emissions legislation reviewair
TRANSCRIPT
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Air emissions legislation reviewfor internal combustion engines
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Introduction
General
The reciprocating engine is the natural choice for the shipping
industry, while in the power plant sector stationary engine-
driven power plants are popular today (Fig. 1). Larger baseload
engine-driven power plants with outputs up to 300 MW
electricity and also smaller decentralized combined heat and
power (CHP) production plants are both common.
Reciprocating engines offer many advantages:n High thermal efficiency (low fuel consumption)
n Optimal matching at different loads (fast load response and
good load-following characteristics)
n Flexible fuel choice
n Easy maintenance and robust design.
Engine-driven power plants also have a short construction time,
they are compact and water conserving (Fig. 2), and they can be
located close to the end user.
Different types of reciprocating engines exist on the market
and are operated according to various principles. The most
common engine types and fuel alternatives are:
n Diesel engines operating on diesel oil, heavy fuel oil, crude
2
Fig. 1 Wrtsil 20V34SG and 6R32DF prime movers.
130 MW powerplantse
Assumption: hardness ofraw water is max 5dH
600
500
400
300
200
100
0Diese
la
ndgas
eng
ine
base
d
power
plan
t,ra
diator
coo
led
Diese
la
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ine
base
d
power
plan
t,
coo
ling
tower
Steam
bo
iler
power
plan
t,
coo
ling
tower
m3/h
Fig. 2 Raw water consumption in different power plantswith primary flue gas cleaning methods, for example
appropriate fuel choice and dry nitrogen oxides (NOX)
reduction such as Low-NOX burners for the boiler and a
Low-NOX combustion diesel engine.
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oil, natural gas (high-pressure gas 350...400 bar), biofuels (gas
and oils), and Orimulsion
n Spark-ignited (SG) Otto-type engines operating on
low-pressure gas fuels
n Dual-fuel engines (DF) that run on low-pressure natural gas
(with liquid fuel as pilot fuel) or on liquid fuels such as diesel
oil (as a back-up fuel) and heavy fuel oil. These engines can
operate at full load in both fuel modes. In liquid mode they
work according to the diesel process, and in gas mode
according to the Otto process.
Energy efficiency (low specific CO2 emissions)
Reciprocating engines have the highest rate of energy conversion
to mechanical output among simple cycle prime movers, which
means the lowest fuel consumption and therefore the lowest
specific CO2 and SO2 (sulphur dioxide) emissions for a given
specific fuel quality. CO2 (the most important greenhouse
gas) emissions are in focus today due to the Kyoto Protocol.These emissions can be reduced by increasing the efficiency of
the prime mover or by switching the plants fuel, or both. Other
measures of reducing CO2 emissions are increased combined
heat and power (CHP) production in efficient decentralized
power plants close to the end user and replacing old inefficient
power stations with efficient new ones.
Typical energy efficiencies (mechanical output) for simple
cycle applications are 40...49% (calculated at the lower heat
value of the fuel), where smaller units have lower and large
2-stroke engines have the highest efficiency. Figure 3 gives
typical specific CO2 emissions for different prime movers.
Reciprocating internal combustion engines run at high
efficiency over a broad load range, which is a significant
advantage in ships or other applications where engine loading
varies considerably.
The high efficiency at part load together with the consecutive
use of engines in a multi-engine installation enables power plant
turndown ratios to as low as 10%. Multi-engine installations
also increase operating safety and availability by providing a
redundant solution and giving the possibility to perform
corrective or preventive maintenance on part of the plant while
the rest continues to produce power and heat.
The energy efficiencies of Wrtsil engines have increased
substantially in recent decades. This trend reflects both better
engine performances and bigger engine sizes. Engine efficiencies
have generally risen as a result of increased firing pressures,
higher compression ratios, shorter fuel injection duration,
optimized valve timings and improved combustion processes.
The improvement of efficiency of Wrtsil engines has a
significant impact on the environment from the lifecycle point
of view, since the operative life of a reciprocating internal
combustion engine is normally between 25 and 50 years and in
some cases even longer.
The CHP plant can be situated in urban or industrial areasclose to the consumers of the heat and electricity it produces, so
the need for land and transmission lines, with their associated
energy losses, can be minimized. Reciprocating engines are well
suited for cogeneration, e.g. for hot water production, steam
generation (sometimes with an additional steam turbine for
enhanced electrical efficiency), sea water desalination, district
cooling systems and for heating air for industrial processes. The
heat-to-power ratios for the engine in CHP applications
typically range from 0.5 to 1.3. As an example, the specific CO2emissions of a cogeneration (CHP) plant producing electricity
and useful heat are about 370 g/kWh (heat + electricity) when
operating on heavy fuel oil at a total plant efficiency of about
80%. The total efficiency will vary from case to case depending
on the plant configuration.
It is not only the efficiency of the prime mover that affects
the resulting CO2 gas emissions; the choice of fuel also has an
impact, for example if oil is used instead of coal, or if natural gas
or gases from renewable sources are used instead of oil. The
modern reciprocating engine is fuel versatile; it can be run on
both a conventional liquid or bioliquid fuel and also gaseous
(natural or bio) fuels (depending on the engine type).
3
CO2 emissions in g/kWh (electricity)
Gas engine,
natural gas,single cycle
450
Diesel engine,
fuel oil,
single cycle
600
Gas turbine,
natural gas,
single cycle
600
Gas turbine,
fuel oil,
single cycle
750
Coal-fired,
steam boiler
800
Fig 3 Typical CO2 emissions for different prime movers.
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Reduction technologies
It is generally preferable to apply primary methods to reduce air
emissions at their source rather than attempting to remove them
from the exhaust gases. Wrtsil is putting heavy emphasis on
developing new primary methods for its engines while closely
following the development of the secondary methods.
Primary methods
1. Nitrogen oxides (NOX)
Nitrogen oxides (NOX) are formed in the combustion process
by oxidation of nitrogen (from the atmosphere and fuel) to NO
and NO2. The NOXformation rate in a engine is largely
temperature driven and consequently a function of the local
high-temperature areas and their duration during combustion.
To be able to reduce NOXemissions it is necessary either to
prevent their formation in the cylinder (primary method) or to
remove the NOXfrom the exhaust gases in an after-treatment
system (secondary method).
There are two basic primary methods of reducing NOX
emissions in diesel engines, the first dry and the second wet:
n In-cylinder combustion control measures without water
introduction: Low-NOXcombustion for diesel engines
The lean-burn approach for gas-fired spark-ignited (SG) or
dual-fuel engines (DF)
n Introducing water into the combustion process by:
Injecting water directly into the combustion chamber
(applicable only on liquid-fuel-fired diesel engines), or Humidifying the combustion air, or
Water emulsion (e.g. a water/fuel oil emulsion)
Dry methods
Low-NOXcombustion research is focusing on optimizing the
closing timing of the inlet valve (technology called Miller valve
timing); early inlet valve closing suppresses the in-cylinder
combustion temperatures, which reduces NOXformation. So
far this method has achieved a NOXreduction of about 35%
(reduction from the beginning of 1990) with unaffected or
slightly improved engine-specific fuel consumption. Further
efforts are being made to achieve higher reductions.
In the lean-burn approach natural gas and air are premixed
before introduction into the cylinders, which results in a lower
combustion temperature. This low fuel/air ratio, called
lean-burn, reduces NOXefficiently.
Water/steam introduction
It has long been known that water has a positive influence on
reducing NOXformation by cutting temperature peaks in the
combustion process. Various methods of introducing water have
been evaluated and tested such as water-in-fuel emulsions,
humidification of the combustion air by various methods, and
4
Fig. 4 In the engine laboratory in Vaasa (Finland) new innovative engine designs and primary emission reduction methods
are developed and tested.
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direct water injection into the combustion space. Each
alternative has its own merits and drawbacks. The water must be
of good quality to prevent clogging of the system, and the fuel
consumption also increases slightly with most water/steam
introduction methods. Fuel consumption depends on the
method used and the NOXreduction rates; at high NOX
reduction rates the emissions of unburned CO, HC and
particulates tend to increase.
Direct Water Injection (DWI)
Injecting water into the cylinder (applicable on some
liquid-fuel-fired diesel engine types) reduces the temperature in
the cylinder and in this way prevents the formation of NOX.
Direct Water Injection can reduce the NOXlevel by up to
5060% (depending on the engine type) without adversely
affecting power output or engine components. The method
requires the minimum of space, which makes it suitable forretrofitting at low investment cost. NOXreduction will be most
efficient from loads of 40% and higher of nominal engine
output.
To reach the maximum NOXreduction, water consumption
is slightly over half of the fuel oil consumption, and the water
used can be evaporated or technical water. DWI is applicable for
bigger engine types such as the W32, W38, W46 and W64 in
marine applications. More than 50 marine engines with DWI
are already installed or on order.Humidification of the combustion air
Combustion air can be humidified in different ways including
injecting steam before the inlet to the turbocharger or in the
charge air cooler. A new technology under development is CASS
(Combustion Air Saturation System), which is being pilot tested
on a Wrtsil 32 Low-NOXengine. CASS technology seems to
be more efficient than the DWI system but with the drawback
that the water consumption is higher.
Water emulsion
Tests with Orimulsion have given a NOXreduction typically
up to 30% compared to normal heavy fuel oils. Water/fuel oil
emulsion will normally reduce NOXby 20...30% compared to
the fuel oil case.
2. Sulphur dioxides and particulate
The primary method of reducing SOXand particulate emissions
is to use a low sulphur/ash fuel oil or natural gas, whenever
commercially available.
3. Unburned emissions (CO, NMHC, etc.)
Due to its high combustion temperature, a diesel engine
produces low levels of unburned gaseous components, and thus
meets most existing emissions legislation governing stationary
power plants. The primary methods of keeping emissions low
are normal maintenance and the power plants operating profile.
Gas-fired spark-ignited and dual-fuel engine types have higher
levels of unburned emissions compared to a diesel engine and,
depending on the stationary power plant legislation in question,
sometimes these installations must be equipped with a
secondary method (oxidation catalyst).
5
Fig. 5 The Samalpatti power plant (106 MWe) in India was installed with Low-NOX Wrtsil 46 engines in order to comply
with the Indian requirements.
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4. The smokeless engine
The need for non-visible smoke operation in the marine market
has been boosted in recent years especially by the cruise ship
industry. Since most harbours visited and routes operated by
cruise ships are close to densely populated or environmentally
sensitive areas the demand for non-visible smoke operation is
considered to be increasingly important. Wrtsil has responded
to these needs with the introduction of common rail fuelinjection technology.
The apparent darkness of a stack plume depends upon many
parameters such as concentration, size distribution and the
colour of the particulate matter in the effluent, the gas
temperature at the stack exit, the depth of the plume (i.e. the
duct diameter), natural lighting and background conditions.
To avoid visible smoke it is necessary to prevent fuel droplets
from coming into contact with metal surfaces around the
combustion space. High fuel injection pressures generate small
fuel droplet sizes. With conventional mechanical injection
systems the fuel injection pressure drops at low loads, resulting
in large fuel droplets. Some of these will survive as droplets until
they hit the combustion space surfaces, generating smoke
emissions. The common rail fuel injection system on the other
hand keeps the injection pressure high and constant over the
whole load range, thus enabling operation without visible smoke
over the entire operation field.
The smokeless engine concept is available for bigger 4-stroke
engine types and for 2-stroke engines. The 2-stroke smokelessengine is called the RT-Flex engine (Fig. 7). The key feature of
the RT-Flex system is that it gives complete freedom in the
timing and operation of fuel injection and exhaust valve
actuation. This flexibility is employed to reduce engine running
costs and exhaust emissions, and to ensure steady operation at
very low speeds. This is made possible by the precise control of
injection, together with the higher injection pressures achievedat low speed, and the sequential shut-off of the injector.
Consequently RT-Flex engines can run very steadily, and
without smoking, at 1012% of nominal speed.
Secondary methods
NOX: Selective Catalytic Reduction (SCR)
Selective Catalytic Reduction is the only suitable secondary
method today for reducing NOXtypically by 8590%. A
reducing agent, such as an aqueous solution of ammonia or
urea, is injected into the exhaust gas at a temperature of
6
Fig. 6 The RoRo vessel Mistal powered with a Wrtsil 16V46 main engine equipped with Direct Water Injection.
Fig. 7 The bulk carrier Gypsum Centennial is equipped with
a Sulzer 6RT-Flex58T-B main engine.
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290450 C. The urea reagent in the exhaust gas decays into
ammonia, which is then put through a catalyzing process that
converts the NOXinto harmless nitrogen and water.
It is important to note that at high NOXreduction rates the
control system of the SCR is critical due to its operation within
a narrow window. At high reduction rates the size of the SCR
reactor increases and more complicated premixing and reagent
injection systems are needed, which raises the investment cost. A
high NH3/NOXratio is needed at high NOXreduction rates,
i.e. more reagent is needed, which results in higher operating
costs. A high NH3/NOXratio may also lead to increased
emission of ammonia (ammonia slip).
A typical SCR plant consists of a reactor containing several
catalyst layers, a dosing and storage system for the reagent, and a
control system. In marine vessels, where available space is
limited, the reactor is designed to incorporate the exhaust gassilencer a solution called Compact SCR. The size of the
reagent tank depends on the size of the engines, the load profile
and how often the tank can be refilled.
The lifetime of the catalyst elements is typically 35 years
for liquid fuels and longer if the engine is operating on gas. The
high running costs of the catalyst result from the consumption
and price of the reagent and from replacement of the catalyst
layers. The reagent consumption depends on the stipulated
NOXlimit.SCR technology can be applied on all Wrtsil engines,
2-stroke as well as 4-stroke. Experience in the application of
SCR in diesel engine plants has highlighted the following
points:
n SCR is a sensitive method: a certain minimum temperature is
needed to avoid salt formation (SOX sensitivity) on the SCR
elements.
n Some trace metals which might be present in the fuel oil act
as catalyst poisons and deactivate the catalyst
n A soot blowing system should be installed in the reactor
containing the catalyst elements (especially when operating
on liquid fuels).
SCR technology is used on many ferries in the Baltic Sea and
currently about 60 marine engines are fitted or have been
ordered with SCR. Around the world about 1000 MWe of
stationary power plants equipped with Wrtsil engines are
equipped with SCR.
SO2 and particulates
The emissions of sulphur dioxide and particulates are mainly
fuel related. If a low-sulphur/ash fuel or natural gas is not
commercially available and the stipulated emission limit is strict,
a secondary exhaust gas cleaning method should be used. A wet
flue gas desulphurization (FGD) unit is used mainly for SO2
removal and an electrostatic precipitator (ESP) for particulate
removal. A semi-dry FGD removes SO2 and particulates
simultaneously.
Several types of FGD are available in the power plant market
and the choice of method depends on many factors such as
plant size, the availability and quality of water resources and
reagent, and legislation (concerning SO2 , particulates, the
minimum outstack exhaust gas temperature, and end product
disposal requirements, etc.). At the moment FGD is installed in
about 1000 MWe of stationary power plants equipped with
Wrtsil engines around the world. The most used FGD
methods are NaOH in smaller plants and CaCO3 scrubbers in
bigger plants.
Due to the different temperature and composition of thediesel engine flue gas, the electrical properties of the diesel
particles are different compared to particles from a boilers flue
gas. Wrtsil therefore extensively tested the ESP (Electrostatic
Precipitator) performance in a diesel engine power plant during
1999 - 2001. Based on this experience Wrtsil is currently
building the first commercial diesel engine power plant (capacity
about 150 MWe) to be equipped with ESP.
Secondary exhaust gas cleaning equipment is bulky and its
investment cost is high. Operational costs will vary a lotdepending on the electricity need, the byproduct disposal cost
(ESP and FGD) and, for FGD, the additional reagent and water
costs.
Unburned emissions (CO, NMHC
(NonMethaneHydroCarbon), etc.)
Bigger diesel engines fulfil most existing stationary power plant
legislation on unburned gaseous emissions such as CO through
good engine maintenance. The use of oxidation catalysts is not
recommended in the case of fuels containing sulphur as the
oxidation catalyst might oxidize a large amount of the SO2 to
SO3, which will form sulphate (a submicron particulate), and
the catalyst might get deactivated by the flue gas. Diesel engines
(mainly high-speed) operating on good quality brands of light
fuel oil are occasionally equipped with oxidation catalysts.
Gas-fired spark-ignited and dual-fuel engines are sometimes
equipped with oxidation catalysts depending on the stationary
power plant legislation in force. The performance of the
oxidation catalyst depends considerably on the flue gas
temperature. Wrtsil engine power plants with outputs of
about 800 MWe are equipped with oxidation catalysts.
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Emission standards: Marine
Wrtsils minimum development standard for Wrtsil and
Sulzer engines for marine use is that these engines comply with
the requirements of the International Maritime Organization
(IMO). Wrtsil has developed, and is developing, NOX
reducing technologies that comply with even more stringent
national or regional legislation expected in the future.
1. MARPOL Annex VI
After a ratification process lasting several years, the IMO
MARPOL 73/78 Annex VI legislation seems to have gained the
necessary support of the member states in 2003 to become
ratified and enter into force internationally one year later.
The IMO MARPOL 73/78 Annex VI sets limits on NOX
and SOXemissions from ships and also on other air emissions
like VOC and ozone-depleting substances. These other air
emission limits do not, however, concern ship machinery (Fig.
8).
1.1. NOX
All Wrtsil standard engines can meet the NOXlimits set by
Annex VI. To show compliance, Wrtsil has tested selected
parent engines on the test bed since 2000 and subsequent,
approved engines are delivered with an EIAPP (Engine
International Air Pollution Prevention) Statement of
Compliance.
1.2. SOX
The Baltic Sea and the North Sea have been declared emission
control areas; the sulphur content in fuel used on board ships in
a SOXemission control area is not permitted to exceed 1.5%.
IMO/MEPC is further studying the application of a
voluntary Greenhouse Gas Emission index for ships. A working
group is preparing an IMO greenhouse gas strategy resolution
for adoption by the IMO Assembly in 2003.
2. EPA
The US Environmental Protection Agency (EPA) issued new
legislation concerning air emission legislation for US coastal
shipping in early 2003 (Table 1). Existing legislation already
covers engines from 2.5 litres/cylinder upwards. This new
legislation covers C3 category engines, i.e. new marine
compression-ignition engines at or above 30 litres/cylinder, and
the limit on NOXemissions is the same as the IMOs limit.
However, the EPA has announced that they will review and
tighten the legislation in 2007.
8
SPECIFICNO
EMISSIONS
(g/kWh
)
x
4
6
8
10
12
14
16
0 200 400 600 800 1000 1 200 1400 1600 1800 2000
2
rpm
18
20
0
IMO limit
Direct water injection
Low-NOx combustion
Direct water
injection
SCR
W64 W46/ZA40 W38 W32 W26/W20 W200RTA
x
Fig. 8 The NOX limit in the Annex VI of MARPOL, as adopted by the MARPOL 1997
Conference.
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3. EU
The European Union is also active in imposing legislation
related to NOXand SO2 emissions in certain sensitive sea areas
and inland waterways. However, this is still under development.
4. Local regulations
River Rhine
Limits on air emissions from ships on the River Rhine have been
in force since 2003. These limits apply to NOX, CO, THC and
particles.
Alaska
Alaska operates limits on the smoke emitted by ships.
Other
Economic instruments for reducing emissions have beenadopted in some countries. A system of environmentally
differentiated fairway dues was introduced in Sweden in 1998
and an environmental differentiation of tonnage tax in Norway
2001. Complementary reductions in port dues are offered by
many Swedish ports, and also by the port of Mariehamn in the
land Islands and by the port of Hamburg. Vessels with the
Green Award certificate are entitled to a rebate on port fees in
50 ports around the world.
9
New EPA regulations from January 2003.
CylinderdisplacementLitres/cylinder
HC + NOxg/kWh
PMg/kWh
COg/kWh
Implemen-tation date Engines
displ. < 0.9 7.5 0.40 5.0 2005
0.9 < displ. < 1.2 7.2 0.30 5.0 2004
1.2 < displ. < 2.5 7.2 0.20 5.0 2004
2.5 < displ. < 5.0 7.2 0.20 5.0 2007
5.0 < displ. < 15.0 7.8 0.27 5.0 2007 W20
15 < displ. < 20.0power < 3300 kW
8.7 0.50 5.0 2007 W26
15 < displ. < 20power > 3300 kW
9.8 0.50 5.0 2007 W26
20.0 < displ. < 25.0 9.8 0.50 5.0 2007
25.0 < displ. < 30.0 11.0 0.50 5.0 2007 WV32LN
displ. > 30.0 IMO2004
W32, W38, W46,W64, RTA, ZA40
EPA has not finalized Tier 2 standards for engines with a displacement exceeding
30 litres/cylinder.
EPA will announce final Tier 2 standards for these engines by April 2007
(NO )X
Table 1. Environmental Protection Agency (EPA) Tier 1
Emission Standards for Marine Engines, 40 CFR Parts 9 and
94.
Fig. 9 Carnival Spirit was the first vessel to be equipped
with a Wrtsil 46 common rail engine.
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Emission standards: Power plants
Wrtsils product development strategy for diesel power plants
is to fulfil the World Banks stack emission guidelines Thermal
Power - Guidelines for New Plants 1998" for installations
located in a non-degraded airshed by using primary methods.
This includes a suitable choice of fuel, and the use of the
Low-NOXcombustion method on the engine. Secondary flue
gas treatment methods such as FGD, SCR and ESP are available
for installations located in a degraded airshed or subject to more
strict national limits or when poor, low-cost fuel qualities are the
only economical fuel choice, see Figure 10 (NOXlimit), Figure
11 (particulate limit) and Figure 12 (SO2 limit).
German TA-LUFT regulations have been widely applied to
gas engines in the European market. Wrtsils strategy for
lean-burn engines, including the spark-ignited engine and
dual-fuel engine in gas mode, is to comply with the German
TA-LUFT regulation using primary techniques as far as
practicable. Compliance with the German TA-LUFT regulation
today normally requires a CO oxidation catalyst, see Figure 13
(NOXlimit).
In modern environmental legislation, emission norms are
technology-specific, i.e. each prime mover type (boilers, gas
turbines and reciprocating engines) has its own limits. National
legislation or guidelines on specific emission limits forreciprocating engines can be found in Japan, South Korea,
Taiwan, India, UK, France, Germany, Italy, Portugal, Ecuador,
and Finland. Internationally, the World Banks guideline
Thermal Power Guidelines for New Plants 1998 is widely used
as the minimum norm if the host country does not have its own
specific legislation for engine-driven power plants (see examples
in Figures 14 and 15). Technology-specific flue gas emission
concentration limits must closely correspond to actual
conditions as these best describe the performance of secondarycleaning equipment, if needed. For bigger reciprocating engines
this means 15 %-vol O2. In the World Bank Guidelines, India,
Ecuador and the UK, for example, a reference oxygen
concentration of 15 %-vol O2 for emissions is used for
reciprocating engines.
The most cost-effective emissions norm is one based on the
environmental quality need approach (taking into account both
environmental aspects and cost). Examples include the World
Banks Thermal Power Guidelines for New Plants 1998 and the
Japanese diesel engine norm.
The most important stack emissions are NOX, particulates
and SO2. In some countries national legislation also regulates
CO and NMHC emissions. Some legislation takes into account
the existing infrastructure when determining SO2 and
particulate limits and thus expensive secondary cleaningequipment, such as FGD that produces a byproduct and
consumes valuable water resources, can be avoided. Plant size
and location (urban/rural) also sometimes affect the limits.
10
Fig. 10 NOX limit (WB Thermal Power- Guidelines for New
Plants 1998)
Fig. 11 Particulate limit (WB Thermal Power- Guidelines forNew Plants 1998)
Fig. 12 SO2 limit (WB Thermal Power- Guidelines for New
Plants 1998)
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References:
n UK:
The Environmental Protection Act 1990, part 1 (1995
Revision), (PG1/5(95): Secretary of States
Guidance-Compression Ignition Engines, 20 - 50 MW
Net rated Thermal Input"
Achievable Releases to Air; HM Inspectorate of Pollution;
Processes Subject to Integrated Pollution Control, Chief
Inspectors Guidance Note, Series 2 (S2), S2 1.03
Combustion Processes: Compression Ignition Engines
50 MWth and Over (September 1995)"
n Germany:
Technische Anleitung zur Reinhaltung der Luft - TA-LuftOctober 2002.
n India:
Environment (Protection) Third Amendment Rules,
2002"
n Japan:
Nationwide general limits
n Ecuador:
Standard for Emissions to the Air from Stationary
Combustion Sources", December 2002n Portugal:
Resolutions 286/93 and 1058/94
n World Bank:
World Bank Guidelines Thermal Power - Guidelines For
New Plants" 1998;
http://lnweb18.worldbank.org/essd/envext.nsf/51ByDocN
ame/ThermalPowerGuidelinesforNewPlants/$FILE/Hand
bookThermalPowerGuidelinesForNewPlants.pdf
n Annex VI of MARPOL 73/78, Regulations for the Prevention of Air Pollution from Ships
n International Maritime Organisation
www.imo.org ttp://www.imo.org
n Environmental Protection Agency
www.epa.gov/ http://www.epa.gov/
11
Fig. 13 NOX limit for gas engines (TA-LUFT 2002)
Fig. 14 Some HFO diesel engine particulate norms.
Fig. 15 Some HFO diesel engine NOX norms.
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W-P1
2.2
003/BocksOffice
Wrtsil Finland Oy
P.O.Box 252,
FIN-65101 Vaasa, Finland
Tel: +358 10 709 0000
Fax: +358 6 356 9133
Wrtsil Corporation is the leading global ship power supplier and a
major provider of solutions for decentralized power generation and of
supporting services.
In addition Wrtsil operates a Nordic engineering steel company
Imatra Steel and manages a substantial shareholding to support the
development of its core business.
For more information visit www.wartsila.com
WRTSIL is a registered trademark. Copyright 2003 Wrtsil Corporation.