FUEL SYSTEMS

2006 OUTAGE HANDBOOK

Improve GT operating flexibility, reliability with fuel-system mods

By Mitch Cohen, Turbine Technology Services (www.turbinetech.com)

uel options available to most owner/operators of gas-turbine-based powerplants include natural gas and distillate oil, as well as medium- and low-Btu gases from a variety of sources. Recent fuel-price increases suggest that the ability to switch to more economical fuels in response to price fluctuations is particularly critical in deregulated power markets. In other instances, the ability to burn an alternative fuel may be necessary to prevent shutdowns caused by supply constraints. In both cases, fuelsystem modifications often are needed to permit fuel switching. Besides the cost and availability of fuel, mods to existing fuel systems also are driven by the need to achieve reductions in nonfuel O&M costs and/or to increase gas turbine (GT) reliability. This often is true for dual-fuel systems that operate primarily on natural gas and rarely, if ever, burn distillate. Retaining distillate capability when not wanted or necessary has a negative impact on both maintenance cost and unit reliability. Reason is that dual-fuel systems are more complicated and prone to mechanical or control-system malfunctions than either gas- or liquid-only fuel systems. In addition, the greater complexity of dual-fuel systems adds to the time and labor cost of assembling and disassembling the combustor during maintenance outages and to the cost of refurbishing/replacing dual-fuel hardwareeven when distillate is not burned.
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The self-contained sections that follow outline some of the important design considerations and general steps involved in making various fuel-system modifications.

1. Single- to dual-fuel conversion

The most common type of fuelsystem modification involves converting from single- to dualfuel capability by enabling use of both distillate oil and natural gas. This mod offers the flexibility to switch to a less-costly fuel in response to price fluctuations or to a backup fuel if the primary fuel supply is interrupted.

Liquid-only to dualfuel conversion

In considering conversion from a liquid-only to a dual-fuel system, it is assumed that the existing combustor is a standard, diffusion model that uses either water or steam injection for NOx reduction. (No OEM is currently known to offer a liquid-only dry low-NO x (DLN) system.) This same diluent would be used for NOx reduction after conversion to a dual-fuel diffusion combustor. Conversion to a dual-fuel DLN combustor has the added requirement of an entirely new combustion system. A liquid-only to dual-fuel conversion typically involves the addition of the following systems and components: 1. Gas pressure regulator. 2. Gas fuel treatment system including filters and liquid sepa-

rators. For DLN systems, fuel heating also may be necessary. 3. Flow-control hardware, including stop/speed ratio valve, gas control valve(s), and associated servo valves and other controls instrumentation. Note that for diffusion combustors a single gas control valve is needed. DLN systems require multiple gas control valves which generally will be located on an off-base fuel skid with the stop valve. 4. Gas piping and turbine-compartment fuel manifolds. 5. Nozzle/combustor mods: For conversions that maintain the diffusion combustor, dual-fuel nozzles replace the gas-only nozzles; for conversion to a DLN combustor, the entire diffusion combustion system must be replaced. 6. Air purge systems (valves, piping, and instrumentation) for gas, liquid fuel, and water injection (if present) supply circuits. The purge system prevents the backflow of hot combustion products into the fuel-nozzle circuits not in use. 7. Control system software and I/O mods.

Gas-only to dual-fuel conversion

Conversion from either a gasonly diffusion or DLN combustion system to dual-fuel operation requires the addition of the following systems and components (exceptions are noted): Liquid-fuel forwarding system from the main supply tank. Distillate filtration system. Flow control hardware including high-pressure fuel

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FUEL SYSTEMS
pump, flow divider, stop valve, bypass valve, and associated servo valves and other control instrumentation. Atomizing air (A/A) system (depends on turbine model). Options are an accessory-geardriven main A/A compressor and a motor-driven booster air compressor for startup, or one or two (main and backup) motor-driven A/A compressors mounted external to the engine base. Dual-fuel nozzles to replace the gas-only nozzles. Air purge systems (valves, piping, and instrumentation) for gas, liquid fuel, and water injection (if installed) supply circuits. Diluent injection system for NO x reduction. If the gas-only combustor is a DLN system, then a water injection system must be added for NOx reduction when operating on liquid fuel. If the gas-only combustor is of the diffusion type, it probably has an existing water or steam injection that can be used when burning distillate. Control system software and I/O mods.

2006 OUTAGE HANDBOOK

WF WR

Manifolds
F SV CV FM S

Gas fuel

KO HTR KO FM T P PG

Compressor

Combustion air

Gas purge
Abbreviations used in piping schematics
AA Atomizing air CMP Atomizing aircompressor CV Control valve DISTVLV Distributor valve F Filter FD Flow divider FM Flowmeter HTR Heater KO Knock outthat is, liquid removal P Primary PG Primary gas PL Primary liquid fuel PLP Primary-liquid-fuel purge PMP Pump

PW Primary water PWP Primary-water purge Recirc Recirculation line S Secondary SG Secondary gas SL Secondary liquid fuel SLP Secondary-liquidfuel purge SPLT Splitter SV Stop valve SW Secondary water SWP Secondary-water purge T Transfer WF Water feed WR Water return

SG TG

Fig 1-A

Transfer gas Transfer gas Primary gas Secondary gas Flame scanner Primary gas

Comparing gas-only and dual-fuel systems

Figs 1 and 2typical piping schematics for DLN gas-only and dual-fuel systems, respectively, for a large frame machineillustrate the dramatic increase in the number of mechanical components, and complexity, of the dual-fuel system relative to gas only. And these diagrams do not show the many I&C components requiredincluding pressure, temperature, and valve-position switches, pressure transducers, solenoids, servos, etc. One reason for the increased complexity of dual-fuel arrangements is the need to use purgeair systems to prevent backflow of combustion products into the fluid systems not in use (gas, liquid fuel, and/or water). Contributing factors include the need for diluent injection for NOx reduction on liquid fuel. And for DLN systems, there is the complexity of having gas and liquid fuel systems with
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Fig 1-B

Secondary gas

Fig 1-C

1. Simplicity of DLN (dry, low NOx) gas-only fuel system is apparent from the piping schematic (A) and burner photos. Manifolds encircling the engine (B) deliver primary, secondary, and transfer gas to the flexible hoses serving each combustor (C). So-called transfer gas is used for only a few seconds during the transfer from the initial diffusion mode of combustor operation to the premix mode (DLN). Air purges the transfer-gas network when the system operates in the premix mode

multiple fuel streams (that is, primary fuel, secondary fuel, etc). Each of these streams, in turn, has its own control valve, manifold, purge system, and control instrumentation.

2. DLN dual-fuel to gas-only conversion

The system complexity required for dual-fuel capability negatively impacts both the reliability and O&M cost of DLN systems. These disadvantages must be

accepted by operators requiring such flexibility. However, for sites with a dual-fuel DLN configuration that never operates on liquid fuel, conversion to a gasonly system can simplify operation and reduce cost. Here are some of the headaches you can avoid by converting to gas-only operation: Valve maintenance. Check valves in dual-fuel DLN systems are a major source of O&M problems. Note that the system in Fig 2 has 60 check valves installed on the liquid-fuel, liquid-fuel purge, and water-injection purge lines. Check valves

COMBINED CYCLE JOURNAL, Third Quarter 2005

2006 OUTAGE HANDBOOK

are notoriously unreliable for either failing to open at the correct pressure or for failing to seal when pressurized in the reverse directionunless extreme care is taken to maintain scrupulously clean piping. Thermal damage. A common occurrence on dual-fuel DLN engines that rarely operate on liquid fuel, is for the distillate and/or water nozzle passages to overheat or burn up because of inadequate purge flow during gas operation. This means that a liquid fuel nozzle that is hardly, if ever, used must either be repaired or replaced. Insufficient purge air is usually the result of a stuck check valve or a plugged liquid fuel/water nozzle discharge orifice. These events can be caused by particulate matter that is not filtered from the purge air. Combustion dynamics. For some dual-fuel DLN combustors operating on gas at low NOx levels, the mere presence of liquidfuel and water purge-air flows can increase combustor dynamics. A continuous purge is necessary to prevent backflow of combustion gases into the liquid-fuel and water nozzles. But because relatively cold purge air is being
Manifolds
KO HTR F SV CV FM S

FUEL SYSTEMS
injected into the combustion zone in a non-optimal way, instabilities that increase dynamics can occur. Dynamic pressure increases of 2 psi or more have been attributed to purge flows. The increased dynamics impact maintenance costs by both shortening the lives of critical components and increasing repair cost.

Failure of control components and auxiliaries. Dual-fuel systems have many more control components (such as temperature and pressure switches) and auxiliaries (such as an atomizing air compressor) than gas-only systems. Thus they are more

WF WR

Gas fuel

KO

Compressor

FM

Gas purge
WF WR F CLR CMP

T P

Combustion air

Atomizing air

CMP AA SWP

PG AA

Water purge Liquid-fuel purge

WF WR

PWP PLP

PG TG SL SW

CLR

SLP Drain tell tales SPLIT

Liquid fuel

F PMP

FD FM PW

PL

DISTVLV MANIF

PW

Water injection
RECIRC

PMP

F FM SW

Fig 2-A Primary gas Primary oil distributor Liquid-fuel check valve Purge check valve Primary-water distributor manifold Oil to liquid-fuel cartridge Water to liquid-fuel cartridge

Primary oil Secondary oil Primary-water distributor manifold

Fig 2-B

Fig 2-C

2. Complexity of DLN dual-fuel system can adversely impact unit availability and significantly increase outage man-hour requirements compared to a gas-only arrangement. Compare the combustor front shown in (B) to that for the gas-only system in Fig 1 (C). Secondary gas, transCOMBINED CYCLE JOURNAL, Third Quarter 2005

fer gas, atomizing air, secondary oil, and secondary water lines are not specifically identified in (B) to minimize interference from photo callouts. Photo (C), snapped during re-installation, shows oil and water-purge lines hooked up, but not atomizing air and gas
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prone to failures that initiate runback, shutdown, or tripping of the unit. Increased outage time. Dualfuel DLN units require an extensive amount of piping, tubing, and fittings to support liquid-fuel operation. Disassembly and reassembly of this combustion system during an outage typically adds up to two days to the typical schedule for a gas-only arrangement. Result is higher labor cost and lower availability. If you are considering conversion to a gas-only configuration, keep in mind that if operating conditions change you can reinstall the equipment removed and revert back to the dual-fuel configuration. Main steps involved in converting to gas-only operation include these: Disconnecting, and blanking off, liquid-fuel, water-injection, atomizing air, and purge lines. Modifying the fuel nozzle from dual-fuel to gas-only configuration. Modifying the control program to disable systems related to liquid-fuel operation and their associated alarms and trips.
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3. Cofiring natural and medium-Btu gases

Todays high natural-gas prices make alternative gaseous fuels viable options for GTs. The alternatives include an array of medium-Btu byproduct fuels from chemical plants and refineries. In addition, low-Btu gas from the gasification of coal and petroleum-coke is gaining interest as a replacement for natural gas in existing combinedcycle plants. Many factors must be evaluated when considering alternative fuels. These include fuel quantity and availability, physical and chemical properties, combustor type (DLN or diffusion), emissions requirements, and capital available for the conversion. Keep in mind that almost every application for alternative fuels is unique and requires a detailed engineering assessment. Depending on the quantity and reliability of the alternative fuel supply, it can either be blended

The variation in fuel propertiesheating value, specific gravity, composition, temperature relative to natural gas is of prime importance for determining what modifications to the turbine, combustor, and auxiliary systems are required to burn a given alternative gas. A key parameter in analyzing the impacts of fuel-property variations on turbine operation is the Modified Wobbe Index (MWI). It is a measure of the interchangeability of different gaseous fuels and is defined as follows: LHV (Btu/scf) MWI = SpGr Gas temp (R)

with natural gas to achieve an incremental fuel-cost reduction, or used to replace natural gas completely as the primary fuel. In a refinery or chemical plant, the processes that generate the fuel may not always provide a consistent quantity (or quality), so the fuel is used as is and when available. By contrast, if a plant is converted to burn coal gas, the significant capital investment dictates that it be burned as the primary fuel.

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In more simple terms, MWI is the ratio of energy density to the relative density of the fuel. Because control of a GT depends on regulating energy input to the turbine, a variation in the MWI will dictate a change in the volumetric fuel flow to the machine. To illustrate: When MWI increases, volumetric flow decreases; when MWI decreases, as it does when natural gas is blended with or replaced by a fuel of lower heating value, fuel flow must increase. Operational issues may arise if the alternative fuel has a lower MWI and higher volumetric flow rate than the natural gas replaced. The more the MWI varies from the nominal value for natural gas, the greater the degree of modification required. Reason: As volumetric flow increases in an existing combustion system, the velocity and pressure drop through piping, valves, and fuel-nozzle orifices also increase. Absent any system mods, the most obvious consequence would be an increase in the unit fuel supply pressure. Fuel distribution around

the machine also would skew as velocities in the supply manifolds increase and combustors receive an unequal amount of gas. Combustion also can be impacted by changes in MWI. Higher velocities through fuelnozzle discharge orifices can initiate flame-stability problems. And for DLN systems, which have limited capability for fuel blending, changes to the design fuel-nozzle pressure ratio can cause a sharp increase in dynamic pressure levels.

Most existing combustion systems can accommodate changes

in MWI that extend from 95% to 105% of the design value before hardware or operational changes are required. For moderate increases beyond the 5% limit, such as might occur when blending fuels with natural gas, at least two options exist. First is to modify the fuel nozzles by enlarging the orifices to maintain the pre-existing nozzle pressure ratio and discharge velocity profile. In some instances, control-valve mods, such as changing valve trim, may be required. A second option, applicable on units that

Fuel properties and their impact on the Modified Wobbe Index (MWI)
Fuel Fuel mixture, No. % by volume LHV, Btu/scf Specific gravity Temp, F MWI

1 2 3 4 5 6 7 8

100% natural gas (NG) 100% medium-Btu gas (MB) 11% MB/89% NG 22% MB/78% NG 100% NG 46% MB/54% NG 56% MB/44% NG Low-Btu coal gas

925 600 890 854 925 775 743 250

0.59 0.74 0.61 0.62 0.59 0.66 0.68 0.73

100 100 100 100 350 100 100 350

50.9 29.4 48.3 45.8 42.3 40.3 38.1 10.3

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COMBINED CYCLE JOURNAL, Third Quarter 2005

FUEL SYSTEMS
employ fuel heating, is to use the ability to vary the fuel temperature as a knob to limit the change in MWI. In some instances, both options can be combined to handle greater variability in the MWI. Table presents examples of various fuels and fuel mixtures, showing the effect of temperature and composition on MWI relative to natural gas. Fuel 1 is natural gas with an MWI of 50.9 calculated from the gas temperature, specific gravity, and LHV listed. Fuel 2 is an example of a typical medium-Btu process gas being evaluated for its ability to be blended with fuel 1. Its MWI is 29.4. Fuel 3, a blend of the first two, shows that up to 11% by volume of the medium-Btu fuel

2006 OUTAGE HANDBOOK

can be blended with natural gas without exceeding a 5% variation in the MWI. Fuel 4 illustrates that when the process gas is increased to 22% in the mixture, MWI drops by 10% relative to natural gas. An MWI change of this magnitude generally can be accommodated by modifying or changing out the fuel nozzles to ones with larger orifices. Fuels 5 and 6 reveal that if fuel heating is used in a natural-gas combustion system, the percentage of process gas in the mixture can be increased without exceeding the 5% MWI variation. Compare fuels 1 and 5. Observe that when natural gas is heated from 100F to 350F (a typical maximum temperature), MWI drops from 50.9 to 42.3. Fuel 6 shows that if natural gas is blended with medium-Btu gasbut without heating the mixturethen up to 46% of the alternative fuel can be blended without exceeding the 5% MWI variation relative to 100% natural gas at 350F. When the medium-Btu fuel is increased to 56% of the mixture by volume, MWI drops by 10%. As described earlier for fuel 4, an MWI change of this magnitude generally can be handled by modifying or changing out the fuel nozzles to ones with larger orifices.

In addition to operational effects related to MWI variation, the impact of fuel compositionparticularly the amount of hydrogenis of great importance when blending alternative fuels with natural gas. Because of its extremely high flammabil-

Procedural changes, mods boost reliability of dual-fuel systems

ection 2 of the main text discusses reliability and O&M issues that impact dual-fuel systems operating on gas only. Plants that run on liquid fuel intermittently face additional challenges. Many problems surface only when the turSwirl vanes Gas discharge orifice Slot for NOx reduction water

bine is called on to burn distillate and then is unsuccessful. Typical of the problems encountered when running on liquid fuel is unequal distribution of the liquid fuel to each combustion can, which is caused either by plugging of fuel

Water slot

Fig A-1

Fig A-2

Fig A-3

Liquid fuel cartridge

Oil passage

Atomizing air cone

Coke formation

A. Liquid-fuel cartridge is located in the middle of the dual-fuel nozzle (1). Note erosion where oil enters at center. Gas is admitted through holes drilled in the bottom of the so-called Location of swirl vanes machined around the outer orifice plate circumference of the nozzle assembly. The vanes are named for the swirl they impart to combustion air. Liquid-fuel Orifice (oil metering) plate cartridges found in satisfactory condiFig A-4 30-mil holes tion during inspection are shown in (2); one in unsatisfactory condition is in (3). Section through a damaged cartridge (4) exhibits overheating and coking caused either by inadequate purge after oil firing and/or by debris that plugged the orifice plate
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lines or nozzles, or by system leaks. Plugging or reduced flow to nozzles (Fig A) often is attributed to coking (Fig B). It occurs when fuel remaining in piping and other components on shutdown or transfer to gas is solidified by elevated temperatures in the turbine compartment. Check-valve malfunctions cited in Section 2 also contribute to improper fuel distribution. Plugging of the orifices in the liquid fuel nozzle by debris or particulates generally results from (1) inadequate fuel filtration, (2) poorly filtered purge air during gas operation, or (3) inadequate attention to keeping debris out of fuel and purge lines during assembly and disassembly. Procedures and modifications that plant owner/operators can implement to help improve the reliability of dual-fuel systems are outlined below. As a first step, before making any changes, conduct a detailed audit of current O&M practices.

Embrace these procedures

Run on oil periodically. A key to firing oil reliability when it is needed: Operate on liquid fuel regularlyas often as weekly perhapsif the OEM (original equipment manufacturer) suggests that frequency. For units in cycling service, consider transferring

COMBINED CYCLE JOURNAL, Third Quarter 2005

2006 OUTAGE HANDBOOK

FUEL SYSTEMS

ity, hydrogen has relevance Another important considfrom the standpoints of both Threaded eration when evaluating the safety and combustion per- fitting use of alternative fuels is the formance. presence of contaminants. Debris If the blended fuel conThe processes and raw matetains more than 5% hydro- Upstream rials used to produce various gen by volume, fuel pip- face alternative fuels can result ing should be purged with Gas in undesirable constituents nitrogen or inert-gas after metering in the fuel gasincluding orifice unit shutdown. For higher particulates, liquids, trace concentrations of hydrogen, metals, and sulfur. In all hazardous gas detection or cases, the turbine OEMs fuel Fig 3 enhanced fire-protection specification is your bible. 3. Extreme care must be taken to precautions may be warranted. Particulates, which can erode filter out debris from the fuel gas. Where fuel blending is being Note that a particle blocking just components or plug fuel nozzles, considered on an existing DLN one of the six gas metering orifices usually are captured by standard unit, be aware that there are shown can drive CO levels above filters (Fig 3). Liquid removal tight limits on the amount of permit limits is handled by liquid separators hydrogen in the fuel because its and heaters commonly found on high flame speed can initiate concentrations can impact igni- natural gas systems. Depending flashbacks. On standard combus- tion and shutdown, and natural on fuel characteristics, either or tors, changes in flammability gas typically is used for these both may be required on alternaresulting from elevated hydrogen operations. tive gas applications.

to liquid fuel on unit shutdowneither at low load or full-speed no load. Operators of engines in continuous service, have to weigh the risks of attempting transfers to liquid fuel. Verify check valve operation. Improve reliability by implementing a check-valve test procedure that verifies, before installation of every valve, both the proper cracking pressure in the forward flow direction and the absence of leakage flow in the reverse flow direction. Repeat this procedure regularly during the off-peak season and prior to winter operation.

Poppet valve located under screen

Fig B-1 Pilot orifices meter oil flow at startup

Modifications to consider
Several mods are available to reduce coking after unit shutdown. These include: Implement a high-pressure nitrogen purge of the liquid fuel lines after the machine shuts down to eliminate residual fuel as a source of coke formation. A simple purge system can be installed and operated manually, or it can be automated with some integration into the control system. Change controls logic to allow operation of the A/A compressor after unit shutdown to help cool the fuel-nozzle components and reduce the probability of coking. Air flow can continue for a fixed time period or until the nozzle cools to some predetermined temperature. Another way to reduce component temperature

Fig B-2

B. Oil distributor valve the way it should look is shown in (1); coking that inhibits proper operation is in (2) is to increase ventilation air flow in the turbine compartment. This helps prevent coking in the uppermost cans, where it is most likely to occur. Measurement of air and component surface temperatures in the compartment will reveal where inade-

quate cooling exists and where additional cooling air must be directed. Two more ideas to improve cooling: Some operators have had success keeping fuel lines cool by wrapping them with cooling water coils and then covering the coils with insulation. Others are testing recently introduced water-cooled check valves. Early identification of nozzle plugging. A modification to the liquid fuel system that promises early indication of nozzle plugging is active monitoring of distillate pressure to each combustion can. When coke or unfiltered debris plugs liquid nozzles, pressure increases in the fuel line. If a significant reduction in oil flow to a particular can occurs, it quickly creates a pressure imbalance between adjacent combustion chambers. In some cases, the continuous flow of combustion products through the cross-fire tubes can occur. Once cross-firing begins, it often is too late to prevent burning or melting of the cross-fire tube and liner, as well as the deposition of molten metal on hot-gas-path components. Such an event can be identified by a high exhaust-temperature spread, but it can be detected faster by continuous monitoring of fuel pressures to each combustion chamber. By establishing a suitable threshold for the allowable pressure differential on adjacent cans, hardware damage can be prevented.
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Trace metals can cause major problemsspecifically high-temperature corrosion of hot-gaspath componentsand must be removed upstream of the GT. It also is important to remove sulfurespecially if a heat-recovery steam generator is installed behind the GT. It can cause corrosion at the rear of the HRSG if temperatures drop below the sulfuric acid dew point. On units with selective catalytic reduction systems, sulfur can react with free ammonia to form corrosive deposits and compromise the effectiveness of finned tube bundles. Fig 4 illustrates a system suitable for fuel blending when the changes in MWI are moderate that is, when the existing piping and manifolds can accommodate the blended gas flow. It describes a standard diffusion combustor system using steam injection for NOx control. The two fuel streams are blended using one or more mixing valves upstream of the existing gas conditioning equipment. Latter includes a knock-out drum for liquid removal, fuel heater, and
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particulate filter. Other contaminants must be removed upstream of this location. The existing stop and control valves are used for regulating the flow of the mixture. As noted earlier, the degree of MWI variation

determines what modifications to valve trim and/or fuel-nozzle orifices are required. Additionally, the fuel temperature setpoint also may be adjusted to achieve the desired range of MWI or to tune the MWI for varying heat-

Compressor Natural gas

WF WR SV KO HTR KO CV FM

Manifolds

Alternative gas fuel

Nitrogen

Steam
SV CV FM

Fig 4

4. Fuel system shown in simplified schematic is suitable for fuel blending applications with moderate changes in the Modified Wobbe Indexthat is, ones for which the existing piping and manifolds can accommodate the mixed-gas flow
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ing value during operation. An inert purge system is shown, the use of which would depend on the specific composition of the fuel blend.

4. Conversion to low-Btu gas

Discussion to this point has focused on blending of alternative fuels with natural gas that can be accommodated with minor, if any, modifications to existing fuel and combustion systems. At the far end of the alternative-fuel spectrum is the use of low-Btu fuels produced from the gasification of coal or petroleum coke. The economics of converting a combined-cycle plant from pipeline natural gas to one with an integral coal-gasification system were presented in Time to reconsider the gasification option, COMBINED CYCLE Journal, Spring 2004 (available at www.psimedia. info/ccjarchives.htm). Low-Btu fuels typically contain high percentages of both

hydrogen and carbon monoxide and relatively little methane, the primary constituent of natural gas (fuel 8 in the table). Extensive modifications are required to convert from natural to low-Btu gas as the primary
Manifolds
F SV CV FM

fuel. The volumetric flow rate can be as much as four to five times that for a natural-gas combustion system. In addition, diluent injection for NOx reduction typically is equal to or greater than the fuel flow. The increase in total turbine

WF WR

Natural gas

KO HTR KO

Compressor Combustion air

Gas purge (air)

Low-Btugas purge (nitrogen) Low-Btu gas

WF WR SV KO HTR KO CV FM

Steam

SV

CV

FM

Fig 5

5. Dual-gas fuel system for use with a low-Btu fuel features two separate and parallel fuel control systems. Existing piping system serves the natural-gas circuit; a new and larger-diameter piping network is required for the low-Btu fuel
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flow resulting from these two factors requires virtually all systems from the gas stop valve through the first-stage nozzle to be redesigned and replaced. The new first-stage nozzle requires a sufficiently large flow area to keep the compressor discharge pressure from exceeding design limits. Likewise, to maintain acceptable pressure drop through the combustion system, the increased fuel and diluent flows require larger fuel nozzles and new combustors of larger diameter. Low-Btu fuels dictate diffusion-type combustion systems primarily because of their high hydrogen content. If the combustor is being changed from a DLN system, emissions requirements may dictate the installation of an SCR in the exhaust system to achieve permitted NOx levels. Low-Btu fuel is not suitable for startup or shutdown operations, so a conventional fueleither natural gas or distillateis required as a startup/ backup fuel. If natural gas is
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used, then dual-gas fuel nozzles are required. Fig 5 shows a schematic of one such system that might be used with low-Btu fuel. Dual-gas fuel nozzles have two sets of fuel passages and discharge orifices. Two separate and parallel fuel control systems also are required, one for each fuel stream. The existing fuel piping, valves, and manifolds would serve the natural-gas circuit, while new and larger-diameter piping, valve skid, and manifolds are needed for the low-Btu fuel. Both an air purge and inert purge system are required as well. During operation, the air purge, supplied from the compressor discharge, flows through the fuel system not in use. The inert purge is for sweeping the low-Btu fuel from the system after shutdown. Lastly, turbineenclosure modifications probably are necessary, both to enlarge the space to accommodate the larger fuel manifolds, as well as for upgraded fire and hazardous-gas detection systems. CCJ OH

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COMBINED CYCLE JOURNAL, Third Quarter 2005