Transcript Wartzila pt emission slide 1 - MART

INTERNAL USE ONLY
Wartsila Proposals for Exhaust Gas
Emissions Abatement
P. Tremuli 22.1.2008
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Agenda
1) Introduction
2) Key legislation
- Marine exhaust emissions legislation
- Wartsila engines vs. Legislation
3) Abatement technologies
- Wet Low NOx technologies
- Gas Engines
- SCR technology
- Scrubbing technology
- Common Rail
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Map to Lower Emissions
LOW NOX
COMBUSTION
C OMBUSTION
C YCLE
ENHANCEMENT
F UEL
CONSUMPTION
DOUBLE STAGE
TURBOCHARGING
WITH HIGH MILLER
PRIMARY
METHODS
SMOKE
GAS ENGINES
CO2
Exhaust Gas
Emission
Abatement
COMMONRAIL
ENGINE
MODIFICATION
WET METHODS
SELECTIVE
CATALYTIC
R EDUCTION
SCR
SECONDARY
METHODS
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SOX
SCRUBBER
PARTICULATE
FILTERS
DPF
NOX
PARTICULATE
MATTER
PM
INTERNAL USE ONLY
KEY LEGISLATION
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Marine exhaust emissions legislation
• IMO (International Maritime Organisation)
• EU (European Union)
• SECA (Sulphur Emission Control Areas)
• EPA (Environmental Protection Agency - U.S.)
• Local Authorities
• Alaska
• California
• Canada
• River Rhine
• Norway, Sweden… (European Fee Incentive Programs)
• Voluntary Emission Reduction Programs
• American Bureau of Shipping ABS
• Bureau Veritas BV
• Det Norske Veritas DNV
• Lloyd's Register LR
• Registro Italiano Navale RINA
• Russian Maritime Register Of Shipping
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Transition of NOx emission limits
IMO (slow speed engine)
1
IMO (high speed engine)
7
16
15
~
13.5
EPA NOx+HC
-2 / -3.5 g/kWh
EU NOx+HC
10.2
IMO Tier II
11
10.2
EPA Tier I
NOx g/kWh
9.8
IMO Tier III
8
7.8
Norway proposal
7.8
~
6.3
EPA Tier II
EPA Tier III
4.9
3.4
2
1.96
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2020
2015
2011
2007
2005
2000
EPA Tier IV
IMO Tier III
Japan proposal
Transition of SOx emission limits
Option B
Global cap
4
IMO actual Global cap
Option B2 (BIMCO)
Global Cap
S in fuel (%)
3
2
Option C
Only distillates
IMO actual limit
in
North Sea & English
Channel
SECA area
Option B2 (BIMCO)
for SECA areas
Option B
for SECA areas
1
IMO actual limit
in Baltic Sea
SECA area
Option B1 (US)
in costal areas X miles
from shore
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07
08
09
10
11
Year
12
13
14
15
16
17
Next SECAs
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Wartsila Engines’ Portfolio vs. Legislation
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n < 130 rpm  17,0 g/kWh
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130 rpm ≤ n < 2000 rpm  45 x n -0,2 g/kWh
x
16
n ≥ 2000 rpm  9,8 g/kWh
14
IMO limit
12
10
Low NOx comb.
Wetpac E
8
Wetpac
6
4
SCR
2
W64
RTA
W46 W38
W32
W26 W20
0
0
200
400
600
800
1000 1200 1400
1600 1800
2000
RPM
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Wartsila Gas Engines’ Portfolio vs. Legislation
20
n < 130 rpm - > 17,0 g/kWh
18
130 rpm ≤ n < 2000 rpm -> 45 x n -0,2 g/kWh
16
n ≥ 2000 rpm - > 9,8 g/kWh
14
IMO limit
12
10
Low NOx comb.
Wetpac E
8
Wetpac H
6
SCR
4
Gas mode operation
2
W50DF
W34DF
0
0
200
400
600
800
1000 1200 1400
1600 1800
2000
RPM
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INTERNAL USE ONLY
ABATEMENT TECHNOLOGIES
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CO2 & Particulate
NOx vs. CO2
NO MIRACLES!!!
Reduction
target
NOx
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Low NOx Combustion
– High combustion air temperature at injection
start
– Short injection period
– Good fuel atomization
– Optimal combustion space geometry
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Wet Low NOx Technologies
NOx reduction due to:
• Lower combustion air temperature through vaporization of the liquid
water prior to and/or during combustion
• Increased heat capacity of the cylinder charge, which reduces the
temperature increase during combustion
• Dilution of oxygen concentration in the cylinder charge
Three Wetpac technologies have been developed/tested:
Direct Water Injection
Wetpac DWI
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Humidification
Wetpac H
Water-fuel-Emulsions
Wetpac E
Wetpac DWI (Direct Water Injection)
Strengths
NOx Reduction - Primary Measures
DWI system with “Tandem-nozzle”
Water
Fuel
Water Pressure
200 - 400 bar
Water Need le
and
Fuel Needle
in the Same
Injector
Fuel Pressure
1200 - 1800 bar
Technology
H:\GHn\Env_ bookle t\section_ 7\s_7 A_13 .PPT
NOx Reduction - Primary Measures - Principle of the
DWI System w ith “ Tandem Nozzle”
Water
tank
Weaknesses
Solenoid
valve
Water
Control
unit
High pressure
Water Pump
Flow fuse
Fuel
T
Fuel needle
Water needle
Technology
H:\GHn\Env_ bookle t\section_ 7\s_7 A_14 .PPT
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• High NOx reduction level achievable: 50%
• Water-to-Fuel ratio typically: 0.7
• Low water consumption compared to Humidification
• Water quality is less crucial compared to Humidification
• Air duct system can be left unaffected – no risk for corrosion/
fouling of CAC, etc
• Flexible system – control of water flow rate, timing, duration and
switch off/on
• Less increase of turbocharger speed and less drift towards compressor
surge line compared to the Humidification method due to no increase
of rec. temp. and less water flow – high engine load can be achieved
and high (50%) NOx reduction also at full engine load
• No major change in heat recovery possibilities
• Good long term experiences with low sulphur fuels (<1.5%)
• High fuel consumption penalty
• Increased smoke formation especially at low loads
• Remedy: switch off or less water at low load
• More complicated/expensive system compared to Humidification
• Challenges in terms of piston top and injector corrosion with
high sulphur fuels (>1.5%)
Wetpac H (Humidification)
Strengths
Compressor
Evaporised water is partly re-condensing
in the charge air cooler
• Only marginal increase of SFOC
• Less complicated/expensive system compared to DWI
• Flexible system – control of water flow rate and switch off/on
Weaknesses
Water
injection
130-135
bar
Injected water mist is
evaporated and hot
air after compressor
is cooled to
saturation point
Saturated air
40…70°C
Heat from cooling water
is reducing re-condensing
Standard Wetpac H unit
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Unevaporised water
captured in WMC and
re-circulated
• Lower NOx reduction (40%) compared to DWI (50%)
• High water consumption compared to DWI
• Very clean water is required in order to avoid fouling/corrosion
of CAC and air duct system
• Major change in heat recovery possibilities - less cooling
water heat available for production of clean water
• Water-to-fuel ratio  1,3÷2
• Turbocharger speed increase and drift towards compressor surge line
due to increased rec. temp. and high water flow
• By-pass is required (anti-surge device)
• Not possible together with pulse charging systems
• Full NOx reduction (40%) can not normally be achieved
at full engine load and low loads
• Increased smoke formation especially at low loads
• Remedy: switch off or less water at low loads
• Limited long term experience
• Unacceptable corrosion observed in the air duct system including
CAC on 500h endurance test with high sulphur fuel (3%)
• Encouraging lab and field experiences (rather few hours) with
low sulphur fuel and low NOx reduction levels (about 30%)
Wetpac E (water-fuel Emulsions)
Strengths
Water droplets
inside fuel droplet
Fuel Oil droplet
• Only marginal increase of SFOC
• Reduced smoke formation especially at low load
• Low water consumption compared to Humidification
• Water-to-fuel ratio  0,3
• Almost similar to that of DWI, but due to low NOx
reduction the water consumption is low
• Water quality is less crucial compared to Humidification
• Less increase of turbocharger speed and less drift towards compressor
surge line compared to the Humidification method, due to no increase
of rec. temp. and less water flow – high engine load can be achieved
• No major change in heat recovery possibilities
Weaknesses
• Low NOx reduction potential (15-20%)
• Limited flexibility
• Increased smoke formation and poor engine performance
due to too large nozzles in case of switching off the system
• Increased mechanical stress on the fuel injection system
in case ”standard” nozzles are used
• Limited long term experience
• 400h endurance test showed extreme turbine nozzle ring fouling
• Root cause was very bad water quality
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Increase of Specific Fuel Consumption (%)
Wetpac – NOx reduction potentials and typical fuel consumption penalties
Achievable with
Wetpac E
3
Achievable with
Wetpac H (Marine)
Achievable with
Wetpac DWI
2.5
DWI
2
1.5
1
Humidification
0.5
Emulsion
0
0
10
20
30
40
50
NOx reduction (%)
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NOx Reduction with Selective Catalytic Reduction (SCR Catalyst)
Boiler
Performance
NOx reduction
85-95%
HC reduction
75-80%
Soot reduction
20%
Sound Attenuation
20 dB (A)
Temperature Span
300-500 °C
Fuel
MGO/MDO/HFO
Invest cost
25-50 €/kW
Running cost
2-4 €/MWh
Silencer
Control
Unit
Selective
Catalytic
Reactor
Operation
Specific costs
Dosing
Unit
Compressed
Air
Urea
Tank
Pumping
Unit
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Marine SCR reference list 2006
Totally more than 100 engines with SCR installed
Vessel
Engines
Delivery
Fuel
Aurora af Helsingborg
1 x WV6R32
1992
MDO
Silja Serenade
1 x WV8R32
1995
HFO 0.5% S
Silja Symphony
1 x WV8R32
1995
HFO 0.5% S
Gabriella
1 x WV6R32
1997
HFO 0.5% S
Retrofit
Thjelvar
1997
1999
1999
1999
HFO 0.5% S
HFO 0.5%S
HFO 0.5%S
HFO + MDO
Compact SCR
Compact SCR, retrofit
Compact SCR, retrofit
M/V Spaarneborg
2 x WV4R32 + 4 x WV12V32
4 x WV12V32 + 2 x WV6R32 +
1 x WV4R32
1 x 7RTA52U + 2 x W6L20
M/V Schieborg
1 x 7RTA52U + 2 x W6L20
1999
HFO + MDO
M/V Slingeborg
1 x 7RTA52U + 2 x W6L20
2000
HFO + MDO
Visby
4 x 12V46 + 3 x 9L20
2000
HFO
Compact SCR
Gotland
4 x 12V46 + 3 x 9L20
2000
HFO
Compact SCR
Birka Exporter
1 x WV16V32
2000
HFO
Compact SCR, retrofit
Birka Transporter
1 x WV16V32
2002
HFO
Compact SCR, retrofit
Birka Shipper
1 x WV16V32
2001
HFO
Compact SCR, retrofit
Birka Paradise
Tallink Victoria
Balticborg
4 x 6L46 + 4 x 6L32
4 x 16V32LNE + 3 x 6R32LNE
1 x 9L46C
2002
2002
2003
HFO
HFO
HFO <1%S
Compact SCR
Compact SCR
Bothniaborg
Normand Skipper
Tallink Galaxy
Ulstein 275
Ulstein 276
Flekkefjord 186
1 x 9L46C
4 x 6R32LNE
4 x 16V32LNE + 3 x 6R32LNE
4 x 9L20
4 x 9L20
2 x 8L32 + 1 x 6L20
2004
2005
2006
2006
2007
2007
HFO <1%S
MDO
HFO
MDO
MDO
MDO
Birka Princess
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Notes
Dual Fuel
Gas mode:
Ex.
In. Ex.
*
* **
* ** *
* **** *
*
 Otto principle
 Low-pressure gas admission
 Pilot diesel injection
Intake of
air and gas
Ex.
In. Ex.
In. Ex.
In. Ex.
In.
*** ****
*
Compression of
air and gas
In.
Ignition by
pilot diesel fuel
Diesel mode:
 Diesel principle
 Diesel injection
Intake of
air
Compression of
air
Injection of
diesel fuel
Used on W34DF and W50DF
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Dual Fuel
Operating
window
Air / Fuel ratio
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NOx emissions [ g / kW h ]
BMEP [ bar ]
Knocking
Thermal efficiency [ % ]
Misfiring
Optimum performance
for all cylinders
Emissions
120%
CO2
NOX
SOX
–
–
–
Very low particulate emissions
No visible smoke
No sludge deposits
100%
CO2 -30%
80%
NOX -85%
60%
SOX -99.9%
40%
20%
0%
HFO
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DF
LNG tanks
LNG tank location
• Rule requirements
– From side: B/5
– From bottom: B/15 or 2 m
(the lesser)
• Novel location in cruise ships
– In centre line casing
– Free ventilation to open air
– Fire insulated space
– “Drip tray” below tanks
capable of containing the
fuel of an entire tank
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LNG in Europe
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Import terminal
Export terminal
SOx - Solutions for compliance
Not much can be done at engine level to reduce sulphur emission:
what is in the fuel will be found in the exhaust gases.
Clean exhaust gas
Cleaning exhaust gases with
scrubber has a long track record
on land base applications. The
technology is about to be applied
for Marine installation.
– Seawater scrubber
– Freshwater scrubber
+ alkaline additive
– Combination of the above
Amongst the solutions on the fuel
strategy side, we can list the
following:
– Running MDO
– Balance emissions by running
different fuel on different engines
– Running on 1,5%S fuel
– Blend fuel before use
Fuel Solutions
• Emission trading could have been a solution but it is not yet in place for SOx.
• Cold ironing by definition is only proposed at berth, an consequently can not
be considered as a solution for SOx abatement at sea.
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General outlook of Marine Scrubber System
Exhaust Gas
Scrubber
pH
pH
NaOH unit
• This process is an closed loop
system.
• Closed loop needs freshwater, to
which NaOH is added for the
neutralization of SOx.
Fresh or Grey
water source
Heat
Exchanger
Water
Treatment
pH
Seawater
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pH management with seawater
Equipment Compounds 1 (all-in-one)
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Equipment Compounds 2 (all-in-one)
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Fuel Injection – Common Rail
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Fuel Injection – Common Rail
Used on W32, W38 and W46
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Extreme Miller cycle
• NOx reduction up to 50%
• 10% Fuel consumption reduction
• Thermal loading enhancement
•Good load acceptance with Variable Inlet closing
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Extreme Miller
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2 Stage Turbocharging
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Thank you!
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