88 90 92 94 96 98 0.4 0.6 0.8 1  [ % ] cos

Generator Load 25% Generator Load 50%

88 89 90 91 92 93 94 95 96 97  [ % ]

Apparent Nominal Power S [kVA]

50% 75% 100% Generator Load 93 93.5 94 94.5 95 95.5 25 35 50 60 75 85 100  [ % ] Generator Load [%]

(4)

The measurement methodology

Periodical tests carried on ships in operating conditions are characterized by the necessity to adapt to realistic conditions. This results in signifi-cant conditions that directly affect the ultimate result, that is individual fuel gas emission coeffi-cients.

Test cycles, required by the provisions of the annex (IMO1 – 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 statis-tical 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: NOx, CO, SOx, 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 rec-ommendations specified in VI Annex of MARPOL 73/78 Convention. The measurements were carried out according to D2 test cycle which is in confor-mity 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 installa-tion 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 meas-urements 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 ventila-tion systems. This determines the electrical, me-chanical 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 con-ducted when the vessel was at berth, which is re-lated 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.

M 3 ~ M 3 ~ M 3 ~ SG1 DG1 DG2 DG3 SG2 SHAFT GENERATOR 1 1120kW

MAIN BUS BAR 440V/60Hz

BOW THRUSTER 1 1000kW BOW THRUSTER 2 800kW BOW THRUSTER 2 1000kW SHAFT GENERATOR 2 1120kW AUXILIARY GENERATORS 3x1200kW TRANSFORMER 6.6kV/440V MAIN SWITCHBOARD 440V/60Hz

Fig. 5. The configuration of the electrical network of the vessel

1120 kW 31200 kW 1120 kW

1000 kW 800 kW 1000 kW

440 V/60 Hz

(5)

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 NOx (in

compli-ance 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 NOx emission

indicator for all engines is situated below the Tier 1 limit.

The final result of exhaust gas emission calcu-lated 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 envi-ronment. 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 impedi-ment to the utilization of laboratory measureimpedi-ment methods. However, measurements in operating conditions have an advantage over estimation methods because they eliminate the influence of many factors discussed in the paper.

0 200 400 600 800 1000 1200 L oa d [k W ] DG2 DG3 TOTAL 21:28 21:36 21:43 21:50 21:57 22:04 22:12 Time [hrs: min] 0 500 1000 NO x, CO [p pm ] 0 5 CO 2 [%] AE-1 AE-3 D2 cycle MAN B&W 8L28/32H NO CO CO 2 600 700 800 Engine speed [rpm] 10 11 12 13 14 15 W ei gh te d N Ox [ g /k W h ]

IMO NOx Limit - Tier I AE-1 AE-3 AE-2

Fig. 7. Exhaust gas emission from generator set engine (left side) and NOx 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. Pel Pe Per B NOx SOx CO HC CO2

[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: Pel – active power, Pe – engine power output, Per – relative engine power output , B – fuel consumption, NOx, SOx, CO,

(6)

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. Stud-ies & 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 Method-ologies in Preparing Mobile. Source Port-Related Emission Inventories, Final Report, Prepared by IFC International, April 2009.

6. NICEWICZ G.,TARNAPOWICZ D.: Assessment of marine aux-iliary engines load factor in port. Management Systems in Production Engineering 3(7), 2012.

7. MATUSZAK Z.,NICEWICZ G.: Assessment of Hitherto

Exist-ing 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 con-ditions. ISO 8178-3:1994.

Cytaty

Powiązane dokumenty

Kolejnym etapem analizy jest wyliczenie średniego przyrostu wartości nieruchomości na skutek ustaleń planu w poszczególnych podgrupach oraz oszacowania średniej wartości jednostkowej

]DU]ćG]DMćF\FKMDNLRWRF]HQLDVSRãHF]QHJR:RVWDWQLFKODWDFKZZ\QLNXSUR

Efektywność słuchania zwiększa okresowe przerywanie wypowiedzi partnera po to, by potwierdzić wlaściwe zrozumienie jego słów, R, Błaut podkreśla, że ,jest to charakterystyczne

Wyboru zestawu wskaźników do oceny sytuacji finansowej badanych spółek dokonano opierając się na Rozporządzeniu Ministra Finansów obowiązującym wszystkie banki oraz biorąc

Zmiany liczby jodowej i anizydynowej, wskaźnika Totox oraz barwy w oleju rzepakowym po obróbce termicznej Źródło: opracowanie własne... Następny z parametrów, wskaźnik

Jak się wydaje, alternatywa w tym zakresie i przeprowadzenie badania klinicznego, gdy jest ono możliwe do przeprowadzenia tylko z udziałem małoletnich wobec braku przesłanki

lution ( 1966 / XVIII) in which it decided “ to establish a Special Committee on principles of International Law concerning friendly relations and co - operation among States —