Wartsila O Env PG M.

WRTSIL ENVIRONMENTAL PRODUCT GUIDE
Wrtsil Environmental Product Guide Introduction
Introduction
This Product Guide provides data and system proposals for the early design phase of marine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2013 issue replaces all previous issues of the Wrtsil Environmental Systems Product Guides.
Issue 1/2013 2/2012 1/2012 3/2011 2/2011 1/2011 3/2010 2/2010 1/2010 Published 10.01.2013 28.11.2012 12.7.2012 5.10.2011 24.8.2011 30.6.2011 12.08.2010 14.06.2010 16.04.2010 Updates Minor text updates General updates Ballast water treatment added and general updates Exhaust gas temperature table updated. Formula for calculating Compressed Air Consumption updated. SCR Reactor sizes and dimensions table, Wrtsil OWS 500 unit added, SOx Emission Control Chapter updated SOx Emissions Control Chapter added SCR Reactor sizes and dimensions table First issue of the Product Guide.
Wrtsil, Ship Power 4-stroke Vaasa, January 2013
THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED AS WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE, SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED THEREIN. COPYRIGHT 2013 BY WRTSIL FINLAND Oy ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR WRITTEN PERMISSION OF THE COPYRIGHT OWNER.
Product Guide - 1/2013
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Wrtsil Environmental Product Guide Table of Contents
Table of Contents
1. International Maritime Organisation ........................................................................................................ 1.1 MARPOL Annex VI - Air Pollution .................................................................................................... 1.1.1 Nitrogen Oxides, NOx Emissions ................................................................................... 1.1.2 Sulphur Oxides, SOx emissions ..................................................................................... 1.2 Standards for Ballast Water Management ....................................................................................... 1.2.1 United States Coast Guard ............................................................................................ NOx Emissions Control ............................................................................................................................ 2.1 The Wrtsil NOx Reducer (NOR) ................................................................................................... 2.1.1 Solution for meeting NOx reduction requirements ........................................................ 2.1.2 Selective catalytic reduction .......................................................................................... 2.1.3 System overview ............................................................................................................ 2.1.4 Operating conditions and limitations .............................................................................. 2.1.5 System design data ........................................................................................................ 2.1.6 Recommendations ......................................................................................................... 2.1.7 Service and maintenance ............................................................................................... SOx Emissions Control ............................................................................................................................ 3.1 The Wrtsil Closed loop Scrubber .................................................................................................. 3.1.1 Fresh water SOx scrubber .............................................................................................. 3.1.2 Main stream scrubber ..................................................................................................... 3.1.3 Integrated scrubber ........................................................................................................ 3.1.4 Fresh water system ........................................................................................................ 3.1.5 Seawater system ........................................................................................................... 3.1.6 Alkali feed system .......................................................................................................... 3.1.7 Scrubbing water system ................................................................................................. 3.1.8 Bleed-off system ............................................................................................................. 3.1.9 Control and monitoring ................................................................................................... 3.1.10 Power demand ............................................................................................................... 3.1.11 Maintenance ................................................................................................................... 3.1.12 Exhaust gas system ....................................................................................................... Bilge Systems ........................................................................................................................................... 4.1 Wrtsil Oily Water Separator (OWS) .............................................................................................. 4.1.1 System overview ............................................................................................................ 4.1.2 Options ........................................................................................................................... Ballast Water Management ...................................................................................................................... 5.1 Wrtsil AQUARIUS EC .................................................................................................................. 5.1.1 System overview ........................................................................................................... 5.1.2 Operating principle ......................................................................................................... 5.2 Wrtsil AQUARIUS UV .................................................................................................................. 5.2.1 System overview ........................................................................................................... 5.2.2 Operating principle ......................................................................................................... 5.3 Wrtsil Ballast Water Treatment System (BWTS) ......................................................................... 5.3.1 Integrated Filter, UV System .......................................................................................... 5.3.2 Regulatory Requirements .............................................................................................. 5.3.3 Wrtsil BWTS general description ................................................................................ Crankcase Vent Systems .......................................................................................................................... 6.1 Oil Mist Separator Module ................................................................................................................ ANNEX ........................................................................................................................................................ 7.1 Unit conversion tables ...................................................................................................................... 7.1.1 Prefix .............................................................................................................................. 7.2 Collection of drawing symbols used in drawings .............................................................................. 1 1 1 4 4 4 5 5 5 5 6 12 13 15 15 16 16 16 19 20 22 22 23 27 27 28 30 30 31 32 32 32 37 38 38 38 40 41 41 43 44 44 45 45 47 47 48 48 48 49
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Wrtsil Environmental Product Guide 1. International Maritime Organisation
1.
International Maritime Organisation

The International Maritime Organisation (IMO) is an agency of the United Nations which has been formed to promote maritime safety. The increasing concern of air pollution has resulted in the introduction of exhaust gas emission controls to the marine industry; IMO ship pollution rules are contained in the International Convention on the Prevention of Pollution from Ships, which represents the first set of regulations on marine exhaust emissions, known as MARPOL 73/78, 1973 as modified by the Protocol of 1978. Marpol 73/78 is the most important international marine environmental convention. It was designed to minimise pollution of the seas, including dumping, and oil and exhaust pollution. Its stated object is to preserve the marine environment through the complete elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances. The original MARPOL Convention was signed on 17 February 1973, but did not come into force. The current Convention is a combination of 1973 Convention and the 1978 Protocol. It entered into force on 2 October 1983. Marpol contains 6 annexes, concerned with preventing different forms of marine pollution from ships: Annex I - Oil Annex II - Noxious Liquid Substances carried in Bulk Annex III - Harmful Substances carried in Packaged Form Annex IV - Sewage Annex V - Garbage Annex VI - Air Pollution
1.1
MARPOL Annex VI - Air Pollution

The MARPOL 73/78 Annex VI entered into force 19 May 2005. The Annex VI sets limits on Nitrogen Oxides, Sulphur Oxides and Volatile Organic Compounds emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances.
1.1.1 Nitrogen Oxides, NOx Emissions

The MARPOL 73/78 Annex VI regulation 13, Nitrogen Oxides, applies to diesel engines over 130 kW installed on ships built (defined as date of keel laying or similar stage of construction) on or after January 1, 2000. The NOx emissions limit is expressed as dependent on engine speed. IMO has developed a detailed NOx Technical Code which regulates the enforcement of these rules.
EIAPP Certification
An EIAPP (Engine International Air Pollution Prevention) Certificate is issued for each engine showing that the engine complies with the NOx regulations set by the IMO. When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (distillate) and the test is performed according to ISO 8178 test cycles. Subsequently, the NOx value has to be calculated using different weighting factors for different loads that have been corrected to ISO 8178 conditions. The used ISO 8178 test cycles are presented in the following table.
Table 1.1 ISO 8178 test cycles
D2: Auxiliary engine
Speed (%) Power (%) Weighting factor
100 100 0.05
100 75 0.25
100 50 0.3
100 25 0.3
100 10 0.1
E2: Diesel electric propulsion or controllable pitch propeller
100 100 0.2
100 75 0.5
100 50 0.15
100 25 0.15
E3: Fixed pitch propeller
100 100 0.2
91 75 0.5
80 50 0.15
63 25 0.15
C1: Speed "Variable -speed and -load Torque (%) auxiliary engine application" Weighting factor
Rated 100 0.15 75 0.15 50 0.15 10 0.1 0.1
Intermediate 100 75 0.1 50 0.1
Idle 0 0.15
Engine family/group
As engine manufacturers have a variety of engines ranging in size and application, the NOx Technical Code allows the organising of engines into families or groups. By definition, an engine family is a manufacturers grouping, which through their design, are expected to have similar exhaust emissions characteristics i.e., their basic design parameters are common. When testing an engine family, the engine which is expected to develop the worst emissions is selected for testing. The engine family is represented by the parent engine, and the certification emission testing is only necessary for the parent engine. Further engines can be certified by checking document, component, setting etc., which have to show correspondence with those of the parent engine.
Technical file
According to the IMO regulations, a Technical File shall be made for each engine. The Technical File contains information about the components affecting NOx emissions, and each critical component is marked with a special IMO number. The allowable setting values and parameters for running the engine are also specified in the Technical File. The EIAPP certificate is part of the IAPP (International Air Pollution Prevention) Certificate for the whole ship.
IMO NOx emission standards

The first IMO Tier 1 NOx emission standard entered into force in 2005 and applies to marine diesel engines installed in ships constructed on or after 1.1.2000 and prior to 1.1.2011. The Marpol Annex VI and the NOx Technical Code were then undertaken a review with the intention to further reduce emissions from ships. In the IMO MEPC meeting in April 2008 proposals for IMO Tier 2 and IMO Tier 3 NOx emission standards were agreed. Final adoption for IMO Tier 2 and Tier 3 was taken by IMO/MEPC 58 in October 2008. The IMO Tier 2 NOx standard entered into force 1.1.2011 and replaced the IMO Tier 1 NOx emission standard globally. The Tier 2 NOx standard applies for marine diesel engines installed in ships constructed on or after 1.1.2011. The IMO Tier 3 NOx emission standard will enter into force from 1 January 2016, but the Tier 3 standard will only apply in designated special areas. The ECA areas are to be defined by the IMO. So far, the North American ECA and the US Caribbean Sea ECA has been defined. The IMO Tier 2 NOx emission standard will apply outside the Tier 3 designated areas. The Tier 3 NOx emission standard is not applicable to recreational ships < 24 m and for ships with combined propulsion power < 750 kW subject to satisfactory demonstration to Administration that the ship cannot meet Tier 3. The NOx emissions limits in the IMO standards are expressed as dependent on engine speed. These are shown in figure 13.1.
Figure 1.1 IMO NOx emission limits
IMO Tier 1 NOx emission standard

The IMO Tier 1 NOx emission standard applies to ship built from year 2000 until end 2010.
The IMO Tier 1 NOx limit is defined as follows: NOx [g/kWh] = 45 x rpm-0.2 when 130 < rpm < 2000
The NOx level is a weigthed awerage of NOx emissions at different loads, in accordance with the applicable test cycle for the specific engine operating profile.
IMO Tier 2 NOx emission standard (new ships 2011)

The IMO Tier 2 NOx emission standard entered into force in 1.1.2011 and applies globally for new marine diesel engines > 130 kW installed in ships which keel laying date is 1.1.2011 or later.
The NOx level is a weighted average of NOx emissions at different loads, and the test cycle is based on the engine operating profile according to ISO 8178 test cycles. IMO Tier 2 NOx emission levels corresponds to about 20% reduction from the IMO Tier 1 NOx emission standard. This reduction is reached with engine optimization.
IMO Tier 3 NOx emission standard (new ships 2016, in designated areas)
The IMO Tier 3 NOx emission standard will enter into force from 1 January 2016. The IMO Tier 3 NOx standard applies only for new marine diesel engines > 130 kW installed in ships which keel laying date is 1.1.2016 or later when operating inside designated emission control areas (ECA).
The IMO Tier 3 NOx emission level corresponds to an 80% reduction from the IMO Tier 1 NOx emission standard. The reduction can be reached by applying a secondary exhaust gas emission control system. A
Wrtsil Environmental Product Guide 1. International Maritime Organisation Selective Catalytic Reduction (SCR) system is an efficient way to reach the NOx reduction needed for the IMO Tier 3 standard.
1.1.2 Sulphur Oxides, SOx emissions

Marpol Annex VI has set a maximum global fuel sulphur limit of currently 3,5% (from 1.1.2012) in weight for any fuel used on board a ship. Annex VI also contains provisions allowing for special SOx Emission Control Areas (SECA) to be established with more stringent controls on sulphur emissions. In a SOx Emission Control Area, which currently comprises the Baltic Sea, the North Sea, the English Channel and the area outside North America (200 nautical miles), the sulphur content of fuel oil used onboard a ship must currently not exceed 1% in weight. On january1, 2014, the US Caribbean Sea SECA will become effective. The Marpol Annex VI has undertaken a review with the intention to further reduce emissions from ships. The upcoming limits for future fuel oil sulphur contents are presented in the following table.
Table 1.2 Fuel sulphur caps
Fuel sulphur cap Max. 1.0% S in fuel Max 3.5% S in fuel Max. 0.1% S in fuel Max. 0.5% S in fuel
Area SECA Areas Globally SECA Areas Globally
Date of implementation 1 July 2010 1 January 2012 1 January 2015 1 January 2020
Abatement technologies including scrubbers are allowed as alternatives to low sulphur fuels. The exhaust gas system can be applied to reduce the total emissions of sulphur oxides from ships, including both auxiliary and main propulsion engines, calculated as the total weight of sulphur dioxide emissions.
1.2
Standards for Ballast Water Management

The International Maritime Organization (IMO) adopted in February 2004 the International Convention for the Control and Management of Ships Ballast Water & Sediments (BWM Convention). The Convention will enter into force 12 months after ratification by 30 States, representing 35 per cent of world merchant shipping tonnage. The convention requires that all ships install Ballast Water Management Systems (BWMS) to treat the ballast water before it is released to the environment. In the convention, the IMO has specified ballast water performance standards (Section D - Standards for Ballast Water Management) as follows: Ships conducting ballast water management shall discharge < 10 viable organisms per m3 50 micrometres in minimum dimension and < 10 viable organisms per milliliter < 50 micrometres in minimum dimension and 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations. The ballast water regulations are introduced as to prevent sensitive ecosystems being ruined by foreign microorganisms, which have been transported with the ballast water in ships.
1.2.1 United States Coast Guard

Apart from the regulations from the IMO, the The United States Coast Guard are setting their own rules for Ballast Water Management. The USCG final rule addressing Standards for Living Organisms in Ships Ballast Water Discharged in US Water (BWDS) was published in the US Federal Register on 23 March 2012. The rule will effective on 21 June 2012. The US Coast Guard Rule will affect vessels, US and foreign, which operate in the US waters, are bound for ports or places in the US, and are equipped with ballast tanks. These vessels are required to install and operate a USCG approved BWMS before discharging ballast water into US waters.
Wrtsil Environmental Product Guide 2. NOx Emissions Control
2.
2.1
NOx Emissions Control

The Wrtsil NOx Reducer (NOR)
2.1.1 Solution for meeting NOx reduction requirements

Wrtsil's NOx reducer (NOR) system is an emission after-treatment system compliant with various NOx emission reduction needs, such as IMO Tier 3. It can also be optimised for Norwegian NOx fund operation or other NOx emission limits as per customer requirements.
Figure 2.1 NOR system overview
2.1.2 Selective catalytic reduction

The Wrtsil NOx reducer is based on the Selective Catalytic Reduction (SCR) technique for Nitrogen Oxide (NOx) reduction. The Selective Catalytic Reduction system reduces the level of nitrogen oxide in the exhaust gas from the engine by means of catalyst elements and a reducing agent. In the process a reducing agent of an urea water solution is added to the exhaust gas stream. The water in the urea solution is evaporated as the solution is injected into the hot exhaust gas. The high temperature also induces thermal decomposition of the urea ((NH2)2CO) into ammonia (NH3) and carbon dioxide (CO2): (NH2)2CO + H2O 2NH3 + CO2 Exhaust gas NOx emissions are thereafter transformed into molecular nitrogen (N2) and water (H2O), as they react with the ammonia at a catalytic surface: 4NO + 4NH3 + O2 4N2 + 6H2O 6NO2 + 8NH3 7N2 + 12H2O. The catalytic elements are located inside a metallic reactor structure located in the exhaust gas line. The end products of the reaction are pure nitrogen and water, i.e. major constituents of ambient air. No liquid or solid by-products are produced. The efficiency of the catalytic reduction depends on a number of factors, including the dosage of the reducing agent, the volume of catalyst elements and the exhaust gas temperature. Normally, a NOx reduction level of 90% can be reached.
2.1.3 System overview

The Wrtsil NOx Reducer is as standard available in 40 different sizes to cover the 4-stroke engine portfolio. A pump unit transfers urea from the storage tank to the dosing unit, which regulates the flow of urea to the injection system based on the operation of the engine. The dosing unit also controls the compressed air flow to the injector. The urea injector sprays reducing agent into the exhaust gas duct. After injection of the reducing agent, the exhaust gas flows through the mixing pipe to the reactor, where the catalytic reduction takes place. The reactor is equipped with a soot blowing system for keeping the catalyst elements clean. Figure 2.1 presents an overview of the system. The main components that are included in the standard scope of supply are:

Reactor housing Catalyst elements Soot blowing unit Urea injection and mixing unit Urea dosing unit Control and automation unit Urea pumping unit
The standard scope of supply may also be extended with the following:

NOx feedback monitoring system Urea standby pump
Other essential components that are optional in the scope of supply are:

Mixing duct Compressor station (compressed air for urea injection and soot blowing system) Urea tank Insulation Expansion bellows incl. counter flanges (set) Support for ducting and reactor Piping and valves for selective catalytic reduction system (set)
The SCR process is shown in the attached SCR system P&I diagram.
Figure 2.2 P&I diagram, SCR system (DAAE092878_h)
System components 11F04 11F05 11I01 11N05 11N07 11N06 11N08 11N09 11N11 11P04 Urea filter Compressed air filter Flowmeter Urea pump unit Soot blowing system Dosing unit Urea injection unit SCR Reactor Control system Urea transfer pump 11T03 11V01 11V02 11V03 11V07 11V08 11V09 11Z01 11V11 11V12 Urea tank Manual operated valve Flow control valve Drain valve Solenoid valve Safety valve Non-return valve Pressure damper Pressure control valve Overflow valve
SCR Reactor
One SCR Reactor is installed per engine and exhaust gas pipe. The reactor is a steel casing consisting of an inlet and an outlet cone, catalyst layers, a steel structure for supporting the catalyst layers and a soot blowing system. Compressed air connections for soot blowing are installed at each catalyst layer. The reactor is equipped with a differential pressure transmitter for monitoring the condition of the catalyst elements, and a temperature transmitter for monitoring the exhaust gas outlet temperature. The reactor is also equipped with manhole(s) for the inspection of ducts and maintenance doors for service/replacement of the catalytic elements. The standard reactor is designed for the initial loading of two catalyst layers and can be installed either vertically or horizontally onboard the ship. The standard reactor main dimensions, weights, pipe connection sizes and indicative minimum mixing pipe length are shown in table 2.1. (The reactor dimensions are presented with 150 mm insulation. The insulation is optionally included in delivery). Inlet and outlet flange DN can be modified to fit case specific requirements. Should there also be any specific space restrictions, the NOR reactor and mixing duct dimensions can be tailor made upon request. The standard reactor is dimensioned for a NOx reduction level from the IMO Tier 2 to the IMO Tier 3 NOx level and for fuel oil qualities with a fuel sulphur content of max. 1%. For installations where the NOx reduction level deviates from the IMO Tier 2 to the Tier 3 reduction level, or where fuel oil with a fuel sulphur content of above 1% will be used, the reactor dimensions should be checked case specifically.
Catalyst elements
The catalyst elements are located in element frames in the catalyst reactor. The brick-shaped catalyst elements have a honeycomb structure to increase the catalytic surface. Vanadium pentoxide (V2O5) is used as the catalytic material. The efficiency of the catalyst decreases with time, maily due to thermal load and small amounts of catalyst poisons. When the catalytic activity has decreased too much, the catalyst must be changed. The lifetime of the catalyst depends on the fuel type and other operating conditions. The typical lifetime is 4 - 6 years.
Soot blowing system

The soot blowing system is used for avoiding dust deposits on the catalyst. Each reactor is provided with an automatically operated soot blowing unit. The system operates with compressed air and consists of several nozzles positioned on opposite reactor walls for ensuring efficient cleaning of the whole element surface area. The air supply has to be in operation at all times while the engines are running.
Urea pumping and dosing system

The urea pump unit supplies urea to the dosing system and maintains a sufficient pressure in the urea lines. The main component of the unit is an electrically driven pump (screw pump), which is mounted on a frame together with the necessary accessories. A suction filter protects the pump and the downstream equipment from impurities. Excess urea returns to the storage tank through an overflow line. The dosing unit defines the correct urea dosing rate for the injection system and adjusts the urea flow accordingly by a control valve. The components in the unit are mounted on a frame, forming a compact module. In addition to the equipment for reducing agent dosing, the unit includes components for compressed air regulation and also the electrical cabinet for controlling the SCR system. The dosing unit should be installed close to the urea injection point, for instance in the engine room. One pump unit can be used for several SCR reactors while one dosing unit is installed for each SCR reactor.
Control system
The components in the NOR system are controlled by a Wrtsil embedded control system. The control unit is connected to the engine control system, enabling automatic adjustment of the urea injection based on the operation of the engine. The SCR unit receive the engine load and speed signal, and adjusts the urea dosing accordingly. The urea dosing is regulated by adjusting the position of the flow control valve. The operation interface of the SCR system may also be integrated to the engine control system. The system also handles the sequencing of valves for soot blowing and cleaning of the injection nozzle. The soot blowers are operated automatically at a preset interval. If the system is in auto mode, the urea injection is automatically activated when the engine starts. Correspondingly, when the engine stops, the urea dosing is shut off. The injection system is automatically purged of urea before start up and after a stop of the NOR. The control system is mounted on the dosing unit and one control system is installed for each SCR reactor.
Urea injection unit and mixing duct

The urea injection unit is a short pipe consisting of an urea injector and mixing plate. It is located on the exhaust gas pipe before the mixing duct and the SCR reactor. The injection unit operates with compressed air and injects the urea solution to the exhaust gas stream. One urea injection unit is installed for each SCR reactor. After the injection of the reducing agent, the exhaust gas flow passes through a mixing duct. The mixing duct gives time for the urea to transform into ammonia and mix homogeneously before it reaches the catalyst elements. Indicative lengths for the mixing duct can be seen in table 2.1. The mixing duct is optionally included in the scope of supply.
Figure 2.3 SCR Reactor (DAAF018501) (Here presented with 150 mm insulation)
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Table 2.1 SCR Reactor sizes and dimensions
Reactor Engine power Size output (kW)
Reactor inlet DI Flange DN
Reactor outlet DO Flange DN
Weight L (mm) (kg) (incl. (incl. cones) catalyst elements)
H (mm) (incl. 150 mm insulation)
W (mm) F (incl. 150 (mm) mm insulation)
Mixing pipe, straight length (m) (bends are allowed after straight lenght) 2.3 2.4 2.5 2.6 2.7 2.7 2.5 2.8 2.6 2.9 2.7 2.6 2.9 2.7 2.6 2.8 2.7 2.9 2.8 3.0 2.9 3.1 3.0 3.2 3.1 3.3 3.2 3.1 3.3 3.4 3.4 3.5 3.6 3.4 3.5 3.6 3.7 3.9 4.0 4.1
Mixing pipe, total lenght (m) (includes straight lenght) 3.0 3.2 3.4 3.6 3.8 3.9 3.9 4.2 4.1 4.5 4.3 4.0 4.4 4.2 4.0 4.3 4.1 4.4 4.3 4.6 4.4 4.7 4.5 4.8 4.6 4.9 4.7 4.6 4.8 5.1 4.9 5.1 5.4 4.9 5.1 5.3 5.5 5.7 5.9 6.2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
0...400 401...550 551...700 701...900 901...1100 1101...1350 1351...1600 1601...1850 1851...2150 2151...2450 2451...2800 2801...3150 3151...3600 3601...4000 4001...4400 4401...4800 4801...5300 5301...5850 5851...6300 6301...6800 6801...7400 7401...8000 8001...8600 8601...9200 9201...9900 9901...10600 10601...11200 11201...11900 11901...12700 12701...13400 13401...14200 14201...15000 15001...15800 15801...16600 16601...17500 17501...18400 18401...19300 19301...20200 20201...21200 21201...22200
350 400 450 500 550 600 700 700 800 800 900 1000 1000 1100 1200 1200 1300 1300 1400 1400 1500 1500 1600 1600 1700 1700 1800 1900 1900 1900 2000 2000 2000 2200 2200 2200 2200 2200 2200 2200
300 350 400 400 450 500 550 600 600 700 700 800 800 900 900 1000 1000 1100 1100 1200 1200 1200 1200 1300 1300 1400 1400 1500 1500 1600 1600 1700 1700 1800 1800 1900 1900 2000 2000 2000
1100 1200 1500 1600 2000 2100 2500 2600 3000 3100 3500 3600 4100 4200 4700 4800 5300 5400 5900 6000 6600 6800 7300 7500 8300 8500 9400 9600 10500 10700 11700 11900 12800 13000 14000 14300 17300 17500 20600 20900
3000 3000 3116 3116 3230 3230 3346 3346 3460 3460 3578 3578 3692 3692 3808 3808 3924 3924 4040 4040 4156 4156 4270 4270 4420 4420 4688 4688 4716 4716 4866 4866 5014 5014 5162 5162 5412 5412 5560 5560
840 1000 1000 1160 1160 1320 1320 1480 1480 1640 1640 1800 1800 1960 1960 2120 2120 2280 2280 2440 2440 2600 2600 2760 2760 2920 2920 3080 3080 3240 3240 3400 3400 3560 3560 3720 3720 3880 3880 4040
840 840 1000 1000 1160 1160 1320 1320 1480 1480 1640 1640 1800 1800 1960 1960 2120 2120 2280 2280 2440 2440 2600 2600 2760 2760 2920 2920 3080 3080 3240 3240 3400 3400 3560 3560 3720 3720 3880 3880
125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 225 225 225 225 225 225 225 225 225 225 325 325 325 325 325 325 325 325 325 325
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2.1.4 Operating conditions and limitations

Pressure drop over the SCR reactor
Pressure is measured continuously before and after the reactor. The pressure drop over the SCR system is designed to be below 15mbar at 100% engine load. The urea injection will be stopped automatically if the the design value is exceeded.
Exhaust gas temperature for different fuel types

The working temperature of the SCR system is dependent on the fuel sulphur content and fuel type. The following figure indicates the trade off between the minimum and the maximum recommended exhaust gas temperature and the sulphur content of the fuel oil in order to achieve good efficiency and durability.
Figure 2.4 Recommended minimum and maximum catalyst operating temperature for continous operations vs Sulphur content in the fuel oil.
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2.1.5 System design data

Urea solution quality
Wrtsil recommends the use of 40 weight % aqueous urea solution as the reducing agent in the SCR unit, but other solutions such as 32% may also be used. The urea solution concentration is taken into account when designing the urea tank and selecting the urea pumping and dosing units. No blending between different concentrations is allowed. The urea solution quality requirements are specified in tables 2.3 and 2.4, see ISO 22241 for reference. It is not allowed to use agricultural or fertilizer urea.
Table 2.2 Quality requirements for 40% urea solution
Characteristics Urea content Density Biuret Aldehydes Insolubles Phosphates (PO4) Calcium Iron Magnesium Sodium Potassium
Unit weight-% kg/m3 % mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg
Min. limit 39.0 1105.0
Max. limit 41.0 1115.0 0.8 100.0 50.0 1.0 1.0 1.0 1.0 1.0 1.0
Typical value 40.0
Table 2.3 Quality requirements for 32% urea solution
Characteristics Urea content Density iuret Aldehydes Insolubles Phosphate (PO4) Calcium Iron Copper Zinc Chromium Nickel Aluminium Magnesium Sodium
Unit weight-% kg/m3 % mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg mg/kg
Min. limit 31.8 1087.0
Max. limit 33.2 1093.0 0.3 5.0 20.0 0.5 0.5 0.5 0.2 0.2 0.2 0.2 0.5 0.5 0.5
Typical value 32.5
Urea consumption
Urea consumption is directly proportional to the NOx reduction amount over the SCR catalysts. In reality the NOx from the engine deviates due to the ambient air conditions and engine related issues. During the commissioning of the Wrtsil NOx reducer system, the NOx deviations are taken into account in the dosing tuning. The typical urea consumption for reducing the NOx emissions from the IMO Tier 2 to the IMO Tier 3 NOx level is 15l/MWh at 85% engine load. The consumption can furthermore be optimised taking into account the IMO EIAPP cycle weighting factors and engine operation profile. The expected consumption can be calculated according to the formula:
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Figure 2.5 Formula for Urea consumption
where: V urea = P engine = m NO2 = M urea = M NO2 = C urea = urea = Urea solution consumption [l/h] Engine power output [kW] NO2 (NOx) from engine - NOx after SCR [g/kWh] Urea ((NH2)2CO) molar mass [g/mol] = 60.07 NO2 molar mass [g/mol] = 46.01 Urea solution concentration [weight-%] Urea density [kg/l] ~1.1
Compressed air quality

The quality of compressed air needed for the reducing agent and soot blowing must fulfill the following requirements. Purity class 2 with respect to particles and oil and purity class 3 with respect to water, according to the specification in ISO 8573-1. The quality requirements are presented in table 2.5.
Table 2.4 Quality requirements for the compressed air
Particle size d [m] 0.1 < d 0.5 0.5 < d 1.0 1.0 < d 5.0 Characteristics Pressure dew point Total oil concentration (aerosol, liquid and vapour)
Maximum number per m3 100 000 1000 10 Value max. +3 C mx. 0.1 mg/m3
Compressed air consumption

Compressed air is required for urea injection, soot blowing operation and soot blowing valves cooling. The compressed air pressure for urea feeding is 4 bar(g), and for the soot blowing system 8 bar(g). The part of the soot blowing system air consumption (operation + valve cooling) is as a standard 6 Nm3/h. The total maximum compressed air consumption for urea feeding and soot blowing system is calculated as follows: Max air consumption for 40% urea solution (Nm3/h) = Pengine * 0.0066 + 15.7 Max air consumption for 32% urea solution (Nm3/h) = Pengine * 0.009 + 15.6 Where: Pengine = Engine power output (kW) Nm3 is defined at 0 C and 101325 Pa If the urea solution concentration is not known please use the formula for 32% urea solution. The maximum air consumption occurs only during urea injector purging. The air consumption during operation on 85% engine load is typically >20% lower than the max consumption.
Electrical consumption
Electrical power is used for running the pumps and the control system. Typical power consumption for an operational dosing unit including control system is 0.2 kW. For the pump unit the typical power consumption is installation dependant but maximum 1.1 kW.
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2.1.6 Recommendations
- Piping
The recommended material for piping is stainless steel (AISI 316) and for seals EDPM. Copper and its alloys must be avoided. The temperature of the urea solution must be kept between +5 and +35 degrees C, therefore insulation and trace heating might be needed in some installations.
- Urea tank
The capacity of the main urea tank should be calculated for proper and defined duration considering the maximum urea solution consumption. The urea tank must be made of a material that meets the requirements for storing urea (e.g. stainless steel), please refer to ISO 22241.The recommended storage temperature for the urea solution is +5 to +35 degrees C. Therefore insulation and heating might be needed in some installations. If the urea injection point is very far from the main tank, the installation of a transfer pump and of a day tank is needed to avoid cavitation. The transfer pump should be located close to the main tank, while the day tank should be placed in the engine room. The capacity of the urea day tank should be sufficient for 10 hours operation at maximum urea solution consumption.
- Compressed air
Compressed air is required for urea injection and for the soot blowing system. The capacity of the compressed air should be calculated for proper and defined duration considering the maximum air consumption.
- Insulation
The insulation thickness should be in accordance with the applicable safety requirements, for instance SOLAS (Safety Of Life at Sea). A thickness of 150 mm is usually recommended.
2.1.7 Service and maintenance

Table 2.6 gives a guideline for the calendar based maintenance schedule for the NOR system. The maintenance intervals often depend on the operating conditions.
Table 2.5 Maintenance intervals
Interval 1 month 6 months 1 year 2 year or 5000 running hours 3 years
Unit Soot blowing system Urea pumping unit Dosing unit Urea injection unit Reactor Pump unit Dosing unit
Maintenance needed Checking the soot blower valve operation Overhauling the pump Maintaining the flow control valve Maintaining the atomization lance Cleaning and inspecting the catalyst Lubricating the pump drive Lubricating the actuator
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Wrtsil Environmental Product Guide 3. SOx Emissions Control
3.
3.1
SOx Emissions Control

The Wrtsil Closed loop Scrubber
3.1.1 Fresh water SOx scrubber

The Wrtsil Closed loop Scrubber is a fresh water and sodium hydroxide (NaOH) based closed loop exhaust gas scrubber, designed to remove SOx from the exhaust gas stream on ships.
Performance
As a default the scrubber system is designed for a maximum sulphur content in the fuel of 3.5%. The SOx reduction efficiency is 97,15%, corresponding to a reduction of fuel sulphur content from 3.5% to 0.1%. This is the typical guaranteed performance of the system. Fuel with higher sulphur content can be used under certain conditions (e.g. low load operation or lower cleaning efficiency demand). In such cases the cleaning efficiency to a level of 0.1% sulphur level is not guaranteed at design conditions.
Rules and regulations

The system is certified in accordance with IMO Resolution MEPC.184(59), Guidelines for Exhaust Gas Cleaning Systems, adopted in July 2009. Scrubber design criteria can be agreed upon on a project specific basis, and may include permitted SOxemissions equivalent to 0.1% sulphur in the fuel as per:

EU regulations for EU ports 1.1.2010. IMO regulations for SOx Emission Control Areas, with entry into force 2015, adopted in October 2008.
Configurations
The Wrtsil Closed loop Scrubber is available in two different configurations:

Main stream scrubber Integrated scrubber
The main stream scrubber is designed to be installed in the main exhaust gas stream of an individual diesel engine. The solution is advantageous for a range of machinery configurations, for example single main engines, with generator engines and oil-fired boilers using low sulphur fuel. Also generator engines can be equipped with main stream scrubbers. Main stream scrubbers can be fitted to both newbuildings and retrofit installations. The Integrated scrubber is designed to clean the exhaust gases of several main and auxiliary engines and oil-fired boilers onboard with one scrubber unit. Another benefit is that it does not increase the exhaust gas back pressure, making it particularly suitable for oil-fired boilers. The Integrated scrubber is suitable for all ship types, and in particular ships with high fuel consumption in EU ports, such as cruise ships and tankers (especially during cargo discharge). The integrated scrubber configuration is available for both newbuildings and retrofit installations. The basic process principle is similar for both main stream and integrated scrubbers. When comparing sub-systems, the main difference can be found in the exhaust gas system as the integrated scrubber is equipped with a fan arrangement after the scrubber. The scrubber process for both the Main stream scrubber and the Integrated scrubber is shown in the following system diagram. Each sub-system is also discussed in more detail under dedicated chapters in this product guide.
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Figure 3.1 Scrubber system diagram
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System main components 15N01 15N02 15N04 15N05 15N06 15N07 15N11 15P01 15P02 Pipe lines X1-Xn Y1-Yn G1 C1-C3 S1-S3 W1-W2 B1 B2 B3 B4 B5 N1 Materials SEAWATER LINES Pipes: 90 /10 CuNi / ship standard Valves: Rubber lined butterfly, bronze disc Design pressure: 10 bar Pipes: PPH / GRP / Alloy steel (as in scrubber) Valves: Rubber liner butterfly, s/s disc Design pressure: 10 bar Design temperature: 65C Gaskets and seals: EPDM Pipes: AISI 316L Precision Steel Valves: Ball or screw down, s/s body & insert Design pressure: 10 bar Design temperature: 50C (to be kept >20C) Pipes: Copper / ship standard Valves: Ball, bronze body and inserts Design pressure: 10 bar Pipes G1, X1-Xn: Black steel Pipes C1-C3: Alloy steel (as in scrubber) HEAT INSULATION: For lines G1, X1-Xn as required Exhaust gas, hot Exhaust gas by-pass, hot Exhaust gas manifold, hot Exhaust gas, cold Scrubbing water Seawater Bleed-off /Drain Bleed-off from buffer tank Overflow from scrubber Drain Bleed-off to 15N05 Alkali fill N2 N3 N4 N5 T1 T2 T3 E4 E5 L1 R1 Alkali vent Alkali suction Alkali feed Alkali to 15N05 Fresh water to topping up Fresh water to 15N05 Fresh water to 15N02 wash Vent Overflow Sludge Compressed air SOx scrubber unit Droplet separator Alkali feed module Bleed-off treatment unit Effluent monitoring module CEMS Scrubbing water pump module Scrubbing water pump Sea water pump 15P03 15P04 15P06 15E01 15T01 15T02 15T04 15T06 Alkali feed pump Transfer pump Exhaust gas fan Heat exchanger Wet sump Buffer tank Alkali storage tank Bleed-off distribution pipe
E1-E3, E5 Effluent
SCRUBBING WATER, BLEED-OFF, EFFLUENT
ALKALI (50% NaOH SOLUTION)
FRESH WATER
EXHAUST GAS
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Scrubber unit dimensions

The scrubber dimensions depend on the capacity and desired SOx reduction. Typically the scrubber unit is in one piece with the exhaust gas inlet connection radially from the side above the wet sump and the outlet from top of the scrubber. The scrubber module is built in a frame when the scrubber is installed on an open deck area. If the scrubber is installed in the engine casing, it can be without a frame but equipped with mounting brackets and mounting elements. The scrubber weight is affected by material selection.
Combustion units
The combustion units can be diesel engines of any make, type or application, 2-stroke or 4-stroke. Combustion unit gas flow and temperature throughout the load range are needed to determine the appropriate scrubber configuration. Also permitted exhaust gas back pressure is needed.
3.1.2 Main stream scrubber

Description
Main stream scrubbers are usually located in the engine casing or funnel, in the direction of flow after other exhaust gas components. The gas inlet is radial, and the outlet vertically from the top. The scrubber is equipped with a wet sump. The cleaned exhaust gases pass through a droplet separator before entering the stack.The scrubber unit should always be installed in a vertical direction. Horizontal positioning is not possible as the efficient exhaust gas cleaning requires countercurrent interaction between the exhaust gas and scrubbing water. Traditional exhaust pipes work as by-pass pipes. During normal operation the by-pass pipes are closed, preventing any escape of un-cleaned gases. When the scrubber is not in operation, the by-pass pipes permit by-passing of the scrubber. In the process, the scrubbing water is pumped from the wet sump through the seawater heat exchanger to the top part of the scrubber. Scrubbing water is sprayed into the exhaust gas flow from the spray nozzles in the scrubber. Water is also supplied to the mid part of the scrubber to further improve the SOx removal efficiency. Scrubbing water passes through the packing bed and is collected and removed through the bottom. The water absorbs SOx emissions, heat and other components from the exhaust gas stream. The heat is removed in the seawater heat exchanger. The pH of the scrubbing water and thus the cleaning efficiency, is automatically monitored and controlled by alkali dosing. As the overall dimensions of the scrubber, together with space for the auxiliary equipment and maintenance, exceed conventional engine casing dimensions, a slightly larger casing area may be required. It is important that the scrubber system is considered already in the project design phase in order to provide an efficient scrubber system together with optimized space utilization. The scrubber section is exposed to the corrosive effects of the low temperature exhaust gases and is thus entirely built of highly corrosion resistant materials.
Exhaust gas pressure loss

The exhaust gas pressure loss over the scrubber at full gas flow is typically 900 Pa. In most cases such a pressure loss is possible to accommodate within the permitted back pressure of the diesel engine, but should be checked.
Noise attenuation
Normal exhaust gas silencers for diesel engines are located in the engine casing before the scrubber.
Operation
The scrubber is designed for continuous operation at full specified gas flow and SOx-reduction.
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The main stream scrubber cannot be operated dry (without scrubbing water circulation). The scrubber should be by-passed when not in operation. In such cases compliance with the regulations is to be achieved by using fuel with an appropriate sulphur content.
3.1.3 Integrated scrubber

Description
The scrubber system is integrated and arranged to clean the exhaust gases of several diesel engines and oil-fired boilers onboard. Suction branches with control and shut-off valves from exhaust gas and flue gas pipes are connected to a common manifold which is connected to the scrubber. Traditional exhaust pipes work as by-pass pipes. During normal operation the by-pass pipes are closed, preventing any escape of un-cleaned gases. When the scrubber is not in operation, the by-pass pipes permit by-passing of the scrubber. It is preferred that the exhaust gas inlet to the scrubber unit is longitudinally from aft or the bow of the ship. Such an arrangement will reduce the height of the unit equipped with wet sump as less margin is needed against inclination in longitudinal direction than transversal. The scrubber system is designed to operate in maximum static and dynamic inclinations set by classification societies. The hot exhaust gas piping before the scrubber can be designed with normal diameters and flow velocities, including the 3-way valves. However, just before the scrubber inlet an expansion piece is needed to increase the diameter to correspond to a flow velocity of maximum 25 m/s at full power. In most cases one Integrated scrubber per ship is the most practical and economical solution. However, a configuration consisting of two integrated scrubbers may be preferred for ships with two funnels located some distance from each other. The Integrated scrubber is suitable for all ship types, and in particular ships with high fuel consumption in EU ports, such as cruise ships and tankers (especially during cargo discharge). The gas inlet is arranged radially in the lower part. An integrated scrubber has a wet sump, and a separate process tank is not needed. A wet sump minimizes the needed vertical lifting height and therefore the power demand of the circulation pumps. An ideal location for an Integrated scrubber, serving several combustion units, is aft of or within the funnel enclosure. This arrangement gives a minimum loss of useable cargo or accommodation space with a functional gas flow and access to main components. The rest of the exhaust systems and casing follow conventional design with silencers installed before the scrubber intake. Due to the high and exposed scrubber location on the upper superstructure the vessel profile may be affected, thus where aesthetic values are important, the scrubber is to be part of the vessels architectural design already in the basic design phase. Early design also allows structurally continuous supporting between the scrubber and hull. Although the scrubber system is designed with a minimum of weight, due to its high vertical center of gravity it is to be considered in ship stability calculations.
Fans
In the Integrated scrubber concept two frequency controlled suction fans are arranged to suck the exhaust gases. Fans at the scrubber outlet maintain a small but constant under pressure in the scrubber and suction branches. The fans are located in the clean exhaust gas flow after the scrubber unit. For each installation the most feasible fan configuration will be selected, taking into account reliability issues, redundancy, safety, space limitations, noise as well as simplicity. The fans are built in a module, which is typically intended for mounting on top of or next to the scrubber module top. Fan materials are selected to correspond to the demands of temperature and gas condition after the scrubber. The fan capacity is automatically controlled by the scrubber control system to minimize power demand under all load conditions.
Valves
Automatically controlled exhaust gas dampers are installed for all relevant suction branches. The dampers are automatically controlled by the control system to enable the fan to operate at minimum power, and shut-off the gas flow to the scrubber if triggered by the safety functions embedded in the control system. Shut-off valves are provided before the fans to enable, for instance, maintenance of one fan while the other continues to operate.
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Exhaust gas pressure loss

The Integrated scrubber system does not increase the exhaust gas back pressure, making it particularly suitable also for oil-fired boilers and all diesel engines. This is due to the use of suction fans. The exhaust gas pressure loss over the scrubber at full gas flow is optimized to obtain a suitable trade-off between scrubber physical dimensions and power demand of the fans. The exhaust gas back pressure of the diesel engine and oil-fired boilers is about the same with the scrubber in operation or by-passed.
Noise attenuation
Normal exhaust gas silencers for diesel engines are located in the engine casing. The noise insulation of the exhaust gas enclosure is based on noise characteristics of the selected fan configuration and customer requirements.
Interconnecting of exhaust gas pipes

In the Integrated scrubber the exhaust gas pipes from diesel engines and flue gas pipes from oil-fired boilers can be interconnected under the following conditions:
Back-flow of hot, dirty gases into a standing engine or boiler shall be prevented in a reliable manner. A shut-off valve in combination with continuous pressure conditions preventing any such back-flow in case of a leaking valve is acceptable. Inadvertent choking of an engine or boiler in question shall be prevented in a reliable manner. A bypass pipe designed to permit full aspiration of an engine or boiler in case shut-off valves are closed is acceptable.
In newbuilding ships Safe Return to Port (SRTP) regulation requirements can be fulfilled with one integrated scrubber unit. For vessels with several engine casings adjacent to each other the following arrangement is proposed:
Exhaust pipes from different fire zones are routed purely through their own engine casings up to the funnel, avoiding exhaust gas pipe penetrations through main fire bulkheads. The funnel is above the top of the fire zones, separated from the engine casing with A60 fire insulation and remote controlled fire flaps. The funnel area can be common for several engine casings and the scrubber unit located in funnel. One Integrated Scrubber cleaning the exhaust gases from all exhaust pipes from the engine casings.
Operation
Operation is similar to a main stream scrubber, but with certain consideration to the machinerys operational profile. It may not be necessary to dimension the integrated scrubber according to installed machinery power. Such dimensioning may result in unnecessary over-dimensioning as the installed power is not operated in practice. In order to dimension the integrated scrubber system properly it is relevant to identify the maximum propulsion and electrical power as well as the ships heat demand. In the case of an integrated scrubber the maximum exhaust gas flow is designed to cover all relevant operating modes, including as an example:
Sea going: Main engine(s) at 100% MCR + generator engine(s) load, (unless shaft generator(s) are expected to be used in this operating mode). Oil-fired boilers are expected not to be in operation as exhaust gas boilers are providing the necessary steam. Sea going (Diesel-Electric machinery): Generator engines providing full propulsion and hotel power. Oil-fired boilers are expected not to be in operation as exhaust gas boilers are providing the necessary steam. In port: Diesel-generator(s) and oil-fired boiler(s), as appropriate, at highest possible relevant load.
In most cases the sea going conditions result in the highest possible gas flow to be used as design criteria. The design conditions for integrated scrubber should be reviewed case by case for accurate dimensioning.
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The integrated scrubber cannot be operated dry (without scrubbing water circulation). However, the scrubber can be by-passed by closing the exhaust branches to the scrubber. In such cases compliance with the regulations is to be achieved by using fuel with an appropriate sulphur content.
3.1.4 Fresh water system

Fresh water topping-up is needed to compensate scrubbing water evaporation losses and extracted bleedoff. The needed topping-up water equals the humidity lost to the atmosphere plus the bleed-off, minus the water content of the exhaust gas from the combustion units. The water content in the exhaust gas is typically around 5% in diesel engines and clearly higher in oil-fired boilers. The water balance is determined on a project specific basis. Fresh water consumption depends somewhat on prevailing ambient conditions. Scrubbing water and consequently also the seawater cooling temperature affect the fresh water consumption. Also the exhaust gas temperature at the scrubber inlet has a clear impact, and therefore the Exhaust Gas Boiler parameters are needed to determine the water consumption. An efficient Exhaust Gas Boiler reduces the scrubber fresh water consumption as the exhaust gas temperature is lower and less scrubbing water is evaporated in the scrubber. The topping-up water chloride content has an effect on the required bleed-off rate and therefore also on the consumption of topping-up water. The fresh water consumption is case dependent, but as estimation, 0.2 m3/MWh can be used. The topping-up water supply is connected to the scrubbing water wet sump or pump module. Fresh water is also supplied to the droplet separator on top of the scrubber for periodical rinsing. A non-return valve, and where necessary, a vacuum breaker should be installed in the fresh water line to prevent scrubbing water being returned to the ships fresh water system.
Water quality
For topping-up water, evaporated water and a good quality tap water (bunkered from port) are normally recommended. If a reverse osmosis process results in similar water quality as above (which may be the case with 2-stage reverse osmosis plants), that can be used as well. The quality of untreated sea or rain water is unsuitable topping-up water. Also grey water should not be used as topping-up water. Technical water and low chloride water are preferred to achieve low consumption. On cruise ships clean effluent from a modern Advanced Wastewater Purification (AWP) system can also be used for topping-up. Typically the amount of AWP-water available is much higher than the demand for scrubber topping-up water so fresh water may not be needed for the scrubber at all. AWP effluent can typically be used for the scrubber when its quality fulfils the Alaska and IMO requirements. However, the chloride content should be restricted to a maximum of 300 mg/l. UV disinfection should be installed for the AWP effluent supply line to the scrubber to ensure the elimination of any bacteria or viruses.
3.1.5 Seawater system

Exhaust gas heat is transferred to the scrubbing water and is removed in the seawater heat exchanger. The purpose of the cooling is to minimize the water content in the cleaned exhaust gas after the scrubber, thereby minimizing plume opacity and fresh water consumption. The cooling has no effect on sulphur removal efficiency from the exhaust gases. The system is typically designed for a maximum of 32C seawater temperature. Alternatively, a different temperature can be specified if requested. In cold environments a minimum seawater temperature should be ensured by a thermostatic valve and a recirculation line to avoid crystallization of the sulphates in the scrubbing water. A sufficient flow of seawater is needed to ensure cooling of the scrubbing water. The location of the heat exchanger onboard the ship should be below the water line. The ideal location minimizes the length of the sea and scrubbing water circuits onboard the ship. The location of the sea water pump should also be below the water line. There is typically one plate type heat exchanger and one sea water pump per scrubber system installed.
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3.1.6 Alkali feed system

Alkali is automatically added to the scrubbing water circulation to maintain the process pH and consequently the SOx removal efficiency. Typically 50% NaOH (Sodium Hydroxide), also known as Caustic Soda or Lye, solution is used as alkali. In some cases 20% NaOH solution can be considered due to its low freezing point. The main components of the alkali feed system are the alkali pump, alkali feed control and alkali storage tank. Fresh alkali is automatically fed to the process as required by process chemistry. The main input data for the alkali feed control are the sulphur content of the fuel and engine load, which corresponds with sufficient accuracy to the amount of exhaust gas and sulphur for cleaning. The sulphur content of the fuel in use is to be typed into the system by the operator based on e.g. the Bunker Delivery Note. However, the main control is automatically adjusted based on the measured pH of the washing solution to compensate for possible variations and inaccuracies in the fuel sulphur data. Caustic soda bunkering areas, tanks and sounding pipes, and the feed module should be provided with warning signs to ensure that all crew members are aware of the risks involved in general and in particular when any maintenance or repairs are made. The warning sign to be used is the standard corrosive 8 sign, with text Sodium Hydroxide Solution and UN 1824 nearby. Additionally NaOH Solution and Caustic Soda Solution texts can be included. Safety showers (with shower and eye wash) should be arranged for relevant alkali handling areas, such as bunker stations and the alkali feed module area. Protective clothing and chemical goggles should be provided for personnel taking care of the bunkering of alkali or personnel otherwise handling alkali. All locations where alkali is handled are to be provided with good ventilation.
NaOH Consumption
Alkali consumption depends on the concentration of the solution, engine operating power, fuel sulphur content and desired SOx-reduction efficiency. The alkali supply is automatically controlled based on these parameters. The 50% NaOH consumption in weight is roughly 6 15% of the diesel engine fuel oil consumption depending on the sulphur content and cleaning efficiency. Indication of the alkali consumption can be seen in the figure below. It also indicates the relations of the affecting parameters.
Figure 3.2 Typical NaOH Consumption
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Storage
Onboard storage capacity is dictated by the following parameters: vessel autonomy, alkali consumption and the vessels operation profile and -area. It is recommended that two separate, preferably adjacent, structural tanks are provided for alkali. This configuration would allow continuous scrubber operation during the tank surveys, inspections and cleaning. When tank location and volume are outlined, a high density of 50% caustic soda solution and the margin against overfilling (15-20%) are to be considered. The recommended cleaning interval for storage tanks is 4 years. A single tank configuration can be used, if operation and regulation compliance with low sulphur fuel is a possible and feasible alternative during the above mentioned periods. Due to the relatively high density of caustic soda a low center of gravity for storages may be favorable regarding vessel stability. There is generally no limitation to tank geometry. The tank bottom should preferably be sloped towards a drain pipe. The tank for 50% NaOH should be dimensioned for a specific density of 1.52 t/m3, including hydrostatic static pressure to an air vent head above the bulkhead deck. The tank should be externally or internally stiffened. The integrity of the storage tank and related air vents should be hydrostatically tested prior the tank coating. Air vents need to be arranged from the highest points designed according to rules of the applicable classification society. General shipbuilding steels can be used for the tank construction. In each case when tank construction involves structural members special consideration by the classification society is required. The temperature limits should be respected as at temperatures above 49C carbon steel is sensitive to stress corrosion cracking, also known as caustic embrittlement. If higher temperatures are expected, special measures including weld stress relieving and use of alternative materials should be considered case by case. Any part of tank or tank fittings which may come in contact with caustic soda should not contain the following metals or alloys: aluminum, magnesium, zinc, brass, and tantalum. Caustic soda corrodes these metals and the reaction may generate flammable hydrogen gas. In particular, the reaction with aluminum is vigorous. Long term exposure to caustic soda can deteriorate materials containing silica e.g. glass. It is recommended to check the suppliers compatibility information regarding gaskets for manholes and flanged tank fittings. Typically PTFE or EPDM should be used. Viton is not suitable as gasket or sealing material. Internal tank coating is recommended to avoid corrosion that may occur particularly on tank upper parts. Major suppliers have epoxy resins that are suitable for this purpose. The suppliers recommendation is to be followed concerning intended use, surface preparation and application.
Storage tank heating

The 50% caustic soda solidifies at temperatures below 12C and therefore the tank should preferably be located so that it shares common boundaries with the engine room as far as possible. If the tank temperature is expected to drop below 16C additional heating should be provided. The recommended storage temperature is between 25 and 35C. The corrosive properties of caustic soda are aggravated at temperatures above 49C (when carbon steel is used) and thus caustic soda storage should not have common structures with e.g. heated fuel oil service and settling tanks. Also other heat sources that may locally increase the temperature inside the tank to exceed the before mentioned value (e.g. exhaust gas or steam pipes) should be isolated from tank structures. The heating requirement of the storage tank can be determined by calculating the heat transfer through each tank boundary. The same heat transfer coefficients through the external tank walls that are typically used for heavy fuel oil are applicable. In some cases external tank insulation could be considered to reduce heat losses. If heat losses from the tank are remarkable, heating with water circulation in carbon steel coils can be used. To avoid corrosion of the heating coils external surface, the inlet water temperature should remain below 49C. For example, returning LT cooling water can be utilized for heating and heating coils can be connected in parallel to the central cooler. The central cooler pressure drop or a dedicated circulation pump can be used for induced circulation depending on the pressure drop in the tank heating system. Coils should be installed to an approximate height of 300 mm from the tank bottom and located so that a thermal agitation pattern will occur. The heating coils should be positioned to provide heating particularly in the suction pipe area. Heating coil dimensioning is based on the differential temperature (t) between the lower storage temperature (25C) and the arithmetic mean temperature of the incoming / outgoing circulating water. The mean heat transfer
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Wrtsil Environmental Product Guide 3. SOx Emissions Control coefficient from water coils to caustic soda can be estimated at 60 W/(m2 x C), if turbulent flow conditions can be achieved. An alternative heating method is to provide a separate caustic soda circulation through an external heat exchanger. Thus the heating media can be low pressure steam or high temp heat recovery water. In these cases the appropriate heat exchanger material should be selected, for example nickel. If heat losses are moderate, external electric heating can also be used. The heating elements are adhesive and attached directly to the tank wall under the insulation. Also in these cases the specified heating elements should not exceed maximum surface temperatures.
Storage tank fittings and instruments

When anywhere in the alkali system (bunkering, transfer, feed) the lines are located below the alkali storage tank level, the storage tank should be equipped with a quick closing valve. The quick closing valve is either connected to the emergency stop, or has its own activation button or lever. The primary suction should be located approximately 100 mm from the storage tank bottom. Tanks should also be provided with low suction for complete draining prior to maintenance. The diameter is according to the installation specific system diagram. Each connection below the maximum surface level should be provided with safety quick closing valves. The alkali tank filling line should be led below the minimum service level and should be provided with a vacuum breaker hole at the upper end where an anti-syphoning effect may occur. The filling line is typically DN 80 and provided with a DIN 2633 flange at bunker station. Filling pipe material recommendation is AISI 316L or black steel DIN 2448. Transport trucks are provided with several different connection types depending on supplier and country. Adapters may be required. The caustic soda storage tank should be provided with the following alarms:

Temperature high (set point 45C, if provided with heating) Temperature low (set point 25C, if relevant) Level low (e.g. 30%) Level high (e.g. 85%)
The caustic soda storage tank should be provided with the following indications:

Local level gauge (hydrostatic type with sensor isolating valve) Sight glasses are not recommended. Local temperature gauge (gauge with stainless steel pocket)
Each caustic soda storage tank should be provided with a standard 600 mm x 400 mm manhole. Instead of a sounding pipe an approved type local hydrostatic level indicator can be used, note that the device need to be calibrated for caustic soda density. The relevant classification societys rules concerning sounding requirements should be verified. The alkali storage tank air and overflow piping is lead similary to that of normal air and overflow pipes (e.g. above bulkhead deck and overboard). To prevent spraying of alkali, the air pipe end should be protected by a plate or similar means.
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Alkali feed module

As a general indication, the alkali feed module should be located between the alkali storage tank and the scrubbing water circuit. To minimize the suction line length it is preferred that the location of the alkali feed module is near the storage tank.
Capacity: .............................................. Dimensioned for full scrubber load and applicable NaOH solution Type: ..................................................... Chemical dosing Motor: ................................................... 1 5 kW Frame: ................................................. Steel Dry weight: ........................................... 120 200 kg Weight in operation: ............................. 200 300 kg Length: ................................................. 900 mm Width: ................................................... 550 mm Height: .................................................. 1600 mm
The alkali feed module shutdown is connected to the emergency stop. The module and if necessary, other alkali system related components should be provided with drip trays. The drip tray drainage should be arranged with one of the following alternatives:
Automatic quick closing valve. Drip trays should be provided at the lowest point with a leak detector that automatically activates the alkali storage tank quick closing valve. Drip trays are to be of adequate capacity to receive such leak quantity which may escape from the system prior to closing of the quick closing valve, including the quantity in the supply pipe. The leak detection and quick closing system are to be of the fail safe type. Such drip trays are without drainage. Automatic drainage to safe tank. Vertical conditions permitting, drain pipes from the drip trays are conducted freely flowing back to the alkali storage tank or any other suitable tank. Such drain pipes should be of adequate size, and provided with heating where necessary to avoid stiffening of the caustic soda.
Alkali specification
The typical commercial solution is 50% (weight). Characteristics of a 50% solution are:

Density 1.52 t/m3 Solidifies (freezes) at 12C Should be kept above 20C when pumped Boiling point ca. 145C Transported typically at 20 40C pH 14 In some cases 20% solution is interesting, as its freezing point is -30C. For on deck storage on ships operating in cold environment this could be feasible.
The Wrtsil scrubber system typically uses 50% NaOH solution as the neutralizing agent in the process. The customer/operator should acquire the chemical according to the following specifications.
Technical name: ................................... Sodium Hydroxide solution 50% (water solution) Chemical formula: ................................ NaOH (aq) Cas N:o ................................................ 1310-73-2 Einecs N:o ............................................ 215-185-5 Additional trade name(s): ..................... Caustic Soda 50%, Lye 50% Sodium Hydroxide, NaOH .................... 45 52%-weight Chloride (Cl) .......................................... < 0.1%-weight as NaCl
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Safety aspects

Colorless and odorless. Causes eye and skin burns: eye and safety showers needed at least in the bunkering area. Aspiration hazard: ventilation of gases has to be taken care of. No fire risk. May react with water producing heat and gases, thus affecting fire extinguishing strategies in NaOH storage areas. Can produce flammable gases when reacting with some metals (e.g. aluminum in contact with NaOH produces hydrogen). Liquid should be protected from atmospheric moisture to avoid absorption of carbon dioxide from the air: air pipes, etc. needs to be designed accordingly. Contact with aluminum, zinc, brass and tin to be avoided.
3.1.7 Scrubbing water system

The exhaust gas scrubber is working on the closed-loop principle. The scrubbing water is circulated through the system. Only a small bleed-off is extracted from the loop and fresh water and alkali is added. The flow rate of scrubbing circulation is related to the actual dimensions of the scrubbing module and design performance of the system. The scrubbing water is buffered in a wet sump for controlling the quality of the solution. The scrubbing water is circulated with circulation pumps from the wet sump to scrubber spray nozzles on top of the scrubber. Part of the scrubbing water is also circulated via a cooling heat exchanger to reduce the scrubbing water temperature. Both main stream and integrated scrubbers have a wet sump at the bottom of the unit.
Scrubbing water pump

The location of the scrubbing water pumps is project specific, depending on the position of the cooling heat exchanger and the wet sump. Typically the scrubbing water pumps are built in a module, which is to be located adjacent to the scrubber wet sump. For both main stream and integrated scrubber systems, typically three pumps are specified (two running, one in stand-by).
Capacity: Type: 818 m3/MWh per pump Centrifugal
3.1.8 Bleed-off system

To remove the accumulated impurities from the scrubbing water a small flow of bleed-off is extracted and led to the emulsion breaking water treatment unit. The bleed-off contains traces of oil and combustion products, and its pH is typically close to neutral. Clean effluent from the treatment unit is discharged overboard, or led to the effluent holding tank (if applicable) for a scheduled and periodical discharge. Effluent quality monitoring is arranged before the discharge. The extracted bleed-off from the scrubbing water circulation can be led to a bleed-off buffer tank prior to the treatment unit. A bleed-off buffer tank can be arranged to offer operational flexibility, permitting operation of the scrubber with the treatment unit out of operation and vice versa. An effluent holding tank is useful in operational situations where overboard discharges are to be avoided. The volume of such a storage tank should be dimensioned according to the time the scrubber is to be operated in such conditions. The bleed-off flow can be minimized if a minimum scrubbing water temperature can be ensured e.g. with a thermostatic valve. With a lower sulphur content in the fuel the minimum temperature can be reduced. The bleed-off flow is interrelated with topping up water flow and may be 0.1 m3/MWh or even below, but in some conditions clearly higher.
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The amount of generated effluent is very close to the bleed-off flow, as oil and sludge separated in the treatment unit is very compact with a low water content.
Bleed-off treatment unit

The bleed-off treatment unit fulfils the scrubber guideline requirements in IMO resolution MEPC.184(59). It features a complete emulsion breaking system suitable for treating the bleed-off from the exhaust gas scrubber system. The system overview of the treatment unit can be found in chapter 4.1.1 in this product guide.
Capacity: .......................................................................... 2.5 m3/h Dry weight: ...................................................................... 920 kg Weight in operation: ......................................................... 1870 kg Total volume: ................................................................... 950 l Length: .............................................................................. 1740 mm Width: .............................................................................. 1100 mm Height: ............................................................................. 1850 mm Installed power: ................................................................ 5 kW Instrument air: .................................................................. 6-8 bar Service air: ........................................................................ 6-8 bar Water consumption (flocculants preparing): .................... max 300 l/h
Bleed-off feed pump

The bleed-off is fed to the treatment unit by a feed pump, which automatically sucks bleed-off from the wet sump, (or bleed-off buffer tank if applicable). The pump is controlled by the treatment unit control system based on the level in the sump or tank. If the tank is more than 5 meters above the treatment unit and flow by gravity is ensured, the feed pump is not necessary.
Sludge
Impurities separated from the bleed-off form compact sludge in the treatment unit, with sludge production depending on the fuel oil quality. The amount of generated sludge is approximately 0.1 0.4 kg/MWh. Sludge generated in the scrubber process is similar to engine room sludge. The composition of the sludge is mainly hydrocarbons, soot and metals. The amount of water is minimized in the treatment unit, while still keeping it pumpable. The scrubber sludge can be stored in the same tank as other engine room sludge. Scrubber sludge is not permitted to be incinerated onboard.
3.1.9 Control and monitoring

The scrubber system is equipped with an automation system for operation, monitoring and safety control. A dedicated scrubber control unit with display is provided. Field sensors and control valves are included. The control system has the following functions:

Control and safety Monitoring and alarms Data logging with trending capability Data logging is tamper proof and in compliance with Marpol regulations. The data is recorded against UTC (Coordinated Universal Time) and ships position by a Global Navigational Satellite System. Real-time process control Interface to bleed-off treatment and to emission and effluent monitoring
The scrubber control system consists of the following equipment:
Main Control Module (MCM)
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Input/Output Module. I/O extension module (IOM) Local Display Unit (LDU) Human Machine Interface, which can communicate with the vessel IAS over Modbus TCP if necessary.
Interfaces to vessel Integrated Automation System (IAS) include:

General alarm External starting and stopping request Engine running and load (preferably fuel rack position)
The ideal location of the scrubber control unit is in the ships engine control room.
System alarms
The following safety related system alarms are provided (there are other measuring points, which are not related to the system safety; these are not listed here): 1. High/low scrubbing water level in the scrubber wet sump 2. High/low scrubbing water temperature 3. High exhaust gas temperature after the scrubber 4. High/low level in the alkali tank 5. High/low temperature in alkali tank Additionally for plastic scrubbers there are also the following alarms: 6. High exhaust gas temperature before the scrubber 7. Low scrubbing water pressure before the scrubber. 8. Low scrubbing water pressure before the quench. These system alarms generate an alarm in the scrubber control system.
Emergency stop
The emergency stop is activated with a push button. One emergency stop button is included in the scrubber control cabinet. Additional buttons should be installed adjacent to the alkali feed module and the scrubber unit in easily accessible locations. The emergency stop activates the scrubber shut-down sequence. The emergency stop has the following functions:

Stop of alkali feed pump Opening of the exhaust gas by-pass valve Stop of scrubbing water circulation pumps Stop of seawater cooling pump Closing of control valves
The alkali storage tank quick closing valve can be connected to the emergency stop function, or it can have a separate control. The emergency stop button has to be manually deactivated before the system start-up sequence can be started. In case of a ship blackout no special arrangements are required. The blackout stops the system, and after blackout the system can be restarted normally. If a long black-out occurs in cold conditions, the risk of the alkali or scrubbing water temperature being too low needs to be considered.
Shutdowns
A system shutdown is similar to an emergency stop. The following signals cause immediate system shutdown: 1. High-high exhaust gas temperature after the scrubber 2. High-high level in the wet sump
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Emissions monitoring
A continuous Emission Monitoring System (CEMS) is arranged to monitor the SO2 and CO2 content of the exhaust gases. NOx monitoring can be included as an option. The CEMS is connected to the scrubber control system, and can be based on either an in-situ or extractive method. The main components in the extractive CEMS are:

Exhaust gas sampling probe. Located near the scrubber exhaust gas outlet. Heated sampling line. Main cabinet. Weight and dimensions: 200 kg, 600 x 650 x 1700 mm.
The ideal location of the CEMS cabinet is in the ships engine control room. The main components of an in-situ CEMS are:

Exhaust gas sampling probe. Located near the scrubber exhaust gas outlet. PC (in some cases)
Effluent monitoring
The effluent monitoring module continuously monitors the PAH, turbidity, pH and temperature from the effluent according to regulations. The effluent monitoring is connected to the scrubber control system. The main characteristics are:

Monitoring module in the effluent line after the bleed-off treatment unit. Module weight and dimensions approx: 300 kg, L 810 x W 650 x H 1440 mm.
The system fulfils the IMO resolution MEPC.184(59) requirements for scrubber discharge water monitoring.
Reports to Administration or Port State authorities

The required data is recorded against UTC (Coordinated Universal Time) and ships position by a Global Navigational Satellite System. The system enables reporting over specified time periods. The recorded data and reports can be downloaded in readily usable format to portable data storage with USB connection.
3.1.10 Power demand

The power demand of the Wrtsil scrubber in normal conditions varies between 0.4... 0.6% of the engine power. The power consumption is lower in colder sea water temperatures than in tropical conditions. The power demand of the Integrated scrubber increases towards top ship speeds to around maximum of 1%. The total power of supplies connected to ancillary devices is somewhat higher, to allow for variations in ambient and operating conditions, system tuning, selection of standard components and margins. Thanks to embedded frequency converters and control algorithms, the power demand is optimized at reduced power and reduced sea water temperatures. The total power consumption of the scrubber system will be determined depending on the final configuration and plant size.
3.1.11 Maintenance
Maintenance of the scrubber system comprises generic maintenance tasks of individual pieces of equipment (such as valves and actuators, pumps, electric motors, heat exchanger, tanks, etc.). The scrubber unit is equipped with maintenance hatches for periodical inspection of the internals and spray nozzles. In normal operating conditions maintenance and service work to the scrubber unit is minimal. Maintenance openings (hatches) with size DN600 flanges are provided in the scrubber unit as standard. Hatches are big enough for a service mechanic to climb in and transport tools and service equipment in and out of the scrubber. The droplet separator is inside the scrubber unit in pieces that are installed through a DN600 opening from above. Access to the droplet separator from above is also preferred as the elements are inspected while walking/crawling on them. A typical scrubber unit construction contains the following maintenance openings:
One hatch above the droplet separator
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One hatch with visual view and possible access to each spraying nozzle stage One hatch above the bottom of the packing bed One hatch above the bottom of the scrubber
The radial direction is optional and it does not have to be the same for each hatch. Hatches at spray nozzle level can be omitted if visual view and access to the nozzles can be arranged via other maintenance openings; e.g. with scaffolds from below to lower stage spray nozzles or with a safety harness from droplet separator level to upper stage spray nozzles. Spray nozzles are inspected visually from upper hatch while spray is on (with no exhaust gas) and if the spray pattern is in condition, there is no need to actually climb to each nozzle. Outside the scrubber, the access area to the hatches should be reasonable. A small platform of approximately 1 m2 in front of each hatch should be available. Detailed maintenance instructions are given in the operation and maintenance manual and they should be followed in conjunction with general good housekeeping.
3.1.12 Exhaust gas system

Insulation
Scrubber unit thermal insulation is not necessary. The hot exhaust gas pipes before the scrubber are normally insulated as well as the by-pass pipes.
Plume enclosure
Engine room ventilation exhaust air from the engine casing can be conducted to an open-ended jacket surrounding the exhaust gas outlet pipe in the funnel. Thus humid gas from the scrubber is mixed with dry air from the engine casing, reducing humidity and plume opacity. This is achieved by arranging the jacket as an enclosure with an upper end clearly above the end of the stack.
Exhaust gas pipes

All parts of the exhaust gas system before and after the scrubber are optimized concerning pressure losses to maintain an acceptable exhaust gas back pressure at the engine outlet. To avoid droplet entrainment with the gas flow, the flow velocity after the scrubber should be kept low (preferably not exceeding 15 m/s at full power), welding seams should be smooth and knuckles avoided. After the scrubber the exhaust gas has a high relative humidity. Corrosion resistant materials are recommended. Thermal insulation of the exhaust gas pipes after the scrubber can be omitted. Hot uninsulated exhaust pipes can be used in the funnel area as on any ship, under the following conditions: 1. In the funnel, being an open area. 2. Not in the engine casing (being Category A Machinery Space). 3. Engine room ventilation exhaust air can be conducted through the area, provided that the engine casing can be isolated from the funnel with fire dampers. 4. Insulation for noise absorption purposes can be installed in the area. 5. Any possible common boundary of funnel with interior spaces fulfill A-0 fire insulation standard as a minimum. 6. Pressurized fuel oil and lubricating oil pipes are not installed in the same area. 7. Danger to persons onboard due to hot surfaces is minimized.
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Wrtsil Environmental Product Guide 4. Bilge Systems
4.
4.1
Bilge Systems
Wrtsil Oily Water Separator (OWS)

The Wrtsil OWS unit is an oily water separator used for bilge water treatment in marine installations. The Wrtsil OWS separates oil and emulsions so that only treated clear water is discharged to the sea. The guaranteed amount of oil in the water after the treatment process is less than 5 ppm. The Wrtsil OWS is certified according to USCG and the latest IMO regulations, where the max allowed oil content in the discharge water is 15 ppm at any time. The Wrtsil OWS main stages are: - oil separation stage - chemical mixing stage - flotation stage The unit is available in three different sizes and is built in modules for easy installation onboard ships.
Wrtsil OWS units Type Wrtsil OWS 500 Wrtsil OWS 1000 Wrtsil OWS 2500 Capacity [m3/h] 0.5 1.0 2.5 Performance Oil & Grease < 5 ppm < 5 ppm < 5 ppm
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Figure 4.1 Wrtsil OWS 500 (66651056_00)
Wrtsil OWS 500 main dimensions and weights Type Wrtsil OWS 500 Weight, empty [kg] 500 Weight, full [kg] 775 H [mm] 1720 L [mm] 1230 W [mm] 765
Pipe connections Wrtsil OWS 500 A B P R W Influent Effluent To sludge tank Air inlet Ventilation DN 25 DN 25 DN 25 DN 10
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Figure 4.2 Wrtsil OWS 1000 (DAAE054487b)
Pipe connections Wrtsil OWS 1000 Q G B A P1 P2 P1/P2 R W1 W2 Water Drain/ Overflow Effluent Influent To sludge tank To solid pack To sludge tank Air inlet Ventilation Ventilation DN 25 DN 25 DN 25 DN 25 DN 25 DN 25 DN 25 DN 10
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Figure 4.3 Wrtsil OWS 2500 (DAAE076426)
Pipe connections Wrtsil OWS 2500 Q G B A P1 P2 R W1 W2 Water Drain/ Overflow Effluent Influent To sludge tank To sludge tank or solid pack Air inlet Ventilation Ventilation DN 25 DN 25 DN 25 DN 25 DN 25 DN 25 DN 10
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Process description
The Wrtsil OWS treatment process is shown in the following diagram.
Figure 4.4 OWS process diagram
The first stage, known as the separation stage, is constructed for the separation of free oil from the wastewater. The water content in the separated oil depends on the quality of the oil. The oily emulsified water is pumped from the oily water buffer tank to the oil separation tank by a feed pump. In the bottom of the separation tank dispersion water (pressurized water saturated with air) is added to the oily water. The dispersion water is made by circulating treated water and adding compressed air into it in a separate tank. As the dispersion water is released to the lower pressure in the tank, micro bubbles are formed. In the tank the bubbles rise and help the oil rise to the surface, from where it is skimmed to an internal oil tank. From the internal oil tank the oil is pumped to the sludge tank. The water is collected into an integrated tank for further treatment in the flotation stage. From the oil separation stage the emulsified water is lead through a series of mixers. Treatment chemicals are dosed with dosing pumps to the injection points on the mixers. The purpose of the chemical treatment is to break the emulsified oil in the water into particles and to make them into larger flocks that are easily separable by means of the flotation.
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After the mixers the water enters the flotation stage. Again the dispersion water is injected to the bottom of the flotation tank. The micro bubbles produced are mixed with the suspended material. Gas bubbles attach to the solids forming solids/gas flocks, which are lighter than water and therefore rise to the surface and form a floating layer. The layer is removed by scraping and guided into the solids collecting tank unit. From there it is pumped to the Solidpac, solids tank or sludge tank. The clear water passes a series of baffles and a parallel flock trap to separate the smallest particles before it is pumped to an activated carbon filter unit to clarify the water further. Before the filter, a part of the water is taken to be used as dispersion water in the dissolved air flotation. The water is discharged after the sand and/or activated carbon filter. The filter stage is included as standard delivery for Wrtsil OWS 1000 and 2500 types. The filter stage is not included in the Wrtsil OWS 500 type. The electric consumption of the Wrtsil OWS unit is 10 kW.
Chemicals
The chemicals used in the oily water separator process are; a coagulant, a flocculant and caustic soda (NaOH). The coagulating chemical is used for breaking the emulsified oil in the water into particles while the flocculant will collect the particles into bigger flocks for easier separation. Caustic soda is used for pH control. The unit is equipped with chemical storage and the consumption is 0.4 g/l of the coagulant, 0.4 g/l NaOH and 0.005 g/l of the flocculant. The flocculant is a powder that shall be mixed with water.
4.1.2 Options
The following options are available for the Wrtsil OWS unit.
Solidpac
A Solidpac module can be installed after the treatment unit for de-watering the solid waste from the separator. The Solidpac consists of a frame supporting two water-repellent filter sacks. 100 sacks with sealing wires are delivered as standard.
The Wrtsil Bilge Water Guard

The Wrtsil Bilge Water Guard is a bilge discharge monitoring system that constantly monitors and records the quantity of water being discharged overboard. It also monitors oil content and the time and location of the vessel. Should the effluent, for any reason, contain a level of oil exceeding the set limit, the flow is rerouted to the sludge tank. The system provides both a safety net, and a means of documenting what and where discharges have been made. According to the latest IMO regulations, the max allowed oil content in water is 15 ppm at any time. The oily water enters the unit and a metering system measures the oil content. The information goes to a computer located in the unit. Downstream, a three way valve is located which directs the bilge water back to a bilge tank if the oil content is higher than 15 ppm (or a set limit). Further downstream a flow metering system measures the total effluent passing the Bilge Water Guard before it is discharged overboard. All this information is logged in the computer, including GPS position, ppm value and over board valve status. The Bilge Water Guard system can be connected to the ships automation system for easy surveillance. The Wrtsil Bilge Water Guard has a capacity of max. 15 m3/h. The installed power is 0.6 kW and the air consumption is less than 0.0001 Nm3/min at 0.7 MPa (7 bar). The amount of water required for backflushing is 10 litres per flushing.
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Wrtsil Environmental Product Guide 5. Ballast Water Management
5.
5.1
Ballast Water Management

Wrtsil AQUARIUS EC

Wrtsil AQUARIUS EC is a modular ballast water management system, providing a safe, flexible and economical process for the treatment of ballast water. Ballast water treatment with a Wrtsil AQUARIUSTM EC system is achieved through a simple and efficient two stage process. Upon uptake the seawater is first passed through a back washing filter (1st Stage) and then the filtered seawater passes through a static mixer, where the disinfectant generated from the side stream electrolysis unit (2nd stage) is injected to ensure a maximum level of 10ppm in the treated ballast water.
Figure 5.1 Aquarius EC dimensional drawing
Table 5.1 EC Filtration Module
AQUARIUS Module AQ-50-EC AQ-80-EC AQ-125-EC AQ-180-EC AQ-250-EC AQ-300-EC AQ-375-EC AQ-430-EC AQ-500-EC AQ-550-EC AQ-750-EC AQ-850-EC AQ-1000-EC AQ-1200-EC
Capacity (m3/h) 0-50 50-80 80-125 125-180 180-250 250-300 300-375 375-430 430-500 500-550 550-750 750-850 850-1000 1000-1200
Lenght (mm) 2000 2400 2400 2400 2400 2400 2700 2700 3000 3000 3700 3700 3800 3900
Width (mm) 750 750 800 800 800 800 1100 1100 900 900 1300 1300 1300 1300
Height (mm) 1200 1450 1550 1700 1600 2000 2000 2000 2000 2000 2500 2500 2500 2700
Dry weight (kg) 460 630 760 860 1050 1050 1500 1500 1700 1700 3100 3100 3200 3550
Flange size (PN10) 80 100 150 150 200 200 250 250 300 300 350 350 350 400
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Capacities to 6000 m3/h achieved through a number of modular combinations.

Table 5.2 EC Treatment Module
AQUARIUS Module AQ-50-EC AQ-80-EC AQ-125-EC AQ-180-EC AQ-250-EC AQ-300-EC AQ-375-EC AQ-430-EC AQ-500-EC AQ-550-EC AQ-750-EC AQ-850-EC
Capacity (m3/h) 0-125 0-125 0-125 125-250 125-250 250-375 250-375 375-500 375-500 500-750 500-750 750-1000
Lenght (mm) Width (mm)
Height (mm) Dry weight (kg) 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 2300 1575 1575 1575 1575 1575 1765 1765 1810 1810 1960 1960 2125 2125 2250
Installed/ Nominal Power (kW) 15.9/10.8 15.9/10.8 15.9/10.8 30.8/21.6 30.8/21.6 46.2/32.4 46.2/32.4 60.6/43.2 60.6/43.2 90.4/64.8 90.4/64.8 120.2/86.4 120.2/86.4 177.8/129.6
Flange size (PN10) 80 100 150 150 200 200 250 250 300 300 350 350 350 400
2400 2400 2400 2400 2400 2800 2800 3200 3200 3200 3200 4100 4100 4100
2150 2150 2150 2150 2150 2150 2150 2450 2450 2450 2450 3400 3400 3400
AQ-1000-EC 750-1000 AQ-1200-EC 1000-1500

Table 5.3 EC Power Panel
AQUARIUS Module AQ-50-EC AQ-80-EC AQ-125-EC AQ-180-EC AQ-250-EC AQ-300-EC AQ-375-EC AQ-430-EC AQ-500-EC AQ-550-EC AQ-750-EC AQ-850-EC AQ-1000-EC AQ-1200-EC
Lenght (mm) 900 900 900 900 900 900 900 900 900 940 940 940 940 940
Width (mm) 750 750 750 750 750 950 950 950 950 1140 1140 1140 1140 1710
Height (mm) 1500 1500 1500 1500 1500 1500 1500 1500 1500 2200 2200 2200 2200 2200
Weight (kg) 500 500 500 500 500 650 650 650 650 1300 1300 1300 1300 1950
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5.1.2 Operating principle

Filtration
During uptake ballast water passes through an automatic back washing filter. The filter removes particulates, sediments, zooplankton and phytoplankton over 40 microns. Automatic filter cleaning ensures and maintains filtration efficiency.
Electrochlorination
Disinfectant TRO (Total Residual Oxidant) is produced by an electrolysis module, comprising of electrolytic cells, specifically designed to generate sodium hypochlorite from seawater. The sodium hypochlorite generated is pumped into the main ballast line, where it is mixed with filtered ballast water for efficient disinfection, and pumped into the ballast tanks. Ballast Water TRO concentration is monitored to ensure the correct hypochlorite dose. During discharge the filter is bypassed and residual concentration of TRO in treated ballast water is monitored before being discharged overboard. If required, treated ballast water is neutralized by injecting sodium bisulfate into the main ballast line during discharge. Neutralization effectiveness is continuously monitored to ensure compliance with MARPOL discharge limits.
Standard features

Broad environmental operating envelope Flexible side stream electrolysis configuration with no salinity limits and no temperature limits In situ safe, sustainable and economical disinfectant generation Efficient injection and dosing controls Modular construction for efficient use of space and power, and easy integration with ship systems Flexible up scaling Intelligent PLC control ensuring safe, automatic and economical operation
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5.2
Wrtsil AQUARIUS UV

Wrtsil AQUARIUSTM UV is a modular ballast water management system, providing a safe, flexible and economical process for the treatment of ballast water. Ballast water treatment with the Wrtsil AQUARIUSTM UV system is achieved through a simple and efficient two stage process. Upon uptake the sea water is first passed through a back washing filter (1st Stage). The filtered sea water then passes through a UV chamber (2nd stage) where ultra-violet light is used to disinfect the water prior to entering the ballast tank. Upon discharge, water from the ballast tanks passes through the UV chamber only for a second time.
Figure 5.2 Aquarius UV dimensional drawing
Table 5.4 UV Filtration Module
AQUARIUS Module AQ-50-UV AQ-80-UV AQ-125-UV AQ-180-UV AQ-250-UV AQ-300-UV AQ-375-UV AQ-430-UV AQ-500-UV AQ-550-UV AQ-750-UV AQ-850-UV AQ-1000-UV
Capacity (m3/h) 0-50 50-80 80-125 125-180 180-250 250-300 300-375 375-430 430-500 500-550 550-750 750-850 850-1000
Lenght (mm) 2000 2400 2400 2400 2400 2400 2700 2700 3000 3000 3700 3700 3800
Width (mm) 750 750 800 800 800 800 1100 1100 900 900 1300 1300 1300
Height (mm) 1200 1450 1550 1700 1600 2000 2000 2000 2100 2100 2500 2500 2500
Dry weight (kg) 460 630 760 860 1050 1050 1500 1500 1700 1700 3100 3100 3200
Flange size (PN10) 80 100 150 150 200 200 250 250 300 300 350 350 350
Capacities to 6000 m3/h achieved through a number of modular combinations.
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Table 5.5 UV Treatment Module
AQUARIUS Module AQ-50-UV AQ-80-UV AQ-125-UV AQ-180-UV AQ-250-UV AQ-300-UV AQ-375-UV AQ-430-UV AQ-500-UV AQ-550-UV* AQ-750-UV* AQ-850-UV* AQ-1000-UV*
Lenght (mm) 1600 1600 1600 2200 2200 2500 2500 2500 2500 2600 2600 2600 2600
Width (mm) 850 850 850 1000 1000 1000 1000 1000 1000 1150 1150 1150 1150
Height (mm) 700 700 700 800 800 800 800 800 800 900 900 900 900
Lamp Power (kW) 13.2 13.2 13.2 30.6 30.6 37.7 39.6 43.2 55.3 70.0 87.5 87.5 87.5
Dry weight (kg) 275 275 275 450 450 550 550 550 550 750 750 750 750
Flange size (PN10) 150 150 150 200 200 200 250 250 300 350 350 350 350
*Two UV power panels are supplied per system

Table 5.6 UV Power Panel
AQUARIUS Module AQ-50-UV AQ-80-UV AQ-125-UV AQ-180-UV AQ-250-UV AQ-300-UV AQ-375-UV AQ-430-UV AQ-500-UV AQ-550-UV AQ-750-UV AQ-850-UV AQ-1000-UV
Lenght (mm) 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Width (mm) 400 400 400 400 400 400 400 400 400 400 400 400 400
Height (mm) 1200 1200 1200 1700 1700 1700 1900 1900 1900 1900 1900 1900 1900
Weight (kg) 200 200 200 350 350 350 450 450 450 450 750 750 750
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5.2.2 Operating principle

Filtration
During uptake ballast water passes through an automatic back washing filter. The filter removes particulates, sediments, zooplankton and phytoplankton over 40 microns. Automatic filter cleaning ensures and maintains filtration efficiency.
UV treatment
Filtered ballast water is directed into a disinfection chamber where ultraviolet lamps, set up in cross flow arrangement, deliver UV irradiation to achieve disinfection. Treated ballast water is then directed to the ballast tanks. Lamps are fitted with an automatic wiper system which prevents bio-fouling and controls the accumulation of deposits on lamp sleeves ensuring maximum performance at all times. UV light intensity is continuously monitored during system operation to ensure intensity is maintained and the desired dose for maximum treatment efficiency is achieved. During discharge ballast water is pumped from the ballast tanks back through the UV disinfection chamber for final treatment before being discharged overboard. The filter is bypassed during discharge.
Standard features

Broad environmental operating envelope No minimum retention time No active substances Integrated antifouling control system (No CIP) Modular construction for efficient use of space and power, and easy integration with ship systems Flexible up-scaling Intelligent PLC control ensuring safe, automatic and economical operation
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5.3
Wrtsil Ballast Water Treatment System (BWTS)
5.3.1 Integrated Filter, UV System

The Wrtsil BWTS is fully integrated and specifically designed for the marine environment. Wrtsil offers a full suite of product models covering a complete range of flow rates in a compact design for individual installation or optimized manifold configurations. This allows Wrtsil to address all applications and market segments (new build and retrofit) and vessel types. In addition, Ex certified systems are available for all discrete flow ranges in the product suite. The system is unique in that it combines two purely physical treatment processes; mesh filtration at 30 microns, and UV disinfection in one single unit. This reduces the need for complex interconnecting piping and the associated pressure loss. The small footprint of the integrated system, along with the option to configure the system vertically or horizontally, increases flexibility in locating the system within the vessel. The ballast water treatment system utilizes the state-of-the-art SOLO Lamp from Trojan Technologies which combines high electrical efficiency and high germicidal light output. Because of the lower power requirements, there is less likelihood of needing an additional generator set which saves on capital cost, footprint (required for the generator set) and fuel consumption. Whenever possible, it is ideal to fit into the existing power infrastructure, which is much more likely with our lower power requirements for example, our 500 m3/h system requires one-half to one-third the power compared to a similar flow capacity system offered by other filtration and UV ballast water treatment systems. Wartsila designed the ballast water treatment system with enhanced operability as a primary design parameter. Interruptions and delays in ballast water treatment result in increased time required for cargo operations which have a financial impact. In addition, if there is an increased risk of non-compliance, then there is a higher potential for fines from port state control. Wrtsil utilizes the same core treatment elements (same UV lamp and filter elements) across its product suite and only varies the number of filter elements and lamps to address different discrete flows. This provides a distinct advantage to customers as common spares may be used across all vessels in their fleet. Wrtsil has specifically designed a filter with increased surface area. The filter consistently removes organisms; consistently and consecutively passing testing requirements. With the increased surface area the filter is able to operate at a lower flux rate. The lower flux rate coupled with an optimized backwash drain system allows the pressure trigger for the automatic backwash to be lower while maintaining the proper differential for optimal cleaning of the filter element. In addition, the lower flux rate puts less stress on the filter ensuring it operates properly. The operation of the system can be fully automated. The treatment inlet valve is opened, during this time the lamps are activated. The filling and lamp initiation sequence is completed simultaneously. The lamp wiper initiates a cleaning cycle during the filling operation. Once the system is completely full, the outlet valve is opened and the treatment process starts. The system control works together with the flow transmitter and the pump. Filtration is the first step in the process removing particles and larger organisms, while evenly distributing the flow of the ballast water into the UV section of the treatment housing. The second step of the process occurs during deballast. Water is moved from the ballast tank to the de-ballast inlet of the treatment unit. During the second stage process, the ballast water flows through the UV section of the treatment unit and is then discharged overboard.
Table 5.7 Wrtsil BWTS portfolio
Wrtsil BWT System BWT 150i BWT 250i BWT 500i BWT 750i
Treatment Capacity
Length (m) Width (m)
Height (m) Power Pressure Weight Dry Weight Consump- Drop Over (kg) Wet (kg) tion (kW) System (clean) 2.40 2.60 2.02 2.60 2.60 2.60 2.60 10.70 13.40 26.50 36.00 44.00 61.70 67.00 0.1 bar 0.1 bar 0.1 bar 0.1 bar 0.1 bar 0.1 bar 0.1 bar 1150 1800 2000 2850 3800 4800 5700 7250 1650 2650 2668
150 m3/h 250 m3/h 500 m3/h 750 m3/h
0.65 0.90 1.00 1.20
1.20 0.90 1.40 1.40 1.40 1.70 2.00
BWT 1000i 1000 m3/h 1.30 BWT 1250i 1250 m3/h 2.38 BWT 1500i 1500 m3/h 2.43
44
5.3.2 Regulatory Requirements

The Wrtsil Ballast Water Treatment System has been developed to comply with the Ballast Water requirements from both the IMO and the USCG.
Type approval
Testing is currently being completed to the US ETV protocols which meet the IMO requirements for type approval. In addition, testing to ETV protocols provides the best strategy to meet US regulations and obtain US type approval. IMO type approved is expected in 2012. All ballast water treatment systems provided by Wrtsil are guaranteed to have IMO type approval.
5.3.3 Wrtsil BWTS general description

The Wrtsil ballast water treatment system is specifically designed for the marine environment and combines filtration and Ultraviolet disinfection into one physical unit. The integrated design not only provides a compact footprint but also reduces the interconnecting piping and pressure requirement. The system is fully automated for operations, including filter backwash and lamp cleaning.
Automatic Operation
The ballast water treatment system is fully automated. The treatment process starts automatically when the system control receives a corresponding signal from the flow transmitter together with running signal from the pump. Water flows into the unit and filtration is used to remove particles and organisms. In addition, this evenly distributes the flow of the ballast water into the ultraviolet disinfection section of the housing, optimizing hydraulics which ensures proper exposure to the ultraviolet lamps for the most efficient disinfection treatment before it exits the system and flows to the ballast tank.
Ballasting
Water is pumped into the Ballast Inlet (Ballasting) at the top of the treatment unit. The water flows first through the filter elements, where debris and larger organisms are removed. Once a pre-set pressure differential is met, an automatic on-line back flushing cycle removes debris trapped on the filter elements, and directs it back to the original source water through the backwash outlet. Water passes through the filter elements and then flows through the ultraviolet disinfection treatment zone within the unit. The treated water is then directed to the ballast water pipe through the Ballast Water Outlet.
De-ballasting
Upon de-ballasting, water is sent directly to the ultraviolet disinfection treatment zone, and bypasses the filtration portion of the unit. Ballast water enters through the Ballast Water Inlet (de-ballasting) on the front of the unit. Water is directed through the ultraviolet disinfection treatment zone for a second application of ultraviolet treatment, and then directed back to the ballast water pipe for discharge through the Ballast Water Outlet.
Filling
The ballast inlet or de-ballast inlet are opened to allow water to be pumped into the treatment unit. During this time all lamps are turned on and a wiping sequence is initiated. All other valves remain closed until the treatment unit is full and the lamps wiping sequence is complete. Depending on the installation type, a filling sequence lasts five (5) minutes. When the system is full the outlet valve is opened and moving ballast water can begin. Note: The system can remain on with all valves closed up to fifteen (15) minutes without needing to exchange water.
Automatic Filter Backwash System

The ballast water treatment system is equipped with an automatic filter backwashing system that automatically initiates a cleaning sequence based on differential pressure across the filtration system. The system has two pressure sensors, one located on the ballast water inlet and the other on the ballast water outlet. These pressure sensors provide a signal to the control panel to initiate a backwash sequence. The backwash sequence consists of opening an actuated backwash valve and signaling the filter drive motor to make one
45
Wrtsil Environmental Product Guide 5. Ballast Water Management revolution. Each revolution of the drive motor allows each filter element to reverse its flow allowing accumulated debris trapped by the filter to be carried out to drain. During backwash, a flow meter is used in conjunction with a regulating valve to maintain consistent flow rate through the treatment housing. Even when treating backwash water, the flow valve is adjusted to maintain the correct amount of process water into the ballast tanks. This ensures the designated flow rate of the system is always achieved when the ballast water pump has been sized properly. As each individual filter element is being backwashed, the remaining filter elements continue to process water. Once the filter drive motor has completed its revolution, the backwash valve closes, completing the cleaning sequence. The automatic filter backwash system ensures that the ballast water treatment system remains operable in the most difficult water quality conditions.
Automatic Lamp Cleaning System

The ballast water treatment system is equipped with a lamp cleaning system that automatically initiates a cleaning sequence at the beginning and end of a ballasting cycle. The ultraviolet lamps incorporated in all ultraviolet disinfection systems are housed in quartz sleeves. These quartz sleeves will become fouled over time and this reduces the amount of ultraviolet light available for treatment. The lamp cleaning system removes any fouling that could build up on the lamp sleeves and reduces the need for maintenance. To ensure flexibility in operation, the lamp cleaning sequence can also be initiated during operation or on a timed sequence. This is a benefit compared to systems that utilize chemical cleaning as these systems must be taken off line to inject the cleaning chemical. As a result, for chemical systems, it is necessary to wait until ballast or de-ballast operations are completed before cleaning can occur. The automatic lamp cleaning system is sequentially driven. Each lamp wiping mechanism consists of a wiper plate, wiping seals and one hydraulic actuator. The hydraulic actuator moves the wiper plate with wiping seals from one end of the lamp sleeve to the other. A cleaning sequence consists of actuating the lamp cleaning system from its home position to the end of the lamp sleeves and back to the home position. The cleaning cycle is finished when the last lamp wiping mechanism reaches its home position. The automatic lamp cleaning system ensures that the ballast water treatment system remains operable during lengthy ballasting operations. The actuator is 100% sealed from marine contaminants. The sealed cylinder moves a magnet up and down the shaft which in turn moves a sealed coupling on the shaft that is connected to the wiping plate.
Ultraviolet Intensity Sensor

The ballast water treatment system is equipped with a DVGW approved UV intensity sensor to monitor the ultraviolet output of the lamps. DVGW is one of the worlds leading institutes for setting standards for the use of Ultraviolet disinfection for the treatment of drinking water. In the event of low ultraviolet output, an alarm condition is initiated to warn of the potential for insufficient treatment.
Options
The following options are available for the Wrtsil BWTS:

Ex certification for all discrete flow models Vertical configuration Horizontal configuration Multiple systems in a manifold configuration Inlet and outlet flange pieces are removable for added installation and shipping flexibility
46
Wrtsil Environmental Product Guide 6. Crankcase Vent Systems
6.
6.1
Crankcase Vent Systems

Oil Mist Separator Module
Because the combustion chamber cannot be completely sealed, a small part of the gas escapes as blowby via the piston/cylinder liner gap and the piston rings into the crankcase. In turbo-charged engines there is also blow-by gas coming through the shaft sealing in the turbocharger. Since the crankcase is not designed for high pressures it requires a ventilation pipe to prevent pressure from building up inside. Because the gas pressure is very high during piston blow-by it violently tears the lube oil off the walls breaking it into very small oil droplets forming a fine oil mist gas. These small oil droplets escape the crankcase via the crankcase ventilation which leads to oil pollution in the close surroundings and to increased lube oil consumption. By installing an oil mist separator module, the crankcase gas can be cleaned of oil droplets. However, the emissions from the crankcase ventilation are very low, the main source of emissions from a diesel or gas engine is still the exhaust gas. System overview The basic function of the oil mist separator module can be seen in Figure 4.1. The oil mist separator is based on the centrifugal separation principle. Oily gas enters at the bottom of the separator and because of the centrifugal forces, the air is driven to the periphery of the disc stack separating the heavier oil droplets from the lighter gases by centrifugal separation. The cleaned air (the process abates odour and smoke emissions as well) exits the separator from the upper pipe connection. The separated oil is collected through a specially designed draining system. This is carefully designed and tested to prevent already separated oil from re-entering the clean air outlet. The drained oil can be re-used by the engine and minimizes lube oil consumption. The oil mist separator module should be installed min. 10 meter from the engine. It has a cleaning efficiency of 98% and an electrical consumption of max. 1.5 kW. The oil mist separator is shown in the below picture. In addition to this, a control cabinet is also supplied.
Figure 6.1 Oil mist separator functional principle
Functional principle 1 2 3 4 5 6 7 Crankcase gas from the engine Crankcase gas enters the separator Heavier oil droplets are separated from the lighter gases by centrifugal separation in the disc stack Drain oil outlet Cleaned air/gas to open air Restriction/thottle valve Balancing pipe (by-pass line)
47
Wrtsil Environmental Product Guide 7. ANNEX
7.
7.1
ANNEX
Unit conversion tables
The tables below will help you to convert units used in this product guide to other units. Where the conversion factor is not accurate a suitable number of decimals have been used.
Table 7.1 Length conversion factors
Table 7.2 Mass conversion factors
Convert from mm mm
To in ft
Multiply by 0.0394 0.00328
Convert from kg kg
To lb oz
Multiply by 2.205 35.274
Table 7.3 Pressure conversion factors
Table 7.4 Volume conversion factors
Convert from kPa kPa kPa kPa kPa kPa
To psi (lbf/in2) lbf/ft2 inch H2O foot H2O mm H2O bar
Multiply by 0.145 20.885 4.015 0.335 101.972 0.01
Convert from m3 m3 m3 m3 m3
To in3 ft3 Imperial gallon US gallon l (litre)
Multiply by 61023.744 35.315 219.969 264.172 1000
Table 7.5 Power conversion factors
Table 7.6 Moment of inertia and torque conversion factors
Convert from kW kW
To hp (metric) US hp
Convert from kgm2 kNm
To lbft2 lbf ft
Multiply by 23.730 737.562
Table 7.7 Fuel consumption conversion factors
Table 7.8 Flow conversion factors
Convert from g/kWh g/kWh
To g/hph lb/hph
Convert from m3/h m3/h (liquid) (gas)
To US gallon/min ft3/min
Table 7.9 Temperature conversion factors
Table 7.10 Density conversion factors
Convert from C C
To F K
Calculate F = 9/5 *C + 32 K = C + 273.15
Convert from kg/m3 kg/m3 kg/m3
To lb/US gallon lb/Imperial gallon lb/ft3
Multiply by 0.00834 0.01002 0.0624
7.1.1 Prefix
Table 7.11 The most common prefix multipliers
Name tera giga mega kilo
Symbol T G M k
Factor 1012 109 106 103
Name milli micro nano
Symbol m n
Factor 10-3 10-6 10-9
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Wrtsil Environmental Product Guide 7. ANNEX
7.2
Collection of drawing symbols used in drawings
Figure 7.1 List of symbols (DAAE000806c)
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Wrtsil Environmental Product Guide
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Wrtsil is a global leader in complete lifecycle power solutions for the marine and energy markets. By emphasising technological innovation and total efficiency, Wrtsil maximises the environmental and economic performance of the vessels and power plants of its customers. Wrtsil is listed on the NASDAQ OMX Helsinki, Finland.
WRTSIL is a registered trademark. Copyright 2010 Wrtsil Corporation.
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WRTSIL ENVIRONMENTAL PRODUCT GUIDE

Wrtsil Environmental Product Guide Introduction

Wrtsil, Ship Power 4-stroke Vaasa, January 2013

Product Guide - 1/2013

Wrtsil Environmental Product Guide Table of Contents

Product Guide - 1/2013

Wrtsil Environmental Product Guide 1. International Maritime Organisation

International Maritime Organisation

MARPOL Annex VI - Air Pollution

1.1.1 Nitrogen Oxides, NOx Emissions

D2: Auxiliary engine

Speed (%) Power (%) Weighting factor

100 100 0.05

E2: Diesel electric propulsion or controllable pitch propeller

Speed (%) Power (%) Weighting factor

100 100 0.2

Product Guide - 1/2013

Wrtsil Environmental Product Guide 1. International Maritime Organisation

E3: Fixed pitch propeller

Speed (%) Power (%) Weighting factor

100 100 0.2

Rated 100 0.15 75 0.15 50 0.15 10 0.1 0.1

Intermediate 100 75 0.1 50 0.1

IMO NOx emission standards

Product Guide - 1/2013

Wrtsil Environmental Product Guide 1. International Maritime Organisation

Figure 1.1 IMO NOx emission limits

IMO Tier 1 NOx emission standard

IMO Tier 2 NOx emission standard (new ships 2011)

Product Guide - 1/2013

1.1.2 Sulphur Oxides, SOx emissions

Area SECA Areas Globally SECA Areas Globally

Standards for Ballast Water Management

1.2.1 United States Coast Guard

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

NOx Emissions Control

2.1.1 Solution for meeting NOx reduction requirements

2.1.2 Selective catalytic reduction

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

2.1.3 System overview

NOx feedback monitoring system Urea standby pump

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

Figure 2.2 P&I diagram, SCR system (DAAE092878_h)

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

Soot blowing system

Urea pumping and dosing system

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

Urea injection unit and mixing duct

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

Product Guide - 1/2013

Wrtsil Environmental Product Guide 2. NOx Emissions Control

Reactor Engine power Size output (kW)

Reactor inlet DI Flange DN

Reactor outlet DO Flange DN

Weight L (mm) (kg) (incl. (incl. cones) catalyst elements)

H (mm) (incl. 150 mm insulation)

W (mm) F (incl. 150 (mm) mm insulation)