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Wärtsilä low-speed enginesNOx- Emission - Tier lll solutions
Intertanko ISTEC MeetingMarch 19, 2015
Rudolf WettsteinApplication DevelopmentWinterthur Gas & Diesel
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Small Bulkers, TankersC/V -800TEU
HandysizeC/V -1200 TEU
HandymaxC/V -1500 TEU
PanamaxAframaxC/V -2500TEU
SuezmaxCapesizeC/V -5000 TEU
VLCC / VLOCC/V -9 000 TEU
Post PanamaxC/V -20 000 TEU
An engine for every need - 10 bore sizes
Extended low-speed engine portfolio
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IMO / MARPOL Annex VI regulation 13 (NOx )
What are the 2-stroke engine relevant NOx emission limits?
Effective date reviewed in 2014
• The global Tier II NOx limit is 14.4 g/kWh
• The NOx ECA (NECA) limit will be 3.4 g/kWh
• Effective date (keel lay of ship) 1.1.2016 for American NECA, others after designation
SECA
SECANECA &
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Tier III solutions – SCR & EGR
HP SCR: pre-turbocharger
LP SCR: post-turbocharger
HP EGR
Exhaust receiver
Scavenge air receiver
Cooler (copper)
Water mist catcher
Scrubber
Blower
WMC
TC160%
TC240%
2 Coolers (s.steel)
Mixing
WMC
Solution approved
Picture Doosan
Solution introduced Under development
Fuel: 0.1 – 3.5% sulphur Fuel: 0.1% sulphur Fuel: 0.1 – 3.5% sulphur
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SCR experience EGR experience• Wärtsilä > 550 units ordered / installed
(marine & power plants, 4s, 2s)
• SCR allows lower investment and maintenance costs
• SCR has no impact on in cylinder performance (piston running parts and combustion) – ‘dry’ system
bsN
Ox
EGR rate
HPEGR, RTX-3LPEGR, RTX-4
10 %
10 %bs
NO
xEGR rate
HPEGR, RTX-3LPEGR, RTX-4
10 %
10 %
• Technology tested on laboratory and proved ability to meet IMO Tier lll limits
• Combustion is changed impacting engine reliability – ‘wet’ system
• Sophisticated and cost intensive cleaning device (on engine and in vessel) to keep reliable operation and long lifetime of components
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SCR principle: the same for HP and LP
1. Urea solution is dosed into the exhaust gas, to produce ammonia (NH3)ORInlet from external ammonia generator
2. It passes porous, catalytic elements…
3. NOx are reduced to nitrogen (N2) and water (H2O)
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HP SCR: layout and main components
Expansion jointsUREA injection unit
3 x Bypass valves
SCR reactor
Mixing pipe
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HP SCR layout solutions
• Optimum layout need to be chosen based on vessel specific design
• Close communication between all parties:Ship Designer, Shipyard, Engine designer, Engine manufacturer and SCR supplier
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SCR installation, commissioning and classification
Scheme A
• SCR installation and commissioning at Licensee
• Classification of engine including SCR during shop test
Scheme B
• Engine tested at Licensee without SCR
• Class approval of SCR (documents)
• SCR installation at Shipyard
• Commissioning and classification during sea trial
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Reducing agent: Urea
• Urea / water solution 40% / 60%
• Urea quality to suit SCR operation
• Storage temperature 5 – 35 °C
• Freezing point 0 °C
• Storage stability 6 months max 40 °C
• Density 1084 kg/m3 at 30 °C
• Corrosive character Tank coating required, stainless steel piping
• Urea consumption approx 16 l/MWh
10 MW engine: approx 3.8 m3/day
• Urea suppliers Yara, EcoHaulage Ltd. (ECOUREA)
Novax, AB Achema
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HP-SCR references
7RTA52U3 x RoRo (Wagenborg), since 1999
5RT-flex58T-D: 10 MW/105 rpm1 x 22.1 ktdw MPP (China Navigation)
6X72: ~17 MW / 78 rpm2 x Suezmax Shuttle Tanker2 x Suezmax Tanker
RTX-51 x 6RT-flex50-D research engine (Wärtsilä, Trieste)
Total: 4/8 engines delivered/on order
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Conclusions – SCR / EGR
• SCR technology development started some 20 years ago, succesfull applied in automotive industry.
• SCR technology has matured and proven in many medium-speed engine installations, experience available also with low-speed engines
• Big number of SCR- and Ceramic Suppliers in the market
• Urea supply logistics will be ready in 2016
• EGR technology development started some 10 years ago. Still several technicalchallenges to be solved. Ready for market introduction in 2017/8
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Low-pressure DF concept
The Principle: • Pre-mixed ‘Lean burn’
technology (Otto process)
• Low pressure gas admission at ’mid stroke’
• Ignition by pilot fuel in prechamber
‘Pre-mixed lean-burn’ combustion
ScavengingCompression/ gas
admissionIgnition expansion
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Pre-chambertechnology
Gas admission system
Engine Control & Automation system
Micro-pilot common rail system
Low-pressure DF key technologies
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DF / GasGD / Gas
Diesel / HFO
0
10
20
30
40
50
60
70
80
90
100
CO2equivalent
NOx
SOx
PM
Emis
sion
val
ues
[%]
Emission pictureTotal hydro carbon contribution to CO2 equivalent emissions
-15% -23%
CO2 and SOx reduced in gas operation due to fuel composition
NOx very low with LP technology due to lower peak temperature
PM further reduced by the DF technology with lean-burn Otto combustion with pre-chamber ignition
The 2s DF reduces the total CO2(including methane slip) footprint compared to HFO
Tier 3! -99%
-98%
-85%
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RTX-5 test engine activities
• 6RT-flex50DF test engine in Trieste, Italy
• Gas trials on one cylinder in 2011 - 2013 for concept development, ~1000 rhs accumulated
• Full-scale testing started in August 2013, ~ 1050 rhs accumulated
• Engine performance confirmed
• Key advantages of the 2-s DF technology successfully confirmed
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6X72DF test engine in Japan
• W6X72DF test engine installed at Japanese Licensee Diesel United’s facilities
• Engine assembly and Diesel running-in concluded
• Engine gas operation start mid Feb 2015• Full R1 power (19 350 kW) reached on
gas with stable combustion• Extensive testprogram to be concluded
incl fuel sharing.
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Leading into the gas age: Wärtsilä 2-stroke DF references
W-RT-flex50DF:4 x 15k dwt Chemical tankers (Terntank, SWE)6 x 1400 TEU vessel (GNS shipping, GER)1 x 14k m3 coastal LNGC (Huaxiang, CHN)2 x 15k dwt Asphalt Carriers (Transport Desgagnes, CAN)
W-X62DF:2 x 180k m3 LNGC/twin screw (SK/Marubeni KOR/JPN)
W-X72DF: 4 + 6 x 174k m3 LNGC/twin screw (Gaslog/BG Group GRE/UK)
25 DF engines on order, since market introduction 2 years ago !
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The benefit of our concept
1) Meets IMO Tier III requirements without exhaust gas after-treatment due to lean burn Otto combustion process
2) Low CAPEX due to low pressure gas supply system• Low pressure equipment (pumps, compressor, evaporator,
piping, sensors, …. )• No exhaust gas after treatment required
3) Competitive OPEX due to high overall efficiency • Lower electrical power demand• Lower maintenance cost• Lower gas leakage risk
4) Full Wärtsilä Package - Complete and modularized solutions for LNG fuelled ships
5) Low pressure - The industry standardwith 4s gas engines: MAN, Cat/MAK, Rolls Royce, MTU, Mitsubishi, ...