CIRED

17th International Conference on Electricity Distribution

Barcelona, 12-15 May 2003

Tri-Generation Application in Mout Power Plant at El-Dakhlah Oasis

Ibrahium Yassien Technical Director Energy Efficiency and Greenhouse Gas Reduction Project, Egypt iyassien@thewayout.net Mahmoud Galy Chairman Middle Egypt Electricity Distribution Company, Egypt Hafez El-Salmawy Associate Professor Zagazig University Egypt salmawy@link.net

SUMMARY The power plant in Dakhlah oasis in Egypt is being upgraded to become a Tri-generation facility. The facility will be able to provide cooling, heating beside electricity, which is currently generated. Two approaches have been evaluated for such upgrade. These include waste recovery from the jacket cooling and from the exhaust system. The first one was chosen because of it technical and economical advantages as well as environmental impact. The project is currently in the bidding phase

The three M.A.N engines are burning residual fuel, while the Wartsila engines are burning light diesel fuel. Therefore the plant equipped with a boiler to provide the necessary heating for the residual fuel. The boiler operates on light diesel fuel. The average steam demand necessary for fuel heating is 0.3 ton/hr of steam at 8 bars. The fuel intake in the main tank equipped with a steam heater to heat the fuel to 50oC, such that its viscosity become suitable for pumping. The fuel is heated to a temperature suitable for atomization, which is 85 oC, in the engine heat exchanger. TABLE 1- Specification of the Diesel Engine Generators in Mout Plant # Engine Rated Heat Rate Average Type Power (kJ/kWh) Annual (MW) Operating Hours 1 Wartsila 2 9,839 4,745 6R32 2 Wartsila 2 9,839 4,380 6R32E 3 Wartsila 2 9839 5,110 6R32E 4 M.A.N 2.64 9,939 7,300 12V28/32H 5 M.A.N 2.64 9,939 7,665 12V28/32H 6 M.A.N 2.64 9,939 7,300 12V28/32H This paper represents a summery for the project under implementation to use part of the waste heat generated from the plant to provide both heating and cooling effects. The paper presents an evaluation for the different possible approaches of the project and justification for the selected approach. Also it presents a summary for the economical and environmental evaluation of the project. TRI-GENERATION PROJECT OPTIONS Several demands for heating and cooling exist in the oasis such as air conditioning of the airport halls as well as using heat for plants drying. However the distances between the plant and these demand centers does not enable such applications. Therefore it was decided to restrict the -1-

BACKGROUND

The Energy Efficiency Improvement and Greenhouse Gases Reduction (EEIGGR) project is executed through the Egyptian Electricity Holding Company (EEHC) with technical and financial support from the United Nations Development Program (UNDP) and the Global Environment Facility (GEF). Though the cooperation between the project and the Middle Egypt Electricity Distribution Company a project has been developed to upgrade one of its remote diesel generation power plants to become a Tri-generation facility. Beside electricity, which is currently generated using medium speed diesel engines burning heavy fuel, the waste heat will be recovered to provide necessary heating for fuel heating as well as provide cooling to the plant administration building as well as its control room. The plant under concern lies in a place called Mout, which is one of the provinces of El-Dakhlah oasis. El-Dakhlah oasis lies in the Western desert of Egypt. The plant serves the airport as well as the oasis residential, agricultural and commercial activities. The plant is not connected with the national grid and operates as an isolated power plant. Its installed capacity and peak demand are 13.5 and 10.8 MW respectively. The plant consists of six diesel engine generators grouped in two groups of identical units. The first group consists of three units, which have a capacity of 2 MW each. The other group consists of three units of a capacity 2.6 MW each. Table 1 presents the specification as well as the annual operating hours of the plant engines All the engines are medium speed, which run at 750 rpm. MED_Ghali_A1 Session 4 Paper No 5

CIRED

17th International Conference on Electricity Distribution

Barcelona, 12-15 May 2003

project to the reachable demands such as fuel heating and well as cooling and heating of the control room and administrative building of the plant. The energy necessary to heat the intake of the main fuel tank, the daily tank as well as the three engines heat exchanger is 0.3 ton/hr of saturated steam at 8 barg. This is equivalent to 186 kW. Also the maximum cooling load necessary to cool both the control room and the plant administration building is 74 ton of refrigeration, which is equivalent to 272.7 kW. Considering the M.A.N engine, Fig. 1 shows its energy balance [1]. It can be seen that heat dissipated in the exhaust gases represents 29% of the total fuel energy input. This represents 1789.5 kW at the engine rated output. The exhaust temperature is at 305oC. Also heat dissipates in the engine cooling water jacket represents 10% of the input energy. This is equivalent to 636 kW at the engine rated output. The jacket cooling circuit operates at 80oC with a temperature drop of 5oC before and after the engine. Regarding the other cooling systems, which are the lubrication oil and the charged air-cooling, both belong to the low temperature cooling circuit. This circuit operates at 36oC. Accordingly the two waste heat sources, which can provide heat at reasonable temperature potential, are the exhaust and the jacket cooling systems.

exhaust system will enable raising 1.03 ton/hr of saturated steam at 8 bars. This can be achieved considering a pinch point temperature difference of 20oC for the boiler. This represents a recovered heat of 710.6 kW. The medium pressure steam will enable the use of double effect absorption chiller to provide the necessary cooling load. A double effect absorption chiller usually has a coefficient of performance of 1[2]. Accordingly a cooling load of 74 ton of refrigeration represents 262.7 kW. Considering both the cooling and heating demands they represents a total demand of 448.7 kW. This represents only 63% of the heat, which can be recovered from the engine exhaust providing the engine is operating at its rated capacity. It is important to mention that a system using exhaust heat recovery necessitates the use of deaerator for scavenging gases from the hot water before being introduced into the boiler. Also a modulated diverting valve, by-pass stack and boiler stack are needed. Furthermore it is not recommended to install one exhaust recovery boiler on more than one engine. A risk of resonance is possible due to the deviation in the speed of the feeding engines. This might happen even for a set of synchronized engines. This means that each engine should have its dedicated HRSG. An alternative is the use of a sophisticated duct system with isolating as well as diverting valves to operate one HRSG on more than one engine. Single effect absorption chiller can be used in case if the heat recovered is in the form of hot water or low-pressure steam. In case of using the heat recovered from the jacket cooling water, the temperature of the water needs to be raised to 90oC to be suitable to drive a single effect absorption chiller. This can be done by reducing the flow of the cooling water to the engine by adjusting the setting of the thermo-state installed in the cooling circuit. This will have no effect on the engine regarding the safety of the lubricating oil layer. The single effect absorption chiller has a coefficient of performance of 0.65 [2]. This means that the cooling load of 74 ton of refrigeration will need an input heat to the chiller of 404 kW. Considering the energy necessary for fuel heating which is 186 kW, the total heat needed will be 590 kW. This represents 92.7% of the heat recovered from the jacket cooling water. It is important to mention that heat dissipated in the cooling water jacket is not that sensitive to the engine load as heat dissipated in the exhaust gases [3]. Accordingly heat recovered from jacket cooling can serve both the cooling and heating demands. It is important to point out that using the heat recovered from the jacket cooling water has the advantage of recovering heat from more than one engine without the risk of resonance.

Exhaust Energy 29%

Heat Radiation 1%

Ouput Power 41%

Jacket Cooling 10%

Cooling Charge Air 15%

Cooling Lube. Oil 4%

Fig.1 Heat Balance of the M.A.N. 12V28/32H Engine

Considering approaches, which can be used for heat recovery, they include; recovery of the exhaust energy using an engine exhaust heat recovery steam generator (HRSG) and heat recovery of the jacket cooling using liquid to liquid heat exchanger. Also a combined system can be used which is the ebullient system, where heat is recovered from both the exhaust and jacket cooling as they placed in series. Heat recovered in an ebullient system could be in the form of low-pressure steam or hot water It is important to mention that recovering heat from the

MED_Ghali_A1

Session 4 Paper No 5

-2-

CIRED

17th International Conference on Electricity Distribution

Barcelona, 12-15 May 2003

Fig.2 Heat recovery Using Exhaust Heat Recovery Steam Generator This enables the system to be engine independent, where heat recovered from any jacket cooling of the engines can be recovered, without the risk of resonance as in the case of HRSG. This is valid providing suitable piping systems and properly allocated isolating valves have been used. Furthermore there will be no need for additional equipment except the use of a heat exchanger between the engine cooling fluid and the heating water to limit the engine cooling circuit. Also heat exchanger used in the intake of the main fuel tank, daily tank and engine heaters all will be liquid to liquid type in stead of being steam to liquid. Another advantage of this arrangement is the reduction in the cooling load rejected in the radiator. This will reduce the energy consumed in driving the radiator fan. The existing engine radiator have 8 motors, each has a capacity of 6 kW. The cooling capacity is for the jacket water, lubricating oil and charging air. The cooling fans work on steps according to the cooling load needed. Another advantage is the safety of the system where there is no use for pressurized piping. Figure 3 shows the proposed arrangement for using the engine jacket cooling water to drive an absorption chiller as well as fuel heating system. It is important to mention that the capacity of the cooling tower necessary for the double effects absorption chiller is less that that necessary for the single effect which shares the same capacity. This is mainly attributed to the lower coefficient of performance of the single effect compared with that of the double effect. Considering the capacity of the absorption chiller, the capacity of the cooling tower for the double effect will 525 kW, while that for the single effect will be 666 kW. Another point of concern when the heat recovery from the jacket cooling is used, there will be no interchangeability MED_Ghali_A1 Session 4 Paper No 5 between it and the existing steam heating system. The existing steam system will be needed is case of plant starting. For both the intake heater and the daily tank, dedicated tanks will be equipped with liquid/liquid heat exchanger rather than steam to liquid heat exchanger. These tanks are already available in the site. For the engine heat exchanger the two heaters (steam/liquid and liquid/liquid) will be installed in series on the supply fuel line. It is clear that the ebullient system can provide more heat than that needed. Furthermore it is engine dependent. Therefore the scheme relying on heat recovery from the jacket cooling water is the best fit for the conditions under concern. PROJECT ECONOMICAL EVALUATION Economical evaluation is directly related to the number of operating hours of the air conditioning system as well as savings in energy for fuel heating. Considering the fuel cost for the fuel heating boiler, the annual savings will be 82,092 Egyptian pound. The existing air conditioning system is relying on a set of window as well as split type air conditioning units. These units are air cooled and having specific energy consumption of 1.24 kW/ton of refrigeration. The annual operating hours for the administrative building are 1600 hour. This is corresponding to 8 hours per day for 200 days per year. Regarding the control room, which works for 24 hour per day. The annual cooling hours are 5500 hour. Based on the baseline measurements for electricity -3-

CIRED

17th International Conference on Electricity Distribution

Barcelona, 12-15 May 2003

consumption it has been found that 146,816 kWh can be saved in the air conditioning system. . The cost of electricity saved has been evaluated based on the marginal opportunity price. This means that the profit gained from each kWh saved is equivalent to the selling price of electricity minus the variable running cost for generation and distribution. This profit is 0.1082 Egyptian pound per kWh. Accordingly the cost of electricity saved in the air conditioning system is 15,885 Egyptian pound. The energy saved due to the reduction in the cooling load of the engine radiator is represented by the average demand of the recovered heat. This is 261 kW for both the fuel heating as well as air conditioning purposes. This represents 14.4% of the total cooling load, which include the jacket cooling, lubricating oil and charging air. This is equivalent to one fan of the cooling system, which has a capacity of 8 kW. Accordingly the annual saving in the cooling load is 70,080 kWh. This is equivalent to an annual savings of 7,582 Egyptian pound. Accordingly the total annual savings in case of using the heat recovered from the jacket cooling is 105,559 Egyptian pound. These saving are only 97,977 Egyptian pound if the heat recovered from the exhaust system is used. Regarding the cost of implementation when heat is recovered from the jacket cooling system is 451,490 Egyptian pound. This cost covers the costs of heat exchangers, control valves circulating pump piping, insulation, absorption chiller, the cooling tower, engineering and installation cost. The cost of converting the air conditioning system from window/split units into a central one is considered equivalent to the salvage value of the air conditioning units saved. In case of using HRSG the cost of the system will be 554,635 Egyptian pound. This cost covers the cost of HRSG, deaerator, steam piping, absorption chiller and cooling tower. This cost does include any cost for the heat exchangers, where the units, which operate on the existing heating boiler can be used. According to the aforementioned costs and savings, the simple pay back period of a Tri-generation system relying on heat recovered from the jacket cooling is 4.27 years. The simple pay back period for the equivalent system relying on HRSG is 5.66 years. Therefore it was decided to go ahead with the heat recovery from the jacket water due to its technical and economical advantages on the HRSG option. The project is under implementation and it is in the bidding process. PROJECT ENVIRONMENTAL IMPACT

Annual fuel saved in the heating boiler is 472 ton of light diesel fuel. Considering the average boiler emission rate the saved fuel will abate the emission of 1454, 0.17,7.19,0.7 and 1.56 tons of CO2, CO, SO2, NOx and unburned hydrocarbon respectively. Regarding electricity saved, which is 216896 kWh and the engine heat rate corresponding annual heavy fuel saved will be 53.6 ton. The equivalent annual emissions abatement corresponding to this fuel saved are; 169, 2.1and 0.3 tons of CO2, SO2 and NOx respectively CONCLUSIONS Technical and financial evaluation for implementing two heat recovery approaches to upgrade the existing diesel power plant in El-Dakhlak oasis in Egypt to be come a Trigeneration facility. The evaluation showed that using a recovery technique, which relies on jacket cooling is more attractive. From technical point of view it is simpler, engine independent, safer and enable additional saving due to its impact on the engine cooling system. From economical point of view it has shorter simple pay back period. Accordingly this technique was adopted for implementing the project. The project has proved to have a sounding environmental impact it will avoid the annual emissions of 1620, 0.17, 9.29, 1 and 1.56 tons of CO2, CO, SO2, NOx and unburned hydrocarbons. The project is currently in the bidding phase. REFERENCES 1. 2. M.A.N B&W V28/32H Diesel Generator, 1996, User Manual. Publication of Energy Conservation and Environment Project (ECEP), 1992, Cogeneration Handbook, ECEP Cairo, Egypt John Heywood, 1988, Internal Combustion Engines Fundamental, , McGrow Hill, New York, USA.

3.

MED_Ghali_A1

Session 4 Paper No 5

-4-