NAPHTHA FIRING IN GAS TURBINES: PROBLEMS EXPERIENCED AND MEASURES TAKEN

Rajan Kumar, Deputy Superintendent 10 years working experience of CCPP Sanjay Kumar Mittal, Senior Engineer 7 years working experience of CCPP Gurudas Mishra, Engineer 4 years working experience of CCPP
NTPC Limited,Auraiya Gas Power Station,Dibiyapur,Dist. Auraiya,PIN 206244.

OBJECTIVE OF THE PAPER Today many gas based stations are forced to fire naphtha on account of plateauing domestic gas production, uncertainty in LNG supplies and high grid demand. The new gas discoveries by Reliance et al notwithstanding, the demand far outstrips supply. At Auraiya Gas Power Station (AuGPS) we are one of the biggest consumers of naphtha among plants of similar capacity. In this paper we intend to share our experience in naphtha firing by discussing some of the challenges that we have faced and the ways in which we have tackled them. It is a gist of eighteen years of O&M experience at AuGPS and includes the O&M practices that we have developed during this period. AuGPS: A BRIEF OVERVIEW With a total installed capacity of 663.63 MW, AuGPS is a medium sized gas based combined cycle power plant by current Indian standards. The plant is strategically connected with both the northern grid and the western grid. It supplies power to Uttar Pradesh Power Corporation Ltd (UPPCL) Agra via two 220 kV lines, to Power Grid Agra via two 400 kV lines, to Madhya Pradesh State Electricity Board (MPSEB) Malanpur and Mehgaon (industrial suburbs of Gwalior in the Western grid) via two 220 kV lines, and to Indian Railways and Gas Authority of India Ltd (GAIL) via two radial feeders each of 220kV. In addition to this the plant is also connected to Kanpur via two 400 kV lines and serves as a conduit to transfer Eastern grid power to National Capital Region (NCR). The layout of the plant comprises two modules, each having two gas turbines (GT) and a steam turbine (ST) with capacities of 111.9 MW and 109.3 MW, respectively [see Annexure 1 for designed ratings of GT]. The MHI gas turbines belong to the D series (MW 701 D) and have duel fuel capability giving us three possible modes of operation --- gas, naphtha and mixed fuel. In the mixed fuel mode we can vary the liquid to gas ratio from 40% to 70%. For fuel changeovers, the turbines do not need an intermediate fuel such as HSD (which some other turbines elsewhere need). At maximum load, each turbine consumes 38,000 standard metre cube (sm3) of gas or 39 kilolitres (kl) of naphtha, approximately. At this rate we require 3.4 million sm3 of gas per day (mscmd) at the current NCV (Net Calorific Value) of 8100 kcal / sm3 to run at full capacity. WHY WE HAVE TO FIRE NAPHTHA: The plant was designed to operate as a peak load plant and accordingly in 1990, we entered into a contract with GAIL for 2.24 mscmd of gas. Since then it has been up scaled to 2.49 mscmd in 2002. But on account of the huge peak and energy shortages, the plant usually runs at or near its full capacity round the clock, which means a continuous deficit of 0.91 mscmd from our full load requirement. We meet this deficit by firing naphtha which we are transporting via road tankers in absence of a pipeline or a railway siding [see Annexure 2 for naphtha unloading and storage

system description]. The station currently has a maximum storage capacity of usable naphtha at 2440 kl which is sufficient for just two days. PROBLEMS FACED DURING NAPHTHA FIRING & MEASURES TAKEN: Problem 1 Deterioration of Hot Path Components: As per the Original Equipment Manufacturer (OEM), naphtha firing shortens the duration between successive overhauls by up to 1.25 times. This is mainly due to the premature failure of the hot path components viz. combustor baskets, transition pieces, nozzles, blades and vanes, as a result of the higher temperatures associated with naphtha firing. Also, there is the problem of boiler tube failure due to increased soot deposition. Response: To meet this challenge, a change in operation practice was employed. On account of the fire hazard associated with naphtha firing, the earlier practice was to select one GT for naphtha firing and meet the demands by varying the naphtha ratio from 40% to 70%, and if still there is demand then it was met by changing to full naphtha. The new operation practice employed is to operate the GT in mixed fuel mode and if demand on naphtha increases then another GT is taken in mixed fuel mode. This practice has helped in keeping the hot path components of both the turbines in relatively healthier state. Less amount of naphtha firing also means less amount of soot deposition which in turn means less chances of boiler tube failure. In addition to this, a thermal barrier coating (TBC) is also being provided on the blades and vanes of the first and second stage of the turbine, which has increased their life. Problem 2 Nozzle Choking: The GT consists of eighteen circumferentially arranged nozzles. Associated with naphtha firing is the problem of choking of one or more of these nozzles, resulting in a non uniform firing. This causes differential heating at various points and contributes in premature failure of the hot path components. There is also an associated probability of tripping, if the blade path temperature deviation exceeds 45C [see Annexure 3 for tripping logic]. Response: To reduce the chances of nozzle choking, each naphtha adaptor (naphtha nozzle) is checked for its spray angle during overhauls. This ensures that every nozzle behaves in a similar way when put into service and yields a uniform temperature distribution. Apart from this, when a unit is taken into naphtha operation after a long time, its long recirculation line is taken into service for at least half an hour so as to keep rust or any other particles from reaching the nozzles. Also, an intensive monitoring of the differential pressure (DP) of suction strainers of main fuel oil pumps (MFOP), naphtha unloading pumps and naphtha transfer pumps is done and is cleaned periodically or immediately after reaching a DP of 0.5 kg per square cm (ksc). Problem 3 GT Tripping due to tripping of MFOP during fuel changeover: As per the original design logic for fuel changeover, when the changeover command from the central control room (CCR) was given, the MFOP started in auto, developing the required pressure and the changeover of various fuel control valves followed. If the MFOP tripped during this period due to any reason, the unit would trip. A pump that is idle for quite some time may trip on starting due to rotor jamming, overload, breaker trip coil malfunction, etc. But tripping of the unit on this account only can easily be

avoided if we can ensure the normal running of the pump and then proceed with the changeover of the control valves. Response: And this is precisely what has been done to avoid such an incident. The fuel changeover logic has been modified in consultation with the OEM and now the fuel changeover is done as follows: Prior to the fuel changeover, the MFOP is started manually, checked thoroughly for any abnormality, and then fuel changeover command is given [see Annexure 4 for the original and the changed fuel changeover logic details]. This eliminates the uncertainty associated with a pump to be started in auto while standing idle for some time and thus avoids tripping of the unit during fuel changeover, especially when fuel changeovers have become frequent. Problem 4 GT Tripping due to Loss of Naphtha Flow: When naphtha had not been taken in a unit for a long time, sometimes the naphtha line control valves encountered problems in opening. As per the original control logic, if there was a loss of naphtha flow during changeover from gas fuel to mix fuel (or naphtha), the unit would trip. The unit would also trip if during mix fuel operation or naphtha operation a loss of naphtha flow occurred. The station witnessed a few trippings on this logic due to closure of naphtha pressure control valve. Response: This problem was tackled by changing the control logic to cause a changeover to gas fuel when a flow of naphtha greater than 4.0 kl is not sensed within any period of 65s. This logic has also been extended to the fuel changeover procedure so that if during a changeover from gas to mixed fuel or naphtha, if a flow of naphtha greater than 4.0 kl is not sensed within a period of 65s, the unit would automatically revert back to gas fuel [see Annexure 5 for details of the original and the changed logic]. Problem 5 Load Reduction in Naphtha: At full load, there is a reduction of approximately 3 MW in GT on naphtha as compared to gas [see Annexure 1 for a comparison of loads in gas and naphtha].Combining it with the associated 1.5 MW in the steam turbine (ST), the total load reduction stands at 4.5 MW for each GT operated in naphtha at full load. The reason for this is the increased temperatures generated during naphtha firing leading to the rated turbine inlet temperature (T I T) of 1154C at a lower load. Response: To counter this limitation, we exploit the 40% to 70% range of mixed fuel operation. During peak hours, the ratio is kept at the minimum ( or if possible, at zero, i.e., in full gas ) so as to yield maximum possible load and the scheduled naphtha to be consumed for the day is taken care of during the off peak hours when the demand is comparatively lower. Problem 6 Reduced Steam Formation in the Boiler: Naphtha firing leads to increased soot deposition on the boiler tubes, reducing their heat transfer capability and resulting in an increased boiler exit temperature. This results in a decreased output of the ST and as per the OEM specifications the load loss per degree Celsius increase in the boiler exit temperature is 0.136 MW.

Response: To clean the soot deposits, the practice of boiler washing has been established at AuGPS and is yielding encouraging results. Boiler washing is done during overhauls and also during other opportunities such as reserve shutdowns due to load crash, shutdowns for inlet air filter replacement, etc. Alkaline water is used for this purpose and a periodic sampling of the boiler outlet water is done to ensure that its pH value remains above 7 as acidic water could lead to thinning of the boiler tubes. Problem 7 Loss of Declared Capability (DC) due to Inadequate Naphtha Storage Capacity: On account of our station being in the power hungry Northern grid and our gas contract being 2.49 mscmd only, we get daily generation schedules in naphtha up to 1800 kl. With our maximum usable storage capacity of 2440 kl [see Annexure 2 for storage system description], it implies emptying of the tanks in just over a day. And with naphtha being transported via road tankers with normal capacity of 20 kl or less, it becomes logistically impossible to replenish our naphtha reserves in such a quick time. Therefore, during periods of high demand in naphtha, there is a real possibility of losing out on our station DC due to shortage of naphtha. It would be pertinent here to mention that the plant was originally designed to operate as a peak load plant with a naphtha storage capacity sufficient to sustain GT on naphtha for five days. But currently the plant runs mostly as a base load plant and consequently the storage capacity is often not enough. Response: This problem calls for a 360 techno-managerial solution and an all round effort has been made for it. Proposals for additional storage tanks and a railway siding for naphtha transportation have been mooted at various organizational levels but could not be implemented due to the hope shown by the recent seamless tie up of regassified liquefied natural gas (RLNG). These proposals are being reconsidered after having experienced an erratic supply of LNG for around a year and half. While keeping up the efforts to augment our naphtha storage capacity, we have already increased the number of unloading bays by one and half times from original eight to twelve [see Annexure 2 for naphtha unloading and storage system description]. Similarly, on the managerial front we have explored and tied up with new vendors such as HPCL Mumbai, BPCL Numaligarh and GAIL Pata. This has resulted in increased receipts and unloading of naphtha and has helped us declare our full capacity. Problem 8 Rusting in Naphtha Pipelines: The pipelines that transfer naphtha from the storage tanks to the turbines are about a kilometer long. As the trend for naphtha firing from the beginning has remained highly unpredictable, the naphtha transfer pumps were called into service only when there was a need to fire naphtha. For the rest of the period, these pumps remained idle. These pipelines were observed to rust from inside due to air and moisture ingress. Response: A decision was taken to keep one transfer pump in service on a continuous basis whether naphtha is to be fired or not. Since then the problem of rusting has been eliminated and there is an added benefit also. As a result of keeping a transfer pump continuously in service, the naphtha system

remains charged up to the main fuel oil pump (MFOP) and thus valuable time is saved during fuel changeovers which have now become frequent. Problem 9 Partial Loading during Fuel Changeovers: The loss in heat rate for a GT varies significantly with its partial loading. Therefore it is always desirable to reduce the partial loading in gas turbines. During commissioning of liquid fuel firing system, the OEM had adopted a practice of fuel changeover at 60 MW. The station continued with this practice for all subsequent fuel changeovers. But as the fuel changeovers became more frequent in the recent times, specifically after the implementation of ABT (Availability Based Tariff), the impact on heat rate was more acutely felt. Response The earlier practice of the fuel changeover was discussed with the OEM and the station started the practice of fuel changeovers at 85 MW which is near the upper permissible safe limit. This has reduced the loss in heat rate due to partial loading. This has also helped us to save the Unscheduled Interchange (UI) charges for the 15 (fifteen) minute time block in which the changeover took place. Additionally, to save upon the UI charges the changeovers are done in two overlapping time blocks. Problem 10 Fire Hazard in GT and Unloading Area: The gas turbines at AuGPS consist of 18 (eighteen) nozzles for fuel firing, with each having a main line and a pilot line, i.e., a total of 36 lines carrying naphtha and 72 (seventy two) flanges. The large number of flanges and joints with naphtha flowing at a pressure of 60 ksc poses an explosion and fire hazard. Additionally, in the event of combustor shell drain valves passing or naphtha line drain valves passing, the naphtha drain tank may get pressurized and may explode also. In spite of all fire fighting arrangements, storage of 3000 kl of naphtha in itself is a major fire hazard and the attendant activities, viz. measurement of tankers and their unloading , exacerbate it. Response: To mitigate these fire and explosion risks, apart from the usual safety precautions and practices, the following measures have been taken: 9 9 9 9 9 9 9 9 9 During overhauls, extensive dye penetration tests (DPT) are conducted for the naphtha main and pilot ring headers and lines. Dedicated personnel for tightening of naphtha flanges to ensure uniform tightening. Checking each flange for leakage using a portable gas leak detector prior to taking naphtha for the first time after overhauls. Recent provision for annunciating the starting of naphtha drain tank pump to signal rising level in the tank. Continuous monitoring of GT package temperatures and choking of package vent fan lines. Extension of the measurement points and unloading bays resulting in reduced unloading time Construction of a new road for tankers to come in the unloading area from the old road and get out from the new one. This would allow the tankers to get out smoothly in case of an emergency. The unloading hose sockets were initially made of steel whose threads were damaged easily and they caused sparking. These were replaced by sockets made of brass / gun metal. Provision of ramps for supporting unloading hoses. The earlier practice of hanging the hoses on the poles caused damage in the bent portion.

Annexure 1 NET OUTPUT RATINGS IN GAS AND NAPHTHA Natural Gas Base Rating Peak Rating Power Output in open cycle (kW) Power Output in combined cycle (kW) 111,760 110,100 117,300 115,860 Naphtha Base Rating Peak Rating 108,390 106,990 113,790 112,600

Performance Design conditions: Ambient temperature Barometric pressure Annexure 2 NAPHTHA UNLOADING AND STORAGE SYSTEM DESCRIPTION The station receives naphtha through road tankers as there are no pipelines or railway siding. To unload these tankers there are twelve unloading bays. Two unloading pumps (one duty and one standby) each with capacity 50 meter cube per hour are employed to unload the naphtha from the tankers. This naphtha is stored in two naphtha storage tanks with a storage capacity of 1500 kl each, of which 280 kl is the dead stock, which leaves a total usable capacity of 2440 kl (3000560=2440). 27C 0.9966 bar abs

Unloading P/Ps

B Naphtha Tank-B 1500M3 U N L O A D I N G B A Y

Naphtha Tank-A 1500 M3

T R A N S F E R P U M P S

TO GAS TURBINES

To fire naphtha in the gas turbines three naphtha transfer pumps, with a capacity of 120 meter cube per hour each, are employed to transfer naphtha from the storage tanks to the suction of the individual gas turbines main fuel oil pump. Annexure 3 BLADE PATH TEMPERATURE DEVIATION TRIPPING LOGIC

Combustor Shell Pressure

F(x)

Blade Path Reference / Set Value

HLM > 45C

TRIP
Average BPT of 1, 4, 7,10,13,16 Average BPT of 2, 5, 8, 11, 14, 17 Average BPT of 3, 6, 9, 12, 15, 18 HLM > 680C

Median

Legend: 1. 2. 3. 4. F (x) = function to convert Combustor Shell Pressure to Blade Path Temperature Set Point = difference of the two inputs HLM = High Low Monitor BPT = Blade Path Temperature

Annexure 4

ORIGINAL AND MODIFIED LOGIC FOR FUEL CHANGEOVER PERMISSIVE

L4

MD 3

FXSTBOK

S GAS

LFTP Ready

MFOP Auto

S OIL

Gas Fuel Avail

Diagram 1. Original Logic

Legend: 1. 2. 3. 4. 5. 6. 7.
FXSTBOK

= Signal for fuel changeover permissive L4 = GT running MD3 = Unit synchronized LFTP Ready = Liquid Fuel Transfer Pump Ready S GAS / S OIL = Select gas / oil MFOP Auto = Main Fuel Oil Pump selected in auto from Switchgear Gas Fuel Avail = From UCP / UCD

L4 FXSTBO K

MD 3

S GAS

LFTP Ready

MFOP ON

MFOP Auto

S OIL

Gas Fuel

Diagram 2. Modified Logic Legend: 1. 2. 3. 4. 5. 6. 7. 8. FXSTBOK L4 MD3 LFTP Ready S GAS / S OIL MFOP Auto Gas Fuel Avail MFOP ON = Signal for fuel changeover permissive = GT running = Unit synchronized = Liquid Fuel Transfer Pump Ready = Select gas / oil = Main Fuel Oil Pump selected in auto from Switchgear = From UCP / UCD = Main Fuel Oil Pump ON

Annexure 5 CHANGE IN FUEL CHANGEOVER LOGIC

MAN FX

S GAS PB

Gas

Fuel Select

Mix
Liquid

S MIX PB

S LIQ PB

Diagram 1. Original Logic Legend: 1. 2. MAN FX = Manual Fuel Changeover selected S GAS / S MIX / S LIQ = Select gas fuel / mix fuel / liquid fuel
MAN FX

S GAS PB

Gas

Fuel Select

Mix Liquid

S MIX PB

S LIQ PB

MD 3 HLM < 4 KL 65s Delay 3.5s Delay MFOP ON Pulse

LF FLOW

MFOP RQ

Diagram 2. Modified Logic