Greening options

The greening technologies are constantly being developed and fine-tuned. We aim at keeping the information up-to-date and at including the latest known results of ongoing research in the field of greening of the fleet.

Propulsion

 

Technology Description Solutions

Emissions control technology

Exhaust system

Selective Catalytic Reduction (SCR)

The technology of Selective Catalytic Reduction (SCR) is applied by the injection of a urea solution (CO(NH2)2) or ammonia (NH3) in the exhaust gas at a temperature of 290 – 350 °C. A catalyst is placed in the exhaust gas channel, where the reducing agents react with the nitrogen oxides forming nitrogen and water.

Fuel-water emulsion (FWE)

The application of fuel-water emulsion technology reduces both particulate matter and NOx-emission. It can be regarded as a most promising technology for greening the inland waterway transport. After emulsifying water and fuel before injection, a ‘micro explosion’ reduces the fuel oil droplets into numerous smaller ones. These smaller droplets ignite and burn easier than the bigger droplets. Pm and soot creation zones are reduced, the thermal effectiveness improves and fuel consumption decreases. FWE also leads to a cooling down effect of the combustion chamber temperature. This results in a reduction of NOx emission.

Diesel particulate filters (DPF)

Diesel particulate filters (DPF) are devices that physically capture diesel particulates to prevent their release to the atmosphere. Diesel particulate filter materials have been developed that show impressive filtration efficiencies, in excess of 90%, as well as good mechanical and thermal durability.

Read more

  • Catalyst (SCR) + Filter (DPF)
  • Fuel Water Emulsion (FWE)
  • Fuel Water Emulsion (FWE) + Catalyst (SCR)
  • Catalyst (SCR)

Hydrodynamics

 

Technology Description Solutions

Propeller optimisation

Propeller upgrade

The efficiency of a ship propeller grows with its diameter. However, propellers of inland ships have a rather small diameter because of limited available water depth. As a consequence the efficiency of is rather low as these propellers have to produce a relatively large thrust. Nowadays, naked propellers are seldom applied to inland ships as the power absorption is limited about 300 kW/m2 propeller disc area.

Read more

  • Catalyst (SCR) + Filter (DPF)
  • Propeller Upgrade

Propeller outflow optimisation

Hull improvements

The difference in velocity of the propeller slipstream (high velocity) and aft ship flow (low velocity) causes additional turbulence behind the ship. The energy needed to produce turbulence is at the expense of efficient ship propulsion.

Read more

  • Catalyst (SCR) + Filter (DPF)
  • Flow Extender

See what these options mean for your operation.

Get started now

Start directly using the IWT Greening tool