Oct 27, 2014

SCR System for Marine Engines Received World's First Approval from MAN Diesel & Turbo

 Hitachi Zosen Corporation has become the world’s first firm to receive first-time approval (FTA) for a selective catalytic reduction (SCR) system for marine engines from its licensor MAN Diesel & Turbo SE (Germany; MAN)in the field of the design and manufacturing of marine diesel engines.

 The International Maritime Organization (IMO) proposed the standards on the reduction of nitrogen oxide (NOx) and sulfur oxide (SOx) emissions during maritime transportation. In April 2014 The IMO Marine Environment Protection Committee adopted stringent Tier III controls twhich require an 80% reduction of NOx emissions from Tier I (17.0 g/kWh) to be effective within emission control areas (ECA) from 2016.

 Hitachi Zosen in partnership with MAN, its licensor boasting a more than 80% global share in the marine diesel engine market, embarked to develop a SCR system for marine engines using Hitachi Zosen’s proprietary NOx removal catalyst and system into test engine in 2009. In 2011 the SCR system was certified by Nippon Kaiji Kyokai (NK: Japan Maritime Association) ahead of the competition and fitted in a new vessel for in-service testing ongoing for three years from November 2011.

 The FTA from MAN verified that Hitachi Zosen’s SCR system for marine engines is fully compliant with Tier III standards. Hitachi Zosen is globally the only marine diesel engine supplier to receive official approval from MAN. Tier III NOx standards are applicable to new ships constructed on or after January 1, 2016. Since it takes at least one year to design a new ship, the demand of new shipbuilding with SCR is rising significantly for NOx reduction systems.

 Hitachi Zosen commenced full-scale marketing of SCR systems for marine engines in this year. It plans to build on the FTA and collaborate further with MAN to carry out aggressive order intake activities worldwide.

 Hitachi Zosen’s SCR system for marine engines offers the following benefits.

1. The system uses high-temperature exhaust gas upstream of the turbocharger to prevent excessive CO2 emissions.

2. The system uses highly-pressure exhaust gas upstream of the turbocharger, which is high in density and requires compact catalyst volume, for the optimized design standard rather than the half the size of conventional systems.

3. The system uses urea as a reductant to render NOx harmless for enhanced safety and user-friendliness.