MAN Diesel & Turbo - MTCC-Latin America...MAN Diesel & Turbo LRJ/LDR2016.14.09 < 4 > Emission regulation for NOx and SOx 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 Fuel Sulphur Content (Equivalent)

1< >MAN Diesel & Turbo LRJ/LDR2016.14.09

MAN Diesel,

Large Diesel Emissions

MAN Diesel & Turbo

Large Diesel Emission Technologies

Les Gingell

Vice President, Marine Sales

MAN Energy Solutions

[email protected]

2< >MAN Diesel & Turbo LRJ/LDR2016.14.09 2

60,000 kW

24 knots

12,970 tons Nitrogen

2,000 tons Oxygen

350 tons H2O

86 tons CO214 tons SO230 tons NOx

The environmental cost of transportation (figures from one vessel per 24 hour):

240 tons HFO

7 tons Sulphur

13,000 tons Nitrogen

3,000 tons Oxygen

1 ton Lube Oil

“Back in the Day” - Unregulated Emissions


Existing and Future ECA Areas (DNV)


Emission regulation for NOx and SOx

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

Fuel Sulphur Content

(Equivalent) [%]

2008 2010 2012 2014 2016 2018 2020 2022

NOx [g/kWh]

Tier I

Tier III

Tier II

in ECAs

in ECAs

General

All vessels (old and new)

Only newbuildings

We are here

Scrubbers

US-ECA N-EU-ECA

17.014.4

3.4


Towards A Greener FuturePortfolio of solutions

Dual

Fuel

Technology

SCR

EGR

MGO

Wet Scrubber

SOx NOx

Countermeasures for

Tier III

Technologies


What fuel will be used in 2020 and beyond?

SOx compliance

ME-GI / ME-LGI engine

Dual Fuel:

LNG, Ethane, LPG,

MeOH…

MC/ME/-C engine

Single Fuel:

0.1%S fuel, 0.5%S fuel

MC/ME/-C engine

0.5-5%S fuels:

HFO/MDO + Scrubber

Compliant fuelHigh sulphur fuel


SOx and NOx compliance combinationPresent and post 2020

Fuel to use

globally

Fuel to use

in ECA area

0-3.50% S

+ Scrubber0-0.50% S

Tier III

technology

LS HPSCRLS EGR LPSCR

0-0.10% S0-3.50% S

+ Scrubber0-0.10% S

HS EGR HS HPSCR


8

Extensive

rebuild of the

funnel was

necessary to

give space for

the scrubber.

MAN B&W 2-stroke Marine Engine

Controlling SOx by Cleaning the Exhaust


NOx Issues and Solutions

Tier III is for NOx.

SOx is NOT a Tier III issue.

Tier III is an 80% reduction in NOx from Tier I.

We have many solutions for NOx, with time in the ECA

being a primary criteria for decision.

Scrubbers are for SOx. EGR and SCR are for NOx


NOx Regulation Tier III is Here

What we’ve seen so far


EGR LP-SCRHP-SCR

SCR = Selective Catalytic ReductionEGR = Exhaust Gas Recirculation

Tier III Service Experience:

What are NOx countermeasures?


EGR and SCR Pro’s & Con’s

If this is important, you will lean towards: EGR SCR

Low First Cost *

Low Operating Cost

Many ECA Hours

Fuel Flexibility

No Sludge Production

Same Technology for ME and GenSets

Tier III Engine Outline

No Overboard Discharge

Possible New Tier II Modes

WHR Possibilities

* Choice often dependent on engine size


LP SCR versus HP SCR pro’s & con’s

If this is important, you will lean towards: LP SCR HP SCR

Certification (Scheme A/Scheme B)

Urea consumption

SFOC penalty

CAPEX

Combination with SOx scrubber

Fuel oil flexibility

Compact and engine-close design

No OPEX increase for exhaust gas temperature increase

No need for separate catalyst regeneration strategy

Free installation position in engine room

Less complex piping/less gas forces

Engine with more than 2 T/C


IMO NOx Tier III

Exhaust Gas Recirculation (EGR)


EGR installation example


Low sulphur EGR outlines

Lower Sulfur permits smaller EGR

as internal scrubber size reduced

• Outline width reduce.

• Height of EGR unit reduced. More space below.

EGR units

6G70ME-C9

HFO LS


TIER III EGR Prepared Engine Concept

Along EGR TIER III retrofit concept it

is further important to consider along

planning of new building:

Engine room space for EGR sub-

systems such as RTU, WTS, SU,

NaOH dosing tank, sludge tank

Ship central cooling system

capacity, e.g. central cooler size,

FW and SW pumps designed for

future EGR TIER III operation

Design cross-check for aux. power

demand and switchboard layout of

vessel


TIER III EGR Prepared Engine ConceptHighlighted components explanation

Components

required for TIER III

operation or

interface prepared

for TIER III EGR

retrofit conversion

Components required for

TIER II operation with

prepared interfaces for

TIER III EGR retrofit

conversion


EcoEGR is a new engine tuning for EGR engines:

Tier III operation: Tier II operation:

NOx < 3.4 g/kWh NOx < 14.4 g/kWh

EcoEGRContinuous EGR operation


EcoEGRScope

Brief description of idea:

• Engine is tuned for reduced fuel consumption without

NOx restrictions

• EGR is used to control NOx for compliance

In scope:

• ME-C diesel engines with EGR already installed

• High efficiency T/C necessary

Out of scope:

• Engines without EGR

• ME-B engines

• ME-GIE

• Conventional T/C

(small engines) Possible scope

(to be decided in or out):

• ME-GI-EGR

• ME-LGI-EGR

Value for the customer:

• Reduced fuel consumption

• Reduced EEDI

Project owner: EEEDF/AJJ

Project sponsor: NK


Where:

SFOC is optimized without NOx limitations in Tier II mode:

Fuel injection optimization

Compression volume optimization

Pmax, Pcomp optimization

EGR is used to reduce NOx emission to Tier II level:

EGR can reduce NOx with limited SFOC penalty

Approx. 10-20% EGR will be needed to meet the Tier II limit

Mechanical limits will limit SFOC

EcoEGRSFOC optimization in Tier II mode


Benefits with Eco EGR:

Improved heat load

Improved soot emission during Tier III operation

Reduced SFOC during both Tier II and Tier III operation

Disadvantages:

The EGR system need to operate continuously

Additional costs for NaOH, sludge handling etc.

Increased mechanical load on the engine

Overall savings:

NaOH consumption depend on the Sulphur contend in the fuel oil

LS fuel (< 0.5%): Considerable overall savings

HS fuel (3.5%): No overall savings with present setup

Business case


EcoEGR prepared

EcoEGR prepared

The possibility for EcoEGR retrofit will depend

on engine type and delivery time. Ship owners

shall contact engine builder through ship yard

to learn about the possibilities.

General considerations:

• Slightly increased T/C capacity

• Evaluate increased capacity in NaOH and

sludge tanks

• Evaluate shaft design

• Include Technical File also for EcoEGR?


EcoEGRMilestone plan

2018

Q3-2018Q1-2017 ->

Q1-2018Q2->Q3-2018

Testbed

testing Service test

Engine

programme

25< >MAN Diesel & Turbo LRJ/LDR2016.14.09RASA/ Dept SELP

Reference list for engines with NOx emission control EGR

1.12.2017

No. of

ships

No. of

enginesCyl St Bore Type Mk Gas Technology

Vessel

TypeCap. Unit Shipowner

Shipowner

CountryShipyard

Shipyard

country

Engine

Builder

Del

Year

1 1 6 S 60 ME-C 8.2 EGR HS Bulker 81600 DWT NYK Line JapanTsuneishi

ShipbuildingJapan MES 2014

2 2 6 G 70 ME-C 9.2 EGR HSCrude Oil

Tanker158000 DWT Chevron USA SHI Korea Doosan 2013

1 1 6 S 80 ME-C 9.2 EGR HS Container 4496 TEU A.P. Moeller-Maersk Denmark HHI-SBD Korea HHI 2012

6 12 5 G 70 ME-C 9.5 GI EGR LSLNG

Tanker174000 CBM BP Shipping UK DSME Korea Doosan 2017

5 5 6 G 60 ME-C 9.5 GI/E EGR LSEthane Gas

Carrier85000 CBM Hartmann Germany DSIC China HHI 2017

2 2 6 G 70 ME-C 9.5 EGR LSCrude Oil

Tanker158000 DWT Ditas Turkey HSHI Korea HHI 2017

1 1 6 G 60 ME-C 9.5 EGRBP LS Tanker Kambara Kisen JapanTsuneishi


2 2 7 G 80 ME-C 9.5 EGRTC LSVLCC

Tanker320000 DWT Maran Tankers Greece DSME Korea HHI 2017

2 4 5 G 70 ME-C 9.5 GIECO

EGRBP LS

LNG

Tanker174000 CBM Maran Tankers Greece DSME Korea HHI 2018

2 2 7 G 80 ME-C 9.5 EGRTC LS Tanker 318000 DWT ALMI Tankers Greece HSHI Korea HHI 2017

2 2 6 G 90 ME-C 9.5 GI EGRTC LS Container 3200 TEU Matson USA NASSCO USA Doosan 2018

1 1 6 G 90 ME-C 10.5 GI EGRTC LS Container TBD TEU Tote Maritime USA Philly Shipyard USA HHI 2020

2 4 5 G 70 ME-C 9.5 GI EGRBP LS LNG tanker 174000 CBM Sea Tankers France DSME Korea Doosan 2018

1 1 6 S 50 ME-C 9.5 EGRBP LS Bulker 64000 DWT Unknown -Tsuneishi



Reference list for engines with NOx emission control EGR

1.12.2017

No. of

ships

No. of


Vessel

TypeCap. Unit Shipowner

Shipowner

CountryShipyard

Shipyard

country

Engine

Builder

Del

Year

2 2 7 G 80 ME-C 9.5 EGRTC LS VLCC 318000 DWT Maran Tankers Greece DSME Korea STX 2018

1 1 7 G 80 ME-C 9.5 EGRTC LS Tanker 318000 DWT Maran Tankers Greece DSME Korea Doosan 2018

2 2 7 S 60 ME-C 10.5 GI EGRBP LS PCTC 7200 cars Siem Car Carriers NorwayXiamen

ShipbuildingChina HHI 2018

3 3 7 G 60 ME-C 9.5 EGRBP HR Container 2150 TEUEimskip

EimskipafélagIcland

Wenchong

ShipyardChina CMD 2018

6 6 6 S 60 ME-C 10.5 EGRBP LS Bulker SM ChengXi China HHM 2018

6 6 7 G 80 ME-C 9.5 EGRTC LS Tanker COSCO Shipping China NACKS China CMD 2018

1 1 6 S 60 ME-C 10.5 EGRBP LS Bulker ChengXi China HHI 2018

1 1 7 G 60 ME-C 9.5 EGRBP LS MES 2019

2 2 7 S 80 ME-C 9.5 GI EGRTC LS Container 2525 TEU Pasha USA Keppel AmFELS USA Doosan 2018

4 4 11 G 90 ME-C 10.5 EGRTC LS Container HSHI Korea HHI 2019

1 1 7 G 80 ME-C 9.5 EGRTC LS Tanker Maran Tankers DSME Korea HHI 2018

Total EGR engine 69 engines

Total EGR engine in service 5 engines


SCR process – basic principle

NOx & NH3 --> nitrogen & water

4NO + 4NH3 + O2 --> 4N2 + 6H2O (Major)

6NO2 + 8NH3 --> 7N2 + 12H2O (Minor)

NO + NO2 + 2NH3 --> 2N2 + 3H2O (Fast)

Urea --> NH3 as reducing agent

(NH2)2CO(aq) → (NH2)2CO(s) + × H2O(g)

(NH2)2CO(s) → NH3(g) + HNCO(g)

HNCO(g) + H2O(g) → NH3(g) + CO2(g)


SCR – Process diagram

Reducing agent

Scavenge air receiver

Exhaust gas receiver

Vaporizer/mixer

SCR Reactor

RSV

RBV

RTV

CBV

T/C

Cooler

WMC

High pressure SCR


SCR - Installation

2nd deck

3rd deck

4th deck

Floor deck

Tank top

Upperdeck

Ureatank

UreaSupply

SootBlower

Com-pressor

Control

Bunker

Example principle arrangement

Example outline in project guide


Low pressure SCR


Two SCR layouts – High Pressure and

Low Pressure SCR

LSF: max.:

0.1%S

(Low temp.)

LSF: 0.1%S

(HSF up to

3.5%S in

special cases)

Decades

of Service Soon to be

delivered


Recent SCR experience

Recent experience

• Cooperation with licensee operated

test engines

• Reduction of NH3 slip and Low

sulfur test on Santa Vista

• Successfully completed shop tests

at three Licenses

• 8 x LP SCR

• multiple HP SCR

Image Courtesy: HHI


SCR achievements

LP SCR - Low Sulfur

Shop test of first commercial

Tier III order

HP SCR - High Sulfur

Shop test of first commercial

HP SCR order

HP SCR - High Sulfur

Shop test of New design

Image Courtesy:

Hyundai Heavy Industries

Image Courtesy:

Dossan Engine

Image Courtesy:

Hudong Heavy Machinery

34< >MAN Diesel & Turbo LRJ/LDR2016.14.09 < 34 >

Operating Cost of EGR in ECA –

Tier III Operation

Approximate values:

SFOC penalty: 0.5 – 1.0 %

Additionally auxiliary power: 1.0 – 1.5 % of M/E power

NaOH (sodium Hydroxide)

consumption: 5 l/MWh (3%S, 50% solution)

with a 2cum tank recommended

with 0.1% sulphur fuel


Operating Expense for SCR

1) SFOC increase : 2-3 g/kWh at low loads (about 1.5-2% increase)

2) Urea consumption as a catalyst (40% aqueous urea solution) for Tier II

engine is approx: 18 g urea/kWh.

Operational Expense Example:

8L70ME-C - 20,000kW (derated) *18g/kWhr = 360,000 grams / hr * 24 hours =

8,600,000 grams / day = 9.5 tons urea / day * 40% = 3.8 tons * 50% time in

ECA=1.9 tons / day,

Urea at $1,000 / ton* = $1,900 day, or approximately $700,000 year.

*Urea bunkering prices vary significantly - $500 to $1800 in different ports

35


Development StepsOverview

TICIAN I (System Supplier Design)

Technology was developed within MDT four-stroke engines

Technology is now available for 2 stroke engines

Extensive research and development leading to a cost and space optimized

SCR reactor

TICIAN II (MAN Design) MAN SCR HP2

Four-Stroke Technology Four-Stroke Technology Two-Stroke Technology


MDT Augsburg HP SCR

Compact design for easy integration

Few framesizes will cover the entire

two-stroke portfolio up to 25MW per

SCR reactor

Integrated Mixing unit reduces the

overall length and volume

Specifically designed honeycombs

allow compact design

Reactor can be mounted horizontally

or vertically

Already over 900 MW and over 600.000 oh SCR experience on land & at sea

Standard Design


Design Comparison

Size reduction through integration of

vaporizer / mixer in reactor

Optimization of honeycombs leads to

further size optimization

Vaporizor / Mixer

Typical Market Design MDT Design

Reactor

Combined System


Reference list for engines with NOx emission control SCR

1.12.2017

No. of

ships

No. of


SCR

SupplierVessel Type Cap. Unit Shipowner

Shipowner

CountryShipyard

Shipyard

country

Engine

Builder

Del

Year

1 1 6 S 46 MC-C 8.1 HP SCR HS HZCBulker open

hatch38206 DWT Nissho Shipping Japan Naikai Shipbuilding Japan HZC 2011

3 3 6 S 50 ME-C 8.2 HP SCR HS HHI LPG tanker 20600 DWT YARA Norway HMD Korea HHI 2015

6 6 6 G 60 ME-C 9.5 LP SCR LS Doosan Ethane carrier 82000 DWT Reliance industries India SHI Korea Doosan 2015

2 4 5 G 70 ME-C 9.5 GI LP SCR LS DoosanLNG

Tanker174000 CBM Flex LNG UK SHI Korea Doosan 2017

1 1 6 G 50 ME-C 9.5 HP SCR LS HHIProduct

tanker50000 DWT ASP Australia HMD Korea HHI 2017

2 2 6 S 40 ME-B 9.5 LP SCR LS HHITraining

vessel

MMU (Mokpo

National Maritime

University

Korea HHIC Korea HHI 2017

4 4 6 S 60 ME-C 8.5 HP SCR LS HHM Container 1100 TEU Tropical Shipping USAHuangpu

WenchongChina HHM 2017

4 4 6 S 35 ME-B 9.5 LP SCR LS SMDERI Tanker 7500 DWT COSCO Shipping China Chengxi Shipyard China YMD 2017

2 2 7 G 80 ME-C 9.5 LP SCR LS Doosan Tanker 318000 DWT BW Maritime Pte Singapore DSME Korea Doosan 2017

2 2 6 S 35 ME-B 9.5 HP SCR LS HZCChemical

tanker9700 CBM Sirius Shipping AB Sweden

AVIC Dingheng

shipbuildingChina DMD 2017

2 2 6 G 60 ME-C 9.5 HP SCR LS HZC Sumitomo HI Japan HZC 2018

2 2 6 G 60 ME-C 9.5 HP SCR LS HZCCrude Oil

Tanker115000 DWT

East Pacific

ShippingSingapore

Hanjin Heavy

IndustriesKorea STX 2018

2 2 7 G 80 ME-C 9.5 HP SCR LS HHI Tanker 300000 DWT DHT Singapore HHI-SBD Korea HHI 2018

2 2 6 G 50 ME-C 9.5 HP SCR LS HHI Fukujin Kisen Japan HMD Korea HHI 2017



1.12.2017

No. of

ships

No. of


SCR


Shipowner

CountryShipyard

Shipyard

country

Engine

Builder

Del

Year

3 3 7 G 80 ME-C 9.5 HP SCR LS HHI Tanker 300000 DWT Enesel Greece HHI-SBD Korea HHI 2018

2 2 5 S 40 ME-B 9.5 HP SCR LS HHM LPG tanker 13000 M3 Hyproc Shipping Algeria Jiangnan Shipyard China HHM 2018

2 4 5 G 70 ME-C 9.5 GI HP SCR LS HHI LNG Tanker 173000 M3 Knutsen Norway HHI-SBD Korea HHI 2018

4 4 5 G 50 ME-C 9.5 HP SCR LS HZCChemical

tanker38000 DWT Carl Buttner Germany

Jiangsu New

HantongChina STX 2018

8 8 6 G 50 ME-C 9.5 HP SCR LS HHMChemical

tanker49000 DWT Odfjell Norway Hudong Zhonghua China HHM 2018

1 1 7 G 80 ME-C 9.5 HP SCR LS HHI VLCC 300000 DWT NEDA Greece HSHI Korea HHI 2018

4 4 7 G 80 ME-C 9.5 LP SCR LS Doosan VLCC 319000 DWT BW Maritime Singapore SHI Korea Doosan 2018

4 4 7 G 80 ME-C 9.5 LP SCR LS Doosan VLCC 319000 DWTCapital Ship

ManagementGreece SHI Korea Doosan 2018

2 2 7 G 80 ME-C 9.5 HP SCR LS HHI VLCC 300000 DWT TCC Hong Kong HSHI Korea HHI 2018

6 6 6 G 50 ME-C 9.5 HP SCR LS HHIChemical

tankerHMD Korea HHI 2018

7 7 6 G 70 ME-C 9.5 HP SCR LS HHI Tanker HSHI, HHI-SBD Korea HHI 2018

1 1 6 S 50 ME-C 9.5 HP SCR LS HHI Tanker Goldwing Shipping Nantong Xiangyu China HHI 2018

2 2 6 G 60 ME-C 9.5 HP SCR LS HHI LPG tanker Petredec Holdings Singapore Jiangnan Shipyard China HHI 2018

10 10 6 G 70 ME-C 9.5 HP SCR LS HHM Tanker 156500 DWT NAVIG8 SingaporeJiangsu New

TimesChina CMD 2018



1.12.2017

No. of

ships

No. of


SCR


Shipowner

CountryShipyard

Shipyard

country

Engine

Builder

Del

Year

4 4 6 G 60 ME-C 9.5 HP SCR LS HHM Tanker 109999 DWT NAVIG8 SingaporeNew Times

Shipbuilding China CMD 2018

5 5 7 G 80 ME-C 9.5 LP SCR LS Doosan Tanker 300000 DWT HMM Korea DSME Korea Doosan 2018

1 1 6 G 40 ME-B 9.5 HP SCR LSChemical

carrier28000 DWT

Ningbo Donghai

ShippingChina Wuhu Shipyard China Y.M.D. 2018

2 2 7 G 80 ME-C 9.5 HP SCR LS HHI Tanker SENTEK Singapore HSHI Korea HHI 2018

3 3 5 G 60 ME-C 9.5 LP SCR LS SMDERI

Multi-

purpose

Vessel

COSCO Shipping China COSCO (Dalian) China DALIEN 2018

2 2 6 G 70 ME-C 9.5 HP SCR LS HHI SWS China HHM 2019

1 1 6 G 50 ME-C 9.5 HP SCR LS HZC Formosa Taiwan GSI China HZC 2018

2 2 6 G 70 ME-C 9.5 HP SCR LS Bulk carrier Santoku SWS China CMD 2018

2 2 6 G 50 ME-C 9.5 LGIM HP SCR LS HHIMethanol

carrier49000 DWT Marinvest Sweden

Hyndai Mipo

DockyardKorea HHI 2018

1 1 6 G 45 ME-C 9.5 HP SCR HS CMP

1 1 7 G 80 ME-C 9.5 HP SCR LS HZC HZC 2018

1 1 8 G 90 ME-C 10.5 LP SCR LS HHI Container HHI-SBD Korea HHI 2019

2 2 6 G 60 ME-C 9.5 HP SCR HS HHI LPG carrier Elandra Holdings Australia HHI-SBD Korea HHI 2018

4 4 6 G 70 ME-C 9.5 HP SCR LS Bulk Carrier FOREMOST SWS CMD 2018



1.12.2017 RASA/ Dept SELP

No. of

ships

No. of


SCR


Shipowner

CountryShipyard

Shipyard

country

Engine

Builder

Del

Year

4 4 6 G 50 ME-C 9.5 HP SCR LSWood Chip

Carrier64000 DWT

Chengxi

ShipyardChina HHM 2018

1 1 6 G 50 ME-C 9.5 HP SCR HS HISAMOTO HMD Korea HHI 2019

4 4 6 G 50 ME-C 9.5 HP SCR HSChemical

Carrier

GULF

NAVIGATIONHMD Korea HHI 2018

1 1 6 G 50 ME-C 9.5 HP SCR LSWood Chip

Carrier64000 DWT

Qingdao Beihai

ShipyardY.M.D. 2018

Total SCR engine 144 engines

Total SCR engine in service 10 engines


New Special NOx Regulations in China

TECHNICAL AND REGULATORY NEWS No. 10/2018 – Statutory

NEW REQUIREMENTS FOR NOX EMISSIONS

FOR VESSELS ENGAGED IN CHINESE

DOMESTIC TRADE

July 2018

Relevant for ship owners and managers.

The new NOx regulations are applicable for diesel engines

installed on either:

ƒƒ Imported vessels (acquired second-hand from international

owners) or

ƒƒChinese-flagged, international sailing vessels

which are only involved in Chinese domestic transport (either

coastal or inland). They are required to comply with the IMO

Tier II emission limits. This limitation applies to vessels imported

after 1 September 2018 and to vessels converted to be

engaged in domestic trade only after 1 September 2018. The

NOx emission regulations cover vessels operating within the

following waters:

Coastal waters

ƒƒChinese National 12 nm zone

ƒƒHainan Island waters


Chinese Regulation and the real world

for NOx emissions

Retrofit from Tier 0 or Tier 1 emissions to Tier 2 is POSSIBLE, but:

From old mechanical engines (MC, MC-C) to Tier 2 could be costly because of

significant retrofit costs.

Retrofit to Tier 2 would mean that there would have to be a “parent” engine, of

the same configurations which would have to be tested to Tier 2 requirements.

Other engines would have to be retrofit to exactly the same configuration.

Would probably involved engine timing, turbocharger configuration, significant

combustion chamber changes etc.

Other methods MIGHT be available, such as incorporating an ECO EGR, but

again, there will need to be a “parent engine” that was tested for compliance.


<

Thank You for Your Attention!

All data provided in this document is non-binding.

This data serves informational purposes only and is

especially not guaranteed in any way. Depending on the

subsequent specific individual projects, the relevant

data may be subject to changes and will be assessed and

determined individually for each project. This will depend

on the particular characteristics of each individual project,

especially specific site and operational conditions.

MAN Diesel & Turbo - MTCC-Latin America...MAN Diesel & Turbo LRJ/LDR2016.14.09 < 4 > Emission regulation for NOx and SOx 0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 Fuel Sulphur Content (Equivalent)

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