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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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JV established and operational since 19.01.2015

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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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Flow chart

SCR in NECA / Tier lll

SCR Bypass out NECA / Tier ll

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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 & pump unit flow diagram

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Soot blowing unit

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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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UREA pricing

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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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Wärtsilä low-pressure DF enginesfulfilling Tier lll legislation

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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, ...

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Thanks for your attention