Adblue is a registered trademark of the Verband der Automobilindustrie and refers to an aqueous urea solution with a concentration of 32.5%. There are many companies that offer this product under a different trade name, such as NOxy.

Yes, marine applications mainly use urea at a concentration of 40%.

The freezing point is approximately -11 °C. It should be protected from sunlight and temperatures above 30°C.

As these are not dangerous or toxic substances, no permits are needed if we use 32.5% or 40% urea.

In most cases for both generator engines and those operating as drive units, we can assume that this consumption corresponds to around 10% of the fuel consumption value. So for an engine burning 100 litres of fuel per day, the urea consumption will be 10 litres.

We service our systems annually. For engines with high particulate emissions, the exhaust gas back-pressure should be monitored, this will allow us to assess whether the catalytic cartridges need cleaning. Observing the level of NOx reduction will enable us to evaluate the ageing of the catalytic cartridges.

The catalytic cartridges in the reactor are guaranteed for 16,000 operating hours. We know from practice that they should be replaced approximately every 4-5 years.

Yes, the warranty is usually maintained because SCR or DPF does not directly affect engine operation if the permissible exhaust back pressure is maintained. Our systems are designed with great care not to exceed this parameter.

Technically it is possible, but financially it is not usually viable.

Normally, reactors are installed as close to the engine as possible, e.g. in front of the silencer on the roof of the container. For retrofits when the exhaust gas temperature is sufficiently high, the SCR reactor can be installed behind the silencer.

Yes. This maintains the minimum exhaust temperature necessary for the reaction to take place by reducing nitrogen oxides.

Yes. Stainless steel insulation should then be provided.

No. The SCR system should be designed in such a way that the maximum exhaust back-pressure for the engine is not exceeded and thus the engine power is not reduced.

Depending on the substrate technology used and the catalyst composition, prices can vary significantly. Currently, metal substrate catalysts with precious metal coating are the most expensive. For SCR systems, the catalytic cartridges we use use a porous titanium dioxide (TiO2) carrier, a material on which the catalytically active components vanadium pentoxide (V2O5) and tungsten trioxide (WO3) are placed. The price of catalytic cartridges for a 1000-1500 kW diesel engine where NOx reduction is expected to be around 90% ranges from EUR 10 000 to 17 000.

No, because the exhaust aftertreatment systems do not exceed the engine manufacturer’s exhaust back-pressure limit.

The SCR system is powered by 1-phase 230VAC. The cable supplying the system is min 3x4mm2 and the current protection is max 16A.

In order for an engine to be Stage V standard, it must be approved on a test bench according to the EU regulation.Installation of an exhaust aftertreatment system without approval is possible, but is not equivalent to achieving Stage V standard for the engine.

Once a suitable after-treatment system has been designed, usually consisting of DOC-DPF and SCR catalytic converters and filters, engine tests are carried out on a test bench, followed by a confirmation of compliance procedure by a certification body.

To achieve IMO Tier III, approval must be carried out on a test bench under scheme A, or on a ship under scheme B. However, scheme B is much more complicated and is only viable for high-power engines for which scheme A testing is not viable.

Yes, in this case it is sufficient to install an SCR system on a vessel without prior approval on a test bed. Testing for the Norwegian sector is carried out by entities authorized by the Norwegian Maritime Authority.