1. Wartsila Proposals for Exhaust Gas Emissions Abatement
P. Tremuli
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2. Agenda Introduction Key legislation
Marine exhaust emissions legislation
Wartsila engines vs. Legislation
Abatement technologies
Wet Low NOx technologies
Gas Engines
SCR technology
Scrubbing technology
Common Rail
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3. Map to Lower Emissions F S Exhaust Gas Emission Abatement P M S M UELNO X C
OMBUSTION F
UEL C
OMBUSTION
CONSUMPTION C
YCLE D
OUBLE STAGE E
NHANCEMENT
TURBOCHARGING
WITH H
IGH M
ILLER P
RIMARY M
ETHODS S
MOKE G AS E
NGINES CO 2
Exhaust Gas C
OMMON R
AIL
Emission E
NGINE
Abatement M
ODIFICATION NO W X ET M
ETHODS S
ELECTIVE C
ATALYTIC R SO
EDUCTION X
SCR S
ECONDARY M S
ETHODS
CRUBBER P
ARTICULATE M
ATTER PM P
ARTICULATE F
ILTERS
DPF
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4. KEY LEGISLATION
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5. 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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6. Transition of NOx emission limits
IMO (slow speed engine) 17
IMO (high speed engine) 16 15
13.5 ~
EPA NOx+HC
-2 / -3.5 g/kWh
IMO Tier II
EU NOx+HC
10.2 11
10.2
EPA Tier I
9.8
IMO Tier III
Norway proposal 8
7.8
7.8
6.3
NOx g/kWh ~
EPA Tier II
EPA Tier III
4.9
3.4
IMO Tier III
Japan proposal 2
1.96
EPA Tier IV
2000
2005
2007
2011
2015
2020
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7. Transition of SOx emission limits
Option B
Global cap 4
IMO actual Global cap
Option B2 (BIMCO)
Global Cap 3
Option C
Only distillates
IMO actual limit in
North Sea & English
Channel
SECA area ) % ( e l u f n 2 i S
Option B2 (BIMCO)
for SECA areas
IMO actual limit
in Baltic Sea
SECA area
Option B
for SECA areas 1
Option B1 (US)
in costal areas X miles
from shore 05 06 07 08 09 10 11 12 13 14 15 16 17
Year
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8. Next SECAs
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9. Wartsila Engines’ Portfolio vs. Legislation20
n < 130 rpm  17,0 g/kWh
130 rpm ≤ n < 2000 rpm  45 x n -0,2 g/kWh
n ≥ 2000 rpm  9,8 g/kWh 18 x 16 14
IMO limit 12
SPECIFIC NO EMISSIONS (g/kWh) 10
Low NOx comb.
Wetpac E x 8
Wetpac 6 4
SCR 2
RTA
W64
W46
W38
W32
W26 W20
200
400
600
800
1000
1200
1400
1600
1800
2000
RPM
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10. Wartsila Gas Engines’ Portfolio vs. Legislation20
n < 130 rpm - > 17,0 g/kWh
130 rpm ≤ n < 2000 rpm -> 45 x n -0,2 g/kWh
n ≥ 2000 rpm - > 9,8 g/kWh 18 16 14
IMO limit 12
SPECIFIC NO EMISSIONS (g/kWh) 10
Low NOx comb.
Wetpac E x 8
Wetpac H 6
SCR 4 2
Gas mode operation
W50DF
W34DF
200
400
600
800
1000
1200
1400
1600
1800
2000
RPM
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11. ABATEMENT TECHNOLOGIES
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12. NO MIRACLES!!! NOx vs. CO2 Reduction target CO2 & Particulate NOx
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13. Low NOx Combustion High combustion air temperature at injection start
Short injection period
Good fuel atomization
Optimal combustion space geometry
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14. 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 Humidification Water-fuel-Emulsions
Wetpac DWI
Wetpac H
Wetpac E
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15. Wetpac DWI (Direct Water Injection)
Strengths
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%)
Weaknesses
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%)
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16. Wetpac H (Humidification)
Strengths
Only marginal increase of SFOC
Less complicated/expensive system compared to DWI
Flexible system – control of water flow rate and switch off/on
Weaknesses
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%)
Standard Wetpac H unit
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17. Wetpac E (water-fuel Emulsions)
Strengths
Water droplets inside fuel 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
Fuel Oil droplet
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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18. Wetpac – NOx reduction potentials and typical fuel consumption penalties
Increase of Specific Fuel Consumption (%)
Achievable with
Wetpac E
Achievable with
Wetpac H (Marine)
Achievable with
Wetpac DWI
DWI
Humidification
Emulsion
NOx reduction (%)
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19. 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)
Operation
Temperature Span °C
Fuel
MGO/MDO/HFO
Specific costs
Invest cost
25-50 €/kW
Running cost
2-4 €/MWh
Silencer
Control Unit
Selective Catalytic Reactor
Dosing Unit
Compressed Air
Urea Tank
Pumping Unit
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20. Marine SCR reference list 2006 Totally more than 100 engines with SCR installed
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21. Dual Fuel Used on W34DF and W50DF Gas mode: * Diesel mode:
Intake of
air and gas
Compression of
Ignition by
pilot diesel fuel
Otto principle
Low-pressure gas admission
Pilot diesel injection
Gas mode:
Ex.
In.
Intake of
air
Compression of
Injection of
diesel fuel
Diesel principle
Diesel injection
Diesel mode:
Ex.
In.
Used on W34DF and W50DF
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22. Dual Fuel Misfiring Knocking BMEP [ bar ] NOx emissions [ g / kW h ]
Optimum performance
for all cylinders
Misfiring
Knocking
Operating
window
BMEP [ bar ]
NOx emissions [ g / kW h ]
Thermal efficiency [ % ]
Air / Fuel ratio
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23. Emissions CO2 NOX SOX CO2 -30% NOX -85% SOX -99.9%
Very low particulate emissions
No visible smoke
No sludge deposits
CO NOX SOX
CO2 -30%
NOX -85%
SOX -99.9%
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24. 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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25. LNG in Europe Import terminal Export terminal 25 © Wärtsilä

26. 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.
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
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
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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27. General outlook of Marine Scrubber System
Exhaust Gas
This process is an closed loop system.
Closed loop needs freshwater, to which NaOH is added for the neutralization of SOx.
Scrubber pH
NaOH unit
Fresh or Grey water source
Water Treatment
Heat Exchanger
Seawater
pH management with seawater pH
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28. Equipment Compounds 1 (all-in-one)
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29. Equipment Compounds 2 (all-in-one)
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30. Fuel Injection – Common Rail
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31. Fuel Injection – Common Rail
Used on W32, W38 and W46
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32. 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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33. Extreme Miller
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34. 2 Stage Turbocharging
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35. Thank you!
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