BMT TITRON

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BMT TITRON Environment and Reduction of Emissions
The Application in Ships V1
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IMO Emission Standards Annex VI Tier III

• Global Requirements
• NOX Nitrogen Oxides, Regulation 13
• from 1st January 2011 Tier II, 14.4g/kWh low
  speed engine
• and less for medium speed engines, according to
  operating speed
• SOX Sulphur Oxides, Regulation 14
• from 1st January 2012 - 3.5 by weight
• from 1st January 2020 0.5 by weight
• Inside Established ECA (SECA) Areas
• NOX Nitrogen Oxides, Regulation 13
• from 1st January 2016 Tier III, maximum
  permitted 3.4g/kWh
• SOX Sulphur Oxides, Regulation 14
• from 1st January 2015 - 0.1 by weight

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Emission Control Areas
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Reduction in Emissions The Options

• Existing Vessels
• Upgrades and Conversions
• Recent diesel engines can, in some cases, be
  upgraded to operate on gas as a fuel. However,
  this is only an option if the engine builder has
  made the necessary provisions in the base engine
• SCR / Scrubbers
• NOX can be reduced by the application of exhaust
  gas treatment using SCRs or exhaust gas
  recirculation and scrubbing. However, each of
  these treatments have by-products which have to
  be catered for

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Reduction in Emissions The Options

• Vessel Fuels
• LNG as a Fuel - LNG Bunkering
• LNG (liquefied natural gas) is natural gas that
  has been cooled down to -162oC
• In this condition, at ambient pressure, membrane
  storage or similar is required
• Type C storage allows for bunker capacities of up
  to 500m3 and 7 bar pressure
• Natural gas is a fossil fuel that emits about 25
  less carbon dioxide during combustion than oil
• The gas burns with a clean flame, emitting
  neither dust nor soot and is sulphur-free, low in
  nitrogen oxide emissions
• LNG is relatively difficult to ignite
• Regulations for vessels stipulate that LNG must
  be at least as safe a fuel as oil
• LNG bunkering of vessels is becoming available at
  rates up to 1,250m3/hr

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Reduction in Emissions The Options

• Vessel Fuels
• Low Sulphur Fuels
• Low Sulphur fuels are currently available at 0.1
  sulphur for use in SECAs. Operationally, care
  must be taken with the transfer from heavy oil to
  low sulphur diesel to ensure that waxing
  contamination of the fuel system does not occur
• Oil majors are currently developing and producing
  a series of refined fuel oils with the aim of
  reducing emissions to satisfy the requirements of
  Tier III. However, these fuels are significantly
  higher priced than LNG and normal fuel oils

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Reduction in Emissions The Options
Costs / Savings
The cost of a two stroke, slow speed engine is
approximately twice that of an equivalent diesel
unit, whereas the cost of a medium speed, four
stroke engine carries about a 20 surcharge over
the equivalent diesel unit. It follows,
therefore, that the repayment of the initial
investment takes longer for the higher powered,
two stroke engines. If we consider the current
costs of low sulphur fuel oil, marine gas oils,
and LNG there is a cost advantage to using LNG
over marine gas oil. However, low sulphur fuel
oil is currently about the same price as LNG.
How long this will continue is a guess, but the
consensus of opinion seems to indicate that crude
oil costs will rise to circa 80 per barrel by
the end of 2015. At this level, LNG is then
competitive on a world-wide scale. LNG loaded
in the US/Canada is advantageous even at current
fuel prices. However, the driver of emissions
requirements in ECAs make LNG an obvious
alternative for new tonnage.
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Overall Emissions Profile
Comparison LP vs HP engine emissions

• CO2 and SOx reduced in gas operation due to fuel
  composition
• NOx very low with LP technology due to lower peak
  temperature
• PM further reduced by the DF technology with
  lean-burn Otto combustion with pre-chamber
  ignition
• Methane slip on LP dual fuel reduces equivalent
  CO2 reduction from -25 to -15. However, all
  other emissions are Tier III compliant
• Data provided by Wartsila

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LNG Powered Mama Vessel
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BMT TITRON LNG Bunker Vessel

• Bunker vessels capable of transporting 3,750m3 to
  13,000m3 LNG and delivering at up to 1,250m3/hr
  and able to recover and process the vapour return
  stream from the receiving vessel are being
  developed by BMT TITRON
• The bunker vessel will be able to provide all
  required inerting and control equipment to make
  the process as safe as it possible
• BMT TITRON has developed a bunker procedure using
  best practice from the LNG industry, which can be
  merged with the receiving companys vessel SMS to
  ensure the LNG transfer is carried out in a
  manner that will mitigate any risks associated
  with the process

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BMT TITRON Capability
BMT TITRON has its roots in the UK and Hong Kong
and operates world-wide developing partnerships
with leading companies using its extensive
international experience of corporate development
to explore commercial opportunities It
incorporates a multi-disciplinary capability
based on our extensive knowledge and practical
based know how in delivering innovative
approaches to design, based upon the needs and
the requirements of the commercial
opportunities   BMT TITRON (UK) Limited (BTUK)
operates globally from its Ship Design Centre,
close to the River Tyne, a traditional maritime
centre. BTUK focuses upon the design and
development of specialist ships and marine
transport which require application of new
technologies and innovation in design to deliver
high efficiency and effectiveness in cargo
carrying capacity and operating costs BTUK has
extensive experience of developing fuel efficient
vessels to meet the highest environmental
standards and optimise fuel consumption as well
as vessel conversion projects
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BMT TITRON Environment and Reduction of Emissions
The Application in Ships V1