Monitoring & metering
potential for ammonia to be employed as a fuel in a number of different applications is now being urgently investigated. It has been estimated that green ammonia will
cost two to four times more to produce than conventional ammonia (steam reformation of methane in natural gas). Nevertheless, it is anticipated that green ammonia costs could drop significantly after the scaling up of production – assuming that ammonia powered engines can be developed successfully. The International Maritime Organisation (IMO)
has adopted a new regulation to drive the decarbonisation of global shipping. Scheduled to be enforced by 2023, New Regulation 28 mandates: “a linear reduction in the in-service carbon intensity of ships between 2023 and 2030, such that the global fleet achieves an average reduction of at least 40 per cent by 2030 when compared with 2008”. The use of ammonia as a marine fuel is therefore being vigorously investigated by the sector.
MariNH3 researcH
The project’s practical research is being conducted at the University of Nottingham’s Powertrain Research Centre in the Faculty of Engineering. This facility includes a broad range of resources for engine research, but the most relevant for this project are a new Volvo marine specification compression ignition (diesel) engine, a jet ignition engine and a comprehensive suite of Signal Group exhaust gas analysers. Liquid ammonia is stored in a tank at the
research centre and Research Fellow Dr Abdelrahman Hegab and Research Technician Nigel Sykes have installed a fuel supply line to the Volvo engine which draws vaporised ammonia from the tank. However, the combustion characteristics of ammonia differ greatly from conventional fuels, so the researchers are looking at ways to refine the technology whilst maximising the efficiency with which energy is utilised and minimising potentially harmful emissions. Hegab explains: “The burning velocity of ammonia is relatively low, so there is potential for unburned ammonia to pass through to the engine exhaust. For this reason, Signal Group has supplied us with their new S4 NEBULA, a continuous ammonia analyser which employs tunable diode laser spectrometry (TDLS). This analyser is deployed in conjunction with a comprehensive suite of Signal’s reference method analysers to ensure that we are able to
gain a full understanding of engine emissions under differing research conditions.” Nitrogen and oxygen are the two main
components of atmospheric air, but they do not react at ambient temperature. However, in the heat of combustion, the two gases react to form
nitric oxide (NO) and nitrogen dioxide (NO2). This is an important consideration for the MariNH3 team because emissions of these gases (collectively known as NOx) have serious health and environmental effects. A S4 QUASAR (heated vacuum chemiluminescence gas analyser) therefore continuously measures NOx, NO and
NO2. It is also important to measure any organic carbon in the emissions, so a S4 SOLAR (flame ionisation detector - FID) performs continuous VOC analysis. To complete the profile of exhaust gas analysis, a S4 PULSAR (Non-Dispersive Infrared - NDIR) multi-gas analyser provides continuous measurements of carbon monoxide,
carbon dioxide, and nitrous oxide. The PULSAR is also fitted with an oxygen sensor.
aMMoNia coMbustioN
Ammonia has a higher absolute minimum ignition energy than traditional fuels, so the researchers are looking at ways to improve the combustion characteristics. For example, they are investigating the effects of co-firing with a small amount of hydrogen, as well as the use of diesel as a pilot fuel to promote ignition. In addition, they are also investigating the use of a jet ignition engine to promote the combustion event. The combustion gas analysers were supplied by
Signal Group, and their James Clements says: “We have worked with the University’s Faculty of Engineering for many years, but we are particularly pleased to be able to help with the MariNH3 project. The world is desperate to achieve Net Zero as soon as possible, so this project is at the forefront of research to find solutions, and we are both delighted and honoured to help.” Summarising, Hegab says: “We are optimistic
that we will develop acceptable ammonia combustion technology for marine vessels, and possibly other vehicles. Naturally, we can only do so if the technology is efficient and if we can minimise funnel emissions well below internationally accepted limits, so our partnership with Signal Group is extremely important.”
Signal Group 44
www.signal-group.com August 2022 Instrumentation Monthly
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102
