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Wärtsilä low-speed enginesNOx- Emission - Tier lll solutions

INTERTANKO Annual EventTechnical Workshop - Air Emissions NOx Tier lll

Athens, May 22, 2015

Rudolf WettsteinApplication DevelopmentWinterthur 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?

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 &

14.4 Tier ll global

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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 combustion process – ‘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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Flow chart

SCR in NECA / Tier lll

SCR Bypass out NECA / Tier ll

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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 DesignerWinterthur Gas & Diesel

• Engine design adaptation• SCR system layout guidelines

& performance requirements• Turbocharging control system

for SCR valves

Engine Manufacturer

• Manufacture engine• Include engine SCR

interfaces• Engine & SCR IMO NOx

certification

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

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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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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

• 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 technicalchallenges to be solved. Ready for market introduction in 2017/8

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Wärtsilä low-pressure DF enginesfulfilling Tier lll legislation

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Emission picture

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

CO2

NOx

SOx

Particulates

Dual-Fuel enginein gas mode

Dieselengine 0

10

20

30

40

50

60

70

80

90

100

Emissionvalues [%]-25%

>85%

-99%

-98%

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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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Testing: 6RT-flex50DF in Trieste & 6X72DF in Aioi, Japan• 6X72DF test engine installed at Japanese

Licensee Diesel United’s 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: 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 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 ship’s 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

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, ...

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Thank you for your attention