The solution is based on both the company\u2019s own experience along with expertise from the Volvo Group in leading selective catalytic reduction (SCR) technology, resulting in a system that is dedicated to heavy-duty marine operations. New emissions restrictions for vessels entering the Baltic Sea and North Sea, will be implemented in 2021. The International Maritime Organization (IMO) Tier III regulation will stipulate a reduction in nitrogen oxides (NOx) emitted of around 70 per cent \u2013 depending on engine size \u2013 when compared to current IMO Tier II levels.<\/p>\n
\u201cOur new concept is designed with features and components to withstand the toughest marine environments,\u201d said Johan Carlsson, Volvo Penta\u2019s chief technology officer. \u201cIn complying with IMO Tier III requirements, Volvo Penta will meet international emissions standards, offering a truly global solution.\u201d<\/p>\n
Volvo Penta\u2019s solution for IMO Tier III is optimized for marine use, and uses SCR technology for the exhaust aftertreatment system.<\/p>\n
\u201cWe\u2019ve opted for the use of SCR because it keeps the engine working efficiently with optimized fuel consumption and keeps the power up to the right level,\u201d says Thomas Lantz, product planning manager, marine commercial, at Volvo Penta. \u201cSCR is the ideal solution for marine customers.\u201d<\/p>\n
The NOx Emission Control Area (NECA) for the Baltic and North seas follows the NOx designation by IMO for North American and Caribbean regions, and applies to most engines with an output of over 130kW. All of these areas are designated Sulphur Emission Control Areas (SECA) regulating maximum sulphur content in the fuel to 1000 ppm.<\/p>\n
Exhaust gases are mixed with UREA\/DEF (diesel exhaust fluid) in the SCR unit. There is a separate UREA injector pipe. The two alternative exhaust outlets are designed for marine standards and will provide customers with different possible SCR configurations, leading to ease of installation. The DEF tank is designed to hold enough UREA for 3200 litres of fuel, and there are sensors to check the UREA levels and quality; it also includes a dosage pump and control unit. For Volvo Penta IPS, there are also specific features, such as the exhaust bend, to ensure ease of installation and operation.<\/p>\n
Volvo Penta is initially launching its IMO Tier III solution for its 13-liter models as the range is used for a wide variety of marine applications. It will be available for inboard engines and the Volvo Penta Inboard Performance System (IPS) package (with a power output of 294-588 kW), auxiliary engines (ranging from 294-441 kW), and gensets (ranging from 300-400 kW). The manufacturer says that the reduction in NOx will go from current permitted levels of 7.7 g\/kWh down to 2 g\/kWh.<\/p>\n
By Jake Frith<\/p>\n","protected":false},"excerpt":{"rendered":"
Swedish engine manufacturer Volvo Penta has launched at Norshipping in May a new engine and aftertreatment concept to comply with the forthcoming implementation of IMO Tier III standards, enabling, it says \u2018a global solution for commercial marine operators\u2019.<\/p>\n","protected":false},"author":8,"featured_media":3307,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[11],"tags":[],"sponsor":[],"class_list":["post-3306","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-power-propulsion"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts\/3306","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/comments?post=3306"}],"version-history":[{"count":1,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts\/3306\/revisions"}],"predecessor-version":[{"id":3308,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/posts\/3306\/revisions\/3308"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/media\/3307"}],"wp:attachment":[{"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/media?parent=3306"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/categories?post=3306"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/tags?post=3306"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.maritimejournal.com\/get-set-for-workboat-2050\/wp-json\/wp\/v2\/sponsor?post=3306"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}