Page 119: of Maritime Reporter Magazine (November 2015)

Propulsion Case Study

Work on the Amsterdam Canals

Anyone who has ever visited Amsterdam can cer- Penta D5A TA marine diesel engines, including fer- system, which reduces NOx by diluting the charge tainly attest to the unique nature of the city and its ries operated by Canal Company, Blue Boat, Rederij air with recirculated exhaust gas. The amount of inhabitants. But this doesn’t end on the streets, as Kooij and Rederij Lovers. NOx being produced since the repowering project the cities extensive canal system and the sightseeing “Amsterdam is one of the most popular urban has signi? cantly declined — thanks to Volvo Penta ferries that ply the waterways are an indelible fea- tourist destinations in Europe — thousands come and fellow Swedish company STT Emtec.

ture of the city. Time to comply with new emissions every year to experience the magic of this city,” ex- The exhaust gas recirculation (EGR) system op- output regulations has now expired for Amsterdam’s plains Jeroen van Lie? and, sales manager for Ter- erates with a patented EGR value, which precisely famous sightseeing ferries, but with the help of ma- louw Rotterdam. “The canal boat operators needed controls the exhaust and inlet air mixture. In addi- rine power provider Volvo Penta, it iss still business to ? nd an engine and aftertreatment combination tion, the CCT active uses the on-board fuel as a re- as usual on the canals of the Dutch capital — and that met the requirements of the local authorities and acting agent to help control the soot loading in the now NOx emissions are down by as much as 45%. didn’t result in a long repowering process that would diesel particulate ? lter (DPF).

In 2005 Amsterdam’s local governing body laid cause costly downtime. Volvo Penta and STT Emtec Soot can be burned automatically when exhaust down an ultimatum for operators of the city’s fa- proved to be a winning combination.” temperatures are high enough but, given the low mous glass sightseeing water ferries — as of Janu- Prior to the repowering operation — which ? tted speed limit in the city, which prevent the exhausts ary 1, 2015, all boats of this kind had to either be the ferries with 4-cylinder engines — the ferries ran from consistently reaching high temperatures, the ? tted with a repowered engine and aftertreatment on 6-cylinder engines. This additional power was CCT active controls soot buildup at lower tempera- system, or replaced by an electric alternative. less of a help and more of a hindrance; because the tures. Using the system, the engine’s carbon monox-

Terlouw Rotterdam, the Volvo Penta Center in the speed limit on the Amsterdam canals is only 6 kph, ide, hydro carbon and carbon particle emissions are

Netherlands, worked with Slot Jachtbouw, an Am- the sightseeing vessels had a very low speci? c load all reduced by up to 90%, and NOx emissions are sterdam shipyard, between 2012 and 2014 to sys- pro? le. But with Volvo Penta’s engines, the ferries reduced by up to 45%.

tematically swap out many of the old engines and can run at a higher load at low speed limits, resulting Together, Volvo Penta and STT Emtec tested the replace them with repowered new ones that are ? t- in higher exhaust temperatures. These high exhaust D5 engine with and without the DNOx system, and ted with STT Emtec’s marine DNOx after-treatment temperatures allowed for the use of the DNOx after- found the results to be exceptional. The D5 engine’s system. treatment system, developed by STT Emtec. lower fuel consumption and cleaner performance,

Since repowering ended at the beginning of this coupled with STT Emtec’s advanced system, are year, a total of 50 out of 150 canal boats operating Aftertreatment helping Amsterdam work towards its goal of becom- on Amsterdam’s waterways are powered by Volvo The D5 engines were ? tted with a marine DNOx ing a zero emission city by 2025.

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