Wrtsil low-speed engines

NOx- Emission - Tier lll solutions

INTERTANKO Annual Event
Technical Workshop - Air Emissions NOx Tier lll
Athens, May 22, 2015

Rudolf Wettstein
Application Development
Winterthur Gas & Diesel

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JV established and operational since 19.01.2015

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IMO / MARPOL Annex VI regulation 13 (NOx )

What are the 2-stroke engine relevant NOx emission limits?
The global Tier II NOx limit is 14.4 g/kWh

SECA

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

14.4 Tier ll global

NECA & SECA

Effective date
reviewed in 2014

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Tier III solutions SCR & EGR

HP SCR:
pre-turbocharger

LP SCR:
post-turbocharger

HP EGR
Scavenge air receiver
Mixing
Blower
WMC

WMC
Scrubber

TC2
40%

Picture
Doosan

Fuel: 0.1 3.5% sulphur

Solution introduced

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Fuel: 0.1% sulphur

Solution approved

Water mist
catcher
Cooler
(copper)

2 Coolers
(s.steel)

Exhaust receiver

Fuel: 0.1 3.5% sulphur

Under development

TC1
60%

SCR experience
Wrtsil > 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

EGR experience
Technology tested on laboratory and proved
ability to meet IMO Tier lll limits
Combustion is changed impacting engine
combustion process wet system
Sophisticated and cost intensive cleaning
device (on engine and in vessel) to keep
reliable operation and long lifetime of
components

bsNOx

HPEGR, RTX-3
LPEGR, RTX-4

10 %
10 %

EGR rate

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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)
OR
Inlet from external
ammonia generator

2. It passes porous,
catalytic elements

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3. NOx are reduced to nitrogen

(N2) and water (H2O)

HP SCR: layout and main components

UREA injection unit

Expansion joints

3 x Bypass valves

SCR reactor
Mixing pipe

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Flow chart
SCR

in NECA / Tier lll

SCR Bypass

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out NECA / Tier ll

SCR & pump unit flow diagram

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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 18 l/MWh (load dependent)

10 MW engine: approx 4.3 m3/day

Urea suppliers

Yara, EcoHaulage Ltd. (ECOUREA)

Novax, AB Achema

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Soot blowing unit

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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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The partnership to realize HP SCR system

Engine Manufacturer
Manufacture engine
Include engine SCR
interfaces
Engine & SCR IMO NOx
certification

Engine Designer
Winterthur Gas & Diesel
Engine design adaptation
SCR system layout guidelines
& performance requirements
Turbocharging control system
for SCR valves

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SCR supplier
Design & manufacture key
SCR elements (reactor,
catalyst, urea injection,
soot blowing, control, etc.)
Provide detailed interface
specification

Shipyard
Arrange SCR system in
vessel
Design & manufacture
connecting piping &
supporting structures
Assemble system

SCR installation, commissioning and classification

Scheme A

Scheme B

SCR installation and commissioning at

Licensee

Engine tested at Licensee without SCR

Classification of engine including SCR

during shop test

Class approval of SCR (documents)

SCR installation at Shipyard
Commissioning and classification
during sea trial

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HP-SCR references

7RTA52U
3 x RoRo (Wagenborg), since 1999
5RT-flex58T-D: 10 MW/105 rpm
1 x 22.1 ktdw MPP (China Navigation)
6X72: ~17 MW / 78 rpm
2 x Suezmax Shuttle Tanker
2 x Suezmax Tanker
RTX-5
1 x 6RT-flex50-D research engine (Wrtsil, 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

Number of SCR- and Ceramic Suppliers in the market

Urea supply logistics progressing to be ready in 2016

EGR technology development started some 10 years ago. Still several technical
challenges to be solved. Ready for market introduction in 2017/8

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Wrtsil low-pressure DF engines

fulfilling Tier lll legislation

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Emission picture
Emission
values [%]

-25%

100
90
80
70
60
50

>85%

40
CO2

30

NOx

-99%

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SOx
Particulates

-98%

Dual-Fuel engine
in gas mode

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10
Diesel
engine

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

Low-pressure DF concept
The Principle:
Pre-mixed Lean burn
technology (Otto process)

Pre-mixed lean-burn combustion

Low pressure gas admission

at mid stroke

Ignition by pilot fuel in

prechamber

Scavenging

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Compression/ gas
admission

Ignition
expansion

Testing: 6RT-flex50DF in Trieste & 6X72DF in Aioi, Japan

6X72DF test engine installed at Japanese
Licensee Diesel Uniteds facilities
Engine gas operation started mid Feb 2015
Full R1 power (19 350 kW) reached on gas
with stable combustion

6RT-flex50DF test engine

Gas trials on one cylinder in
2011 - 2013 for concept
development
Full-scale testing
started in August 2013
Engine performance
confirmed
Key advantages of the
2s DF technology
successfully confirmed

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Leading into the gas age: Wrtsil 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 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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IMO MARPOL Annex 6, Regulation 13, Tier lll for dual-fuel engines
Summary - outcome MEPC 68, London, May 11-15, 2015
1) The DF engine can be certified at the same time to both Tier II standard (operations in liquid
fuel only) and Tier III standard (operations in gas fuel + pilot fuel)
2) Tier III operation mode is to be certified by means of a Parent Engine test and PE is to be
tested with maximum liquid-to-gas fuel ratio
3) Engine will be provided with one single Technical File and EIAPP Certificate, covering both
modes of operation
4) Engine components and settings influencing NOx are to be declared in the Technical File for
both modes of operation
5) As part of the onboard NOx verification procedure, replacements and adjustments of
declared components and settings are to be recorded in the Record Book of Engine
Parameters
6) The following data are to be recorded when the vessel is entering/exiting an NECA area:
- on/off status of the engine, NOx tier
- date, time and ships position at ECA entry/exit
7) The Technical File must include a written procedure describing how the Tier change-over is
to be done

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IMO MARPOL Annex 6, Regulation 13, Tier lll for dual-fuel engines
Summary - outcome MEPC 68, London, May 11-15, 2015
8) A particular issue for DF engines in case of gas free vessel is the operation in Tier ll liquid
mode. Exemption/authorization from coastal/port State are required to operate under such
conditions within a NECA (examples: to/from drydock or repair location, newbuild maiden
voyage, ) provided the fuel is SOx ECA compliant.
9) Operations which require the DF engine to automatically switch from gas mode to diesel
mode for engine/vessel protection strategies, can be declared as Auxiliary Control Devices
(ACD).
Auxiliary control devices are defined in regulation 2.4 as system, function or control strategy
installed on a marine diesel engine that is used to protect the engine and/or its ancillary
equipment against operating conditions that could result in damage or failure, or that is
used to facilitate the starting/stopping, low load operation, manoeuvring and reversing of
the engine. An auxiliary control device may also be a strategy or measure that has been
satisfactorily demonstrated not to be a defeat device.
ACD for DF engines are to be identified, disclosed and declared in the Technical File.

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IMO MARPOL Annex 6, Regulation 13, Tier lll for dual-fuel engines
NOx Technical Code 2008 was adapted by MEPC 66 for dual-fuel engines
Where an engine is intended to be operated normally in the gas mode, i.e.
with the main fuel gas and only a small amount of liquid pilot fuel, the requirements
of regulation 13 (Tier lll) have to be met only for this operation mode.
Operation on pure liquid fuel (Tier ll) resulting from restricted gas supply in cases of
failures shall be exempted for the voyage to the next appropriate port for the repair
of the failure.

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The benefit of the LP concept

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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 Wrtsil Package - Complete

and modularized solutions for
LNG fuelled ships

5)

Low pressure - The industry standard

with 4s gas engines: MAN, Cat/MAK,
Rolls Royce, MTU, Mitsubishi, ...

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Thank you for your attention

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