Proceedings of the International Symposium on Marine Engineering (ISME) October 17-21, 2011, Kobe, Japan Summary or Paper-ISME587

Tier III SCR FOR LARGE 2-STROKE MAN B&W DIESEL ENGINES
Henrik Christensen, Michael F. Pedersen, Peter Skjoldager and Marco Fam MAN Diesel & Turbo, Teglholmsgade 41, 2450 Copenhagen SV, Denmark

Abstract The IMO Tier III NOx regulations will come into force in 2016. This means that NO x emissions from large two-stroke diesel engines must not exceed a cycle value of 3.4 g/kWh, and NO x emissions must not exceed 5.1 g/kWh on the individual load points of the load cycle. To comply with the Tier III requirements, MAN Diesel & Turbo (MDT) is involved in a targeted development of both recirculation of exhaust gas (EGR) and selective catalytic reduction (SCR) of NO x for the large 2-stroke diesel engines. This paper reviews the basic concepts of the SCR system and presents the current status of the development work. This is based on the application of a Hitachi Zosen Corporation SCR system on a MAN B&W 2-stroke diesel engine (6S46MC-C). Keywords: IMO Tier III, Selective Catalytic Reduction (SCR), MAN B&W engines.

1. INTRODUCTION The main focus for emission compliance development for large marine diesel engine developers these years are the requirements applicable in the International Maritime Organisation (IMO) designated Emission Control Areas (ECA). The 2015 0.1% fuel sulphur content limitation and the 2016 80% NOx reduction limits are the targets. For MAN B&W two-stroke marine engines, compliance will be achievable through tailored solutions. This goes for both the fuel sulphur regulation and the NOx regulation. For ships built from 2016, the operation of the main engine will be divided into two modes: operation inside and outside an ECA. This requires NOx reduction technology that can be switched on and off. This paper contains an overview of the path for compliance with Tier III NOx regulation chosen by MAN Diesel & Turbo for the low speed two-stroke marine diesel engines. 2. TIER III TECHNOLOGIES IMO Tier III is mandatory for engines installed on vessels constructed after 1 January 2016 when operating inside an ECA. For an engine designer it consists of three main requirements: An 80% NOx-cycle value reduction, compared to Tier I level. A 150% mode cap on each load point in the cycle (the not to exceed limit). Tier III applies when operating the engine in a NOx Emission Control Area.

emission control areas, the engine must be able to switch between Tier II and Tier III NOx levels. Technologies to achieve Tier III NOx reduction has successfully been tested within the last two years at MAN Diesel & Turbo. When the engine technology has demonstrated the required NOx reduction potential, the next development steps are initiated: gathering service hours, improving operational and safety aspects, optimisation of engine control strategies, reducing first cost and operational costs. Finally, specifications for an entire engine program are formulated. 3. REVIEW OF TIER III IMPLEMENTATION DATE The revised MARPOL Annex VI and NOx Technical Code 2008 revision, which was finally adopted in 2008, included a review clause in the Tier III regulation. The review of Tier III implementation date must start in 2012 and end no later than 2013 and shall review the status of technological developments, and if necessary adjust the effective date. A way forward has been planned at the recent MEPC 62 meeting at IMO headquarters in London in July 2011. A correspondence group will be established, and this group should report the result back at the MEPC 65 meeting in autumn 2012. The review is to include a survey to establish what technologies will be available, and what the current state of the technologies is, as well as engine manufacturers expectation in relation to the 2016 deadline. Also to be included in the review is whether required consumables will be available. MAN Diesel & Turbo does not expect any delay of the 2016 Tier III implementation and acts based on this expectation. 4. FUELS FOR TIER III ENGINES Cost aspects are critical for the success of a technology, this is the case for both first cost and for operating costs. Many parameters affect the cost evaluation, as ships operate with different ownership models, different trade patterns and different engine operation profiles. Added to those differences are uncertainties regarding prices and availability of fuel and other consumables needed for the

Each of the three requirements are important when developing the technology necessary for Tier III engines. The 80% load cycle NOx reduction requirement means that internal engine optimisation is not sufficient in other words: new technology is necessary. The mode cap on the individual mode points of the load cycle means that the applied solutions have to suit a wide engine load range. As Tier III NOx limit only applies in

Copyright: 2011 ISME

Tier III systems. Large marine diesel engines operate on a wide range of fuels qualities, ranging from low-viscosity ultra low sulphur distillates to very high-viscosity residual fuels. All MAN B&W Tier III engines will be capable of running on low-sulphur fuels and, at the same time, options will be available for complying with the fuel sulphur limits by other means, thus enabling HFO operation. 5. SELECTIVE CATALYTIC REDUCTION A way of meeting the IMO Tier III NOx limits is to install a selective catalytic reduction (SCR) reactor. In the reactor NOx is reduced catalytically by ammonia (as urea) to nitrogen and water, see figure 1.

engines. 6. The SCR System for a MAN B&W Diesel Engine 6.1 Preconditions for SCR Operation Due to the high-energy efficiency of two-stroke diesel engines and scavenge air, the exhaust gas temperature after the turbocharger is low: typically in the range from 230C to 260C after the turbocharger dependent on load and ambient conditions. These low temperatures are problematic for the SCR when HFO is employed. Thus, in order to achieve the highest possible fuel flexibility, it has been a priority to ensure that the engine produces an exhaust gas with the right temperature for the SCR system. The SCR inlet gas temperature should ideally be around 330-350C when the engine is operated on HFO. This lower temperature limit is dictated by the reaction below. SO3(g) + H2O(g) H2SO4(l) (6) H2SO4(l) + NH3(g) NH4HSO4(s) (7) A part of the SO2 in the exhaust gas is oxidised to SO3 during engine combustion and another part is oxidised inside the SCR catalyst. The oxidation inside the catalyst is dependent on the activity of the catalyst and the exhaust gas temperature. At temperatures around 280-320C, sulphuric acid produced according to (6) is neutralised by ammonia (7). This forms a sticky product, ammonium bisulphate (NH4HSO4, ABS), which may accumulate in the SCR elements. However, if the exhaust gas temperatures are kept above approximately 320C, this reaction can be suppressed. On the other hand the temperature must not be too high, because this results in an increased SO3 formation in the catalyst according to (8). SO3 subsequently reacts with water when the exhaust gas leaves the stack (9). This reaction creates aerosols of sulphuric acid, which appear as an undesired white plume. SO2(g)+O2(g) SO3(g) SO3(g) + H2O(g) H2SO4(aerosol) (8) (9)

Figure 1: Principles of the SCR system. The NOx reduction occurs according to the over-all reaction scheme below: 4NO+4NH3+O2 4N2+6H2O 2NO2+4NH3+O2 3N2+6H2O (1) (2)

As a consequence of safety, the ammonia is added to the system in the form of aqueous urea. This decomposes to ammonia and carbon dioxide when it is injected in the hot exhaust gas. (NH2)CO(aq) (NH2)CO(s) + xH2O(g) (NH2)CO(s) NH3(g)+HNCO(g) HNCO(g)+H2O(g) NH3(g)+CO2(g) (3) (4) (5)

SCR reactors have been used in power plant applications since the late seventies, and MDT was involved in one of the first marine applications in 1989 on large 2-stoke diesel engines. However, whereas the technology is mature for robust power plant applications, the technology still needs to be matured for daily marine operation. Therefore, MDT is involved in a targeted development of this technology together with Hitachi Zosen Corporation (Hitz). Hitz builds MAN B&W engines and has, among others, a division that develops and delivers SCR catalyst. The SCR collaboration was initiated in 2008 and in the following period extensive development and tests have been conducted on a 1S40MC and a 6S46MC-C engine fitted with SCR systems. MDTs focus has been on the development of a dedicated SCR engine that ensures reliable SCR operation when HFO is employed. Hitzs focus has centered on development of SCR systems for large 2-stroke diesel

Another undesired reaction also limits the upper temperature for SCR operation. This is burning of NH 3 as the exhaust gas temperature approaches 500C (10), i.e. more NH3 is needed. 4NH3(g)+5O2(g) 4NO(g)+6H2O(g) (10)

Additionally, the catalyst material starts to sinter at temperatures above circa 500C. The temperature depends on the material and results in a loss of catalytic activity. In other words, to ensure a robust SCR operation on HFO it is crucial to maintain exhaust gas temperatures within a certain temperature window. 6.2 System Configuration At present, the too low exhaust gas temperature after the turbine has called for a solution where the SCR is placed on the high pressure side of the turbine. Dependent on the engine load, this makes it possible to obtain exhaust gas temperatures, which are between approximately 50C and 175C higher than after the turbine. Compare table 1 and

figure 2. Table 1: Temperature before and after the compressor (comp), based on a 6S50ME-C.
Tamb=10C Tin comp. [C] Tout comp. [C] Tgain [C] 25% load 299 245 54 50% load 308 217 92 75% load 337 207 130 100% load 395 221 174

have shown that this method is suitable, because the mass flow through the T/C remains almost unchanged. This means that the scavenging air pressure is maintained, and thus that the combustion is less negatively affected. From a cooling point of view, the low load method constitutes a challenge, because the mass of cooling air through the cylinders is decreased. This is an effect that needs to be investigated during testbed operation. 6.3 Engine Control System In addition to the development of the low load method, a new engine control system (ECS) has been developed. This is needed, because the SCR has a significant heat capacity. Due to the fact that the SCR is fitted before the turbocharger, this constitutes a challenge for the energy balance between the engine and the turbocharger. Thus, it is necessary to bypass some of the exhaust gas directly to the turbocharger during engine start-up and acceleration in order to ensure sufficient energy input to the turbine. For the same reason, it may be necessary to bypass the turbine during deacceleration of the engine as the energy level of the exhaust gas from the SCR is too high. Lastly, the low load method needs to be controlled in order to ensure the right temperature at the SCR inlet. As a result a dedicated ECS has been developed for the SCR engine. The outline of the ECS has been illustrated in figure 4. The success criteria for the ECS are: Ensure acceptable engine performance. Ensure quick heating of the SCR system. Ensure a minimum exhaust gas temperature T min.

Vaporiser and Mixer Unit

SCR Reactor

Figure 2: Arrangement of a high pressure SCR solution on a 6S46MC-C engine. This means that the SCR system works according to the following: When NOx reduction is needed the exhaust gas is guided to the SCR according to the flow direction illustrated on figure 2. When no SCR operation is needed, the exhaust gas is passed directly to the turbine in the turbocharger (T/C) and the SCR is sealed by two valves. Table 1 reveals that even though the reactor is placed before the compressor, the exhaust gas temperature is still too low at loads below approximately 50%. Therefore, it has been necessary to develop a low load method, which can be used to increase the exhaust gas temperatures. This is the cylinder & SCR bypass (CBV) shown on figure 3.

Figure 4: Overview of bypass valves. Figure 4 shows three bypass valves which control the distribution between the exhaust gas that goes to the SCR system, and the exhaust gas that goes directly to the turbine. These are called: V1, V2 and V3. Furthermore, the variable exhaust gas bypass (EGB) and the CBV is displayed on the figure. The ECS also controls the auxiliary blowers (A/B), which has been fitted with larger electrical motors to assist during heating of the SCR and engine accelerations. The A/Bs are able to operate in the entire load range of the engine. The functions of the individual valves are summarised in table 2.

Figure 3: Low load method to increase exhaust gas temperatures. The CBV increases the exhaust gas temperature by reducing the mass of air through the cylinders at a fixed amount of fuel combustion. This means that higher exhaust gas temperatures for the SCR are obtained. Calculations

Table 2: Items to be controlled by the ECS.

Item V1 V2 V3 CBV EGB A/B Function Maintain acceptable turbocharger performance. Limit the effects on engine performance. Seal the reactor together with V2. Increase the low load exhaust gas temperature. Stabilise the scavenging air pressure during fast unloading. Stabilise T/C.

The five valves and the A/B are an integrated part of the ECS, and they are controlled based on three continuous temperature measurements of the exhaust gas. These are also found in figure 4: T1, T2 and T4. T1 is the exhaust gas temperature in the exhaust gas receiver, T2 is the exhaust gas temperature at the inlet to the turbine, and T4 is the exhaust gas temperature at the outlet of the SCR reactor. The difference between T1 and T2, denoted dT, is an expression for how much the energy balance between the engine and T/C is influenced because energy is either lost or gained by heating/cooling of the SCR system. In the present system, a dT of 50C has been found to ensure acceptable engine performance. V1 and V2 open and close according to the limit given by dT, i.e. 50C. V3 is an on/off valve. Urea is injected when V1 is fully closed, and the T1 is above the critical temperature for urea injection. Based on these three temperature measurements, the ECS is able to ensure that the engine performance is maintained during deceleration/acceleration and heating/cooling of the SCR system. Furthermore, the ECS ensures that the exhaust gas temperature is kept above a certain Tmin by adjusting the position of CBV. The five bypass valves are all of the same butterfly type and are designed by MDT, figure 5. V1, V2 and V3 are gas tight and are sealed by scavenging air. This is to avoid any condensation of exhaust gas in the SCR elements during non-SCR operation.

Figure 6: Main operating panel for control of the SCR system. 6.4 SCR Control System The SCR system itself also needs a control system to ensure the right urea injection, flushing sequence of urea supply system during SCR close down, and soot blowing of the catalyst elements. Hitz has developed and delivered this control system. The dosing of urea is based on online NOx measurements before and after the SCR reactor with a ZrO 2 based sensor. The measured value is compared with an estimated NOx value based on testbed measurement (NO x map as a function of engine load). This is to ensure that no under/over dosing of urea takes place in case of a sensor error. 7. Results and Discussions A full scale SCR system has been installed on a 6S46MC-C engine at Hitzs workshop in the Ariake Prefecture of Japan, Figure 7. Details for the engine and SCR system are found in Table 3.

Figure 5: Butterfly valves installed on the SCR engine. During engine tests in January and February 2011, the ECS was commissioned, and a print of the Main Operating Panel (MOP) is shown in figure 6. The ECS is able to handle all aspects related to the handling of the engine: heating of SCR, deceleration and acceleration.
Cylinders Bore Stroke Output MEP

Figure 7: 6S46MC-C fitted with and SCR. Table 3: Engine and SCR used for full scale SCR tests.
6 460 mm 1932 mm 6780 kW @ 111 RPM 19 bar

Location of SCR system Fuel Reducing agent Total mass of SCR line Mass of SCR catalyst Type of catalyst Manufacturer of catalyst Manufacturer of SCR equipment

Before turbine Heavy Fuel Oil Urea solution (32.5 wt%) 15000 kg 1900 kg Corrugated honeycomb (TiO2/V) Hitachi Zosen Corporation Hitachi Zosen Corporation

A huge number of tests with various goals have been conducted on this system in the period from January to April 2011. The objectives have been the following: Investigate Low Load Method. Commissioning of ECS. Verify Tier III compliance. Gain experience on SCR operation in combination with HFO. 7.1 Low Load Method at 25% Engine Load The Low Load Method have been tested at engine loads ranging from approximately 10% to 50%. Three issues were the main objective: Possible temperature increase of exhaust gas. Penalty on combustion chamber components. Penalty on SFOC. In the following, the results obtained at the lowest IMO load point (25% engine load) is discussed this is where the lowest T1 temperature is obtained. The amount of exhaust gas bypass was adjusted and the SFOC and combustion chamber temperature (CCT) was measured, among others things. The CCT measurements showed that the average temperature of the exhaust gas spindle (X/V spindle) was the most affected component for which reason the other combustion chamber components (cylinder liner and piston) are omitted in the discussion. The day where the tests took place, the exhaust gas temperature, T1, was 258C. This means that T1 should be increased by at least 72C to obtain a temperature above 330C.

further). This means that the desired temperature increase of 72C is obtainable. From plot 1 it is revealed that this temperature increase causes an increased heat load of approx. 25C and an SFOC penalty of approx. 2-3 g/kWh. Based on the investigations of the Low Load Method, it has been concluded that for the present system the CBV will be employed. However, in future application increased scavenging air temperature in combination with CBV may be needed to ensure SCR operation at even lower engine loads. 7.2 Engine Control Strategy The ECS was also tested on the 6S46MC-C engine on the testbed. Plot 3 and plot 4 show a typical heating phase of the SCR system during a slow engine loading from 20% to 100% engine load. At time equals 0 the engine is operated at 20% engine load and the SCR system is in steady operation. This is followed by a slow acceleration to 100% engine load during 1000 seconds. Plot 3 shows the cause of T1 and T4 and plot 5 shows the valve positions.

Plot 3: Slowly loading from 20% to 100% of the engine to maintain SCR operation. It is seen that CBV is able to maintain T1 at the desired Tmin of 310C by slowly closing as the engine load increases.

Plot 1: Influence of increased T1 on X/V spindle (full line) and SFOC (dashed line). T1 is increased by opening CBV. With the present dimensions of the CBV, T1 can be increased with 165C at a valve opening position of 72C, see plot 1 (to save the engine the valve was not opened

Plot 4: Slowly loading of the engine to maintain SCR operation (valve position: 0=closed, 90=open). After 380 seconds, CBV is closed (plot 4) and T1 increases with the engine load. It is also important to observe that this

slow loading ensures that V1 remains closed and thus ensures full NOx reduction at all times. In cases where V1 is opened due to too high dT, the urea injection is set at a very low flow to avoid NH3-slip. In plot 5 another cause of heating of the SCR system has been posted. In this case the engine is operated at 100% engine load thus T1 is well above Tmin.

7.4 SCR and HFO Operation It is well known that the combination of sulphur containing fuels and SCR is challenging. This is because of the formation of SO2 to SO3 inside the SCR. This allows formation of ABS and white plumes. In addition, it is also known that the inherent content of vanadium in HFO makes the SO2 oxidation more pronounced over time. It is needed to demonstrate that the present SCR system has been designed in a way that suppresses these undesired side reactions. This is a part of the service tests which will be initiated in the last part of 2011. 8. CONCLUSIONS The application of selective catalytic reduction (SCR) on a MAN B&W 2-stroke diesel engine has been demonstrated by MAN Diesel & Turbo and Hitachi Zosen Corporation. It has been concluded that the SCR offers a degree of NOx reduction that ensures IMO Tier III operation. Low load method provides the desired minimum operation temperature which suppresses undesired precipitation of ammonium bisulphate in the catalyst elements. Additionally, it has been found that the newly developed engine control system is able to handle all aspects of IMO Tier III operation: heating of the system, deceleration/acceleration and start/stop of the SCR system. Furthermore, the engine and SCR system will provide further knowledge on the challenging situation where SCR and HFO are combined during service tests. NOMENCLATURE A/B : Auxiliary Blower ABS : Ammonium Bisulphate CBV : Cylinder & SCR Bypass Valve CTT : Combustion Chamber Temperature (CCT) ECA : Emission Controlled Area ECS : Engine Control System EGB : Exhaust Gas Bypass Valve (Turbine Bypass) HFO : Heavy Fuel Oil IMO : International Maritime Organisation MOP : Main Operating Panel SFOC : Specific fuel oil consumption [g/kWh] SCR : Selective Catalytic Reduction T/C : Turbocharger X/V : Exhaust Gas Valve Subscript g Gas l Liquid DISCLAIMER All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

Plot 5: Heating of the SCR system at 100% engine load. The SCR system, which is at ambient temperature, is engaged at time equals 0: V3 opens, V2 opens according to a dT of 50C followed by closure of V1 also according to dT equals 50C. V2 is opened during the first approximately 2600 seconds, and V1 is closed during the next 1000 seconds. This means that the SCR system is ready for urea injection after approx. 3600 seconds. The plots illustrate that the ECS is able to handle the operation of the SCR system. It is also concluded that if loading and unloading of the engine is done slowly it is possible to keep the SCR system engaged at all times. In addition, the tests show that the SCR system needs a certain time for heating before it is ready for NOx reduction. 7.3 IMO Tier III Operation It was also verified that the engine and SCR system was able to meet the IMO Tier III NOx limits, and the results are displayed in table 5. The results were witnessed by ClassNK (Nippon Kaiji Kyokai) April 2011. The table reveals that the SCR system ensures a NOx cycle value of 2.8 g/kWh, which is well below the IMO Tier III limit of 3.4 g/kWh.
Table 5: NOx emissions at the four IMO engine load points. 25 % 50 % 75 % 100 % Tier III 2.9 3.1 2.9 2.5 g/kWh Cycle 2.8

Based on these measurements, it was concluded that the worlds first Tier-III-compliant, two-stroke engine has been demonstrated. The next important step is the further testing of the system, which is presently being installed in a general cargo carrier. The ship is to be built at the Nakai shipyard and scheduled to enter active service later this year. The vessel was ordered by Japanese customer, BOT Lease Co. Ltd., and is operated by Nissho Shipping Co. Ltd.