CONSEIL INTERNATIONAL INTERNATIONAL COUNCIL

DES MACHINES A COMBUSTION ON COMBUSTION ENGINES

PAPER NO.: 200

Newly Developed Combined EGR & WEF System
to comply with IMO NOx Regulation Tier 3 for
Two-stroke Diesel Engine
Masanori Higashida, Kawasaki Heavy Industries, Ltd., Japan
Takuroh Nakamura, Kawasaki Heavy Industries, Ltd., Japan
Ikumi Onishi, Kawasaki Heavy Industries, Ltd., Japan
Katsuhiro Yoshizawa, Kawasaki Heavy Industries, Ltd., Japan
Hirotaka Takata, Kawasaki Heavy Industries, Ltd., Japan
Takamichi Hosono, Kawasaki Heavy Industries, Ltd., Japan

Abstract: IMO NOx emission regulation Tier 3
will come into force from 2016 and require the ma-
rine two-stroke diesel engines to reduce their emis-
sion below a cycle value of 3.4 g/kWh in Emission
Control Area. To cope with this regulation, the com-
bined EGR (exhaust gas recirculation)&WEF (water
emulsified fuel) system, aiming at effective NOx reduc-
tion with the minimum penalty in fuel oil consumption,
has been newly developed and provided for the full-
scaled test engine Kawasaki-MAN B&W 2S50ME-C.
EGR applied is so-called high pressured EGR featur-
ing compactness in components. Turbocharger cut-
out system and VT (variable turbine nozzle area) tur-
bocharger are incorporated in EGR system, which en-
ables it to reduce NOx with only a minimal impact on
fuel oil consumption, and to switch on/off depending
on the sea area. Wet scrubber is also incorporated
in EGR system to remove SOx and PM in the re-
circulating gas, which prevents corrosion and contam-
ination in the scavenging air system during EGR. De-
tection and control methods for water carry-over has
been newly established and tested. Water treatment
system is one of the most important systems for EGR
and has been developed to remove PM in the washing
water out of the scrubber. A special compact settling
tank with unique ditches has been developed based
on the sewerage treatment technologies and secures
the efficient removal of PM. This paper describes 1)
the characteristics of EGR system, such as relations
between EGR ratio and NOx emission, EGR ratio and
fuel oil consumption, etc. both on newly developed
EGR system with turbocharger cut-out system and
VT and on conventional EGR system without them,
2) the performance of scrubber including water carry-
over and 3) the capability of water treatment system.
And then 4) the result of the combined EGR & WEF
system measured on test engine is reported in com-
parison with EGR alone. In addition to the test results
by the test engine, this paper describes outline of our
original package type EGR system for on-board test.
The package EGR system that major components of
EGR are equipped on the main engine is introduced to
facilitate the installation of the system in the ship. On
the other hand, WEF technique is preceding EGR and
now provided for long term operation in order to accu-
mulate experiences in service field. The latest condi-
tion is reported additionally.

CIMAC Congress 2013, Shanghai

 checking the performance at shop/sea trial. This
paper also reports the in-service test results of
INTRODUCTION WEF.

Marine diesel engines have been working on

reducing the fuel oil consumption in a course of the
development for many years, and, as a result, have
contributed to maintain the global environment in
view of CO2 emission, but with increasing NOx
emission in return. Now the emission from cars and
industrial plants has been reduced, the reduction of
NOx emission from ships is one of the important
requirements to reduce global NOx emission. Under
these situations, the Tier 3 NOx emission regulation
by IMO (International Maritime Organization) will
come into effect from 2016 and force to reduce NOx
emission from marine diesel engines by 80% of
Tier 1 regulation in Emission Control Area. NOx
emission level required by Tier 3 regulation seems
unachievable only by the adjustment inside engine
or design improvements, which is requiring to
develop new technologies for diesel engines.
TEST FACILITY
Full Scale Test Engine 2S50ME-C
An arrangement of test facility for full scale test
engine 2S50ME-C is shown in Fig.1 and outside
view of them in Photo 1. Auxiliary machinery for test
engine is completely separated from that of
commercial production line, and solely prepared for
the test engine. The engine and facilities are so
designed as to cope with Marine Diesel Oil (MDO),
Heavy Fuel Oil (HFO), MDO & HFO water
emulsified fuel and low sulfur fuel such as Marine
Gas Oil (MGO), taking consideration of coming
reinforcement of the SOx emission regulation in
parallel with NOx regulation.

Generally, the reduction of CO2 (fuel oil

consumption) is in a relation of the trade-off with Test engine
reduction of NOx. However, in developing new Water brake
technologies, it is necessary to take account of not
only the combustion process in engine but also Control room
energies producing utilities such as chemicals and
auxiliary machinery. The economical efficiency and
CO2 emission through the whole producing and
running period have to be evaluated as an
important issue for new NOx reduction method.

The authors have focused their attention on the

Exhaust Gas Recirculation (EGR) and Water
Emulsified Fuel (WEF) as economically
advantageous technologies in the whole system. It
is difficult for WEF to clear Tier 3 regulation alone, Figure 1: Outline of test engine & facilities
but it enables to reduce NOx with a minimum
penalty. On the other hand, EGR is a technology
promising large NOx reduction, but the increase of
fuel oil and neutralizer for washed water in the
scrubber will be a burden with the increase of the
EGR ratio.

The authors think that the most economically

effective NOx reduction is achieved by combining
with EGR and WEF. Therefore, based on findings
in the laboratory and the test results on the small
diesel engine, EGR and WEF system suitable for
full scale two stroke diesel test engine were newly
developed and provided for various tests, and then
meaningful test results were obtained. A design of
new EGR and WEF system for the actual ship
which reflects these results is being pushed forward.

Meantime a prototype WEF system had already

been developed for practical marine use, and is
now provided for long term in-service test after Photograph 1: Outside view of test engine

CIMAC Congress 2013, Shanghai Paper No. 200 2

Main particulars of test engine are shown in Table 1.
In consideration that the generation of NOx
depends on the combustion process in the cylinder,
the engine type, which has a 50 cm bore and is the
most prevailing product in Kawasaki, has been
chosen for the most suitable engine to test. And, to
minimize the environmental influence at the test
and to realize the actual running condition as much
as possible, the two cylinder's engine was selected.
Volume capacities of scavenging air receiver and
exhaust gas receiver were designed large for the
test engine to reduce pressure pulsation due to two
cylinders. The engine power follows that of current
commercial engines, but the main structure and
capacity of auxiliary machineries have a sufficient
margin to prepare for the future power-up. The test
engine has a unique exhaust gas line and
scavenging air line with two different kinds of
turbocharger, that is, the larger turbocharger equips
with Variable Turbine Nozzle Area (VTA) and the
smaller one with the turbocharger cut-out system to
change scavenging air pressure effectively.
The electronically controlled engine has flexibility in
adjusting the fuel injection timing & profile and
exhaust valve timing even while engine running. It
is possible to carry out a lot of parametric tests in a
short time and to find efficiently the optimized
engine setups for the NOx reduction system
together with VTA tuning.
Table 1: Main particulars of test engine
Engine type Kawasaki -MAN B&W
2S50ME-C
Power 3,320 kW
Speed 127 r/min.
Number of cylinder 2 (KDIC) was introduced for building up a program to
Cylinder bore 500 mm
Stroke 2000 mm
Turbochargers MAN Diesel & Turbo
TCR20+TCR14
Variable control Turbine nozzle area
Fuel injection timing
Exhaust valve timing
Engine performance, exhaust gas property,
temperature of combustion chamber components,
turbocharger performance, and NOx reduction
system performance can be continuously monitored
from the control & monitoring room. Exhaust gas
properties (NOx, CO2, CO, O2, HC) are measured
by HORIBA MEXA-1500DS in accordance with
NTC2008, and Particle Matter (PM) by a dilution
tunnel of HORIBA MDLT-1302TMA according to
ISO8178. The latter is the method that a part of the
exhaust gas is extracted to the tunnel, diluted by
CIMAC Congress 2013, Shanghai Paper No. 200
Photograph 2: Control and monitoring room
fresh air, and cooled down and led to the filter to
trap PM. The weight of filter is measured by a micro
weight scale after drying up for a fixed period. The
weight difference between before and after PM
trapping is converted to PM concentration.
SOx (SO2/SO3) is measured by the sulfur oxide
analysis method that SOx is absorbed to hydrogen
peroxide water according to ISO 11632. SO3 is
caught by the spiral pipe collection method, and
then is assayed by the ion chromatography. SO2
single ingredient is continuously measured by using
a Non-dispersive infrared (NDIR) analysis (HORIBA
VA-3000).
In addition, the combustion analyzer is introduced
to measure pressure inside cylinder, fuel injection
rate and exhaust valve activation, and to analyze
heat release rate.
Prototype of Kawasaki Diesel Integrated Controller
totally control the NOx reduction system and
exhaust gas & scavenging air systems in response
to the engine running condition. As a matter of
course, an engine control device, a safety device, a
dynamometer control panel and a surveillance
camera projector for the security are located in the
engine control room other than KDIC as shown in
Photo 2.
EGR System
The schematic diagram of EGR system for test
engine is shown in Fig.2. The system is of high
pressure EGR" type where the exhaust gas
extracted from the exhaust gas receiver on engine
is used for the re-circulation. The system is
provided with a wet scrubber to cool down EGR gas
and to remove SOx & PM, and with an electric
motor driven blower to push the re-circulating
exhaust gas into the scavenging air receiver.
3
 Exhaust gas after the turbocharger is led to the top
Scavenging Air Receiver
of the scrubber, cooled down by the nozzle sprayed
water and mixed with the water furiously at the
WMC
scrubbing zone. Then the mist eliminator separates
Aux. Blower
Gas
Cooler
the water from the gas, and EGR blower returns the
WMC
gas into the scavenging air receiver.
Air
EGR Blower Cooler

WMC
A solution of sodium hydroxide is poured into the
Gas
Gas
Coole
nozzle sprayed water circulating in the scrubber
Cooler
and neutralizes SOx. The pH value of circulating
water is continuously monitored to control the
WMC dosage of sodium hydroxide properly.
Scrubber TCR14

TCR20
Chemical equation : SOx + 2NaOH Na2SOx + H2O
VTA
EGR Line This reaction proceeds faster under the condition of
Exhaust Gas Receiver
lower exhaust gas temperature and of higher pH
value. So it is important to lower the gas
No.1 Cyl. No.2 Cyl. temperature sufficiently and control pH value. As
the higher pH value than 9 will have a risk of
Figure 2: Schematic diagram of EGR scaling in the system, the controller is usually set at
7.
When EGR is in operation, the amount of exhaust
gas through the turbochargers decreases, as the The collision type dust collecting equipment is
result, the scavenging air pressure (Ps) drops. selected to trap PM. As the trapping efficiency rises
Then compression pressure (Pc) and maximum higher with smaller mist diameter and with
combustion pressure (Pmax) also drop, and the fuel increasing a relative velocity between gas and mist,
oil consumption turns worse. spray nozzles for circulating water are so installed
that the mist is injected against the gas flow. And
Therefore, the original EGR system was so gas/mist mixture is contracted while passing
arranged to prevent scavenging air pressure from through the narrow scrubbing nozzles, where the
decreasing by cutting out one of turbochargers gas-liquid contact is further promoted. The above
and/or by VTA and from having a penalty of fuel oil feature has made the equipment possible to trap
consumption during EGR operation. PM below 1 meter whereas the ordinary
equipment is difficult to trap them.
Scrubber System

One of important subjects to be overcome in EGR

is the sulfuric acid corrosion acting on parts in the
scavenging air and exhaust gas system. SO2 Exhaust Gas Inlet
(Sulfur dioxide) and/or SO3 (Sulfur trioxide) in the (From Engine)
Exhaust Gas Outlet
re-circulating gas forms the acid at the temperature (To Engine)
below their dew point.
Cooling Spray
It is also known that the exhaust gas from diesel Mist Eliminator
engine usually contains PM such as soot due to the
combustion characteristics and sulfates derived
from sulfur in the fuel. PM in the gas involves risks
of fouling the equipment in the re-circulating system,
abnormal wearing on cylinder liners/piston rings Scrubbing Water
and so on. Therefore it is essential for EGR to Nozzle
incorporate the equipment capable of removing
both SOx (SO2/SO3) and PM with high efficiency. Sodium
Hydroxide
(NaOH)
Authors, taking account of its compactness, easy Waste Water
maintenance and low running cost, have chosen a Treatment System

wet type exhaust gas cleaning method (hereafter

called Scrubber) as shown in Fig.3. The scrubber
consists of cooling spray, scrubbing nozzle and Figure 3: Schematic diagram of scrubber system
mist eliminator. An outside view is shown in Photo 3.

CIMAC Congress 2013, Shanghai Paper No. 200 4


Photograph 3: Outside view of scrubber
Waste Water Treatment System
IMO stipulates in 2009 Guidelines for Exhaust Gas
Cleaning System that, when discharging outboard
the waste water after cleaning of exhaust gas, its
turbidity must be lowered below the required value.
The contamination of cleaning water is caused by
SPM (Suspended Particulate Matter) trapped at the
scrubber, and the turbid level has to be lowered
down to the required value in turbidity. SPM is
removed by the tube settler firstly and by the
centrifugal type separator secondly. The system is
shown in Fig.4 and its components in Photo 4.
scrubber
Tube
Settler
Dirty
buffer Centrifugal
Separator
Sludge tank
To outside system
Figure 4: Waste water treatment system
<Tube Settler> <Centrifugal Separator>
Photograph 4: Components of waste water
treatment system
CIMAC Congress 2013, Shanghai
The settling is one of methods for removing foreign
particles, and is utilizing weight of PMs aggregates.
The tube settler incorporated has been improved in
its settling efficiency by introducing inclined pipes
that make settling distance shorter, which has
realized the compact settler.
TEST RESULTS OF WEF
Results of WEF Test
The water emulsified fuel is produced continuously
by stirring fresh water into fuel oil with a motor-
driven mixer in the fuel supply system. This system
was chosen to prevent stagnating emulsion fuel in a
tank from separating of fresh water and fuel oil, and
also to maintain the emulsion size constantly when
the engine load changes largely, in other words,
fuel flow amount through the mixer changes largely.
The water pouring ratio of the water emulsified fuel
is indicated in percentage of water mass for 100%
of fuel mass. An oil-soluble additive for fuel and a
water-soluble additive for water were used to
establish the stable water emulsion in MDO, and
the total mass of additives was 1 to 2% for 100%
fuel mass. The industrial use water was used as
pouring water.
As shown in Fig. 5, NOx emission decreases with
the increase of water pouring ratio proportionally at
75% load, and NOx reduction rate of approximately
35% was accomplished in case of water pouring
ratio of 50%. A little improvement of fuel oil
consumption was seen up to water pouring ratio of
40% as shown Fig.6. Auxiliary energy such as
electricity for driving the mixer is not included in fuel
Return oil consumption, but is considered negligible small,
Clean below 0.1% of fuel oil consumption. Waste heat
buffer
energy is used for a fresh water generator on board,
To Sea
and is sufficient to generate water for WEF.
110
Load 75%
Pmax = Constant
100
NOx emission ratio (%)
90
80
70
60
50
0 10 20 30 40 50
Water pouring ratio (%)
Figure 5: Relation between water pouring ratio and
NOx emission ratio
Paper No. 200 5
 4 2
Load 75% Load 75% Parametric test
3 Pmax = Constant 1
WEF test
Fuel oil consumption ratio %

NOx emission (g/kWh)

0

1 -1

0 -2

-1 -3

-2 -4

-5
-3
-6
-4
-4 -2 0 2 4 6 8
0 10 20 30 40 50
Fuel oil consumption (g/kWh)
Water pouring ratio (%)

Figure 6: Relation between water pouring ratio and Figure 8: Comparison between parametric test
fuel oil consumption and WEF test

In case of the electronically controlled engine, as

100 the maximum combustion pressure (Pmax) is
90
automatically adjusted and maintained without drop
at the increase of the water pouring ratio, the
80
improvement of fuel oil consumption is further
NOx emission ratio (%)

70 expected.
60
50 However, the electronically controlled engine has a
40 high fuel injection rate over the load range, there is
not a larger difference in the improvement of fuel oil
30
consumption between pure MDO and MDO WEF at
20 Water pouring ratio 40%
low load than that of the mechanically controlled
10 engine [1]. Needless to say, the difference between
0 MDO consumption for mechanically controlled
0 25 50 75 100 engine and MDO WEF consumption for electrically
Load (%) controlled engine will be larger.

Taking an advantage of the tuning flexibility on the

Figure 7: Relation between engine load and NOx electronically controlled engine, the influence to fuel
emission ratio with WEF oil consumption and NOx emission was investigated
for the various engine parameters such as
maximum combustion pressure, compression
pressure, scavenging air pressure, scavenging air
In case of the water pouring ratio being kept temperature, and exhaust valve open timing. As
constant, the NOx reduction rate is larger at higher shown in Fig.8, some NOx reduction and
load as shown in Fig.7. It is because the fuel improvement of fuel oil consumption can be seen
injection period per fuel injection amount at high by engine adjustment. However, it was difficult to
load is shorter than that at low load relatively. In drastically improve a relation of trade-off between
both high and low load, as the fuel injection profile NOx emission and fuel oil consumption. It can be
at the same lapse of time after the injection is same, understood that WEF is the effective technique in
their history of NOx formation are also same until reducing NOx emission without sacrificing fuel oil
the fuel injection ends. It means that NOx formation consumption.
per fuel injection amount is relatively lower at higher
load. On the other hand, the quantity of water in a
fuel contributing to temperature reduction of TEST RESULTS OF EGR
combustion gas is proportional to the fuel injection
amount, namely engine load. Therefore, the water Results of EGR Test
ratio is substantially larger for NOx formation at the
higher load, and the NOx reduction rate comes to For two cases of EGR, namely Scavenging Air
represent larger. Pressure (Ps) control EGR" and Normal EGR",
NOx emission, maximum combustion pressure

CIMAC Congress 2013, Shanghai Paper No. 200 6

 120
(Pmax) and fuel oil consumption were measured 25% Load
against EGR ratio. The results are shown in Fig.9 100 50% Load

NOx emission ratio (%)

and 10 separately. Auxiliary energy is not included 75% Load
in fuel oil consumption. 80 100% Load

In case of Normal EGR without scavenging air 60

pressure control by turbocharger cut out or VTA,
40
the decrease of scavenging air pressure,
compression pressure and Pmax was seen with the 20
increase of EGR ratio, and then a penalty of fuel oil
consumption appeared. By adding the effect of 0
decreased Pmax onto the effect of EGR, NOx 0 10 20 30 40
reduction in Normal EGR was larger than that of Ps EGR ratio (%)
control EGR. Therefore, it is considered essential to
incorporate the scavenging air pressure control if Figure 11: Relation between EGR ratio and NOx
the high pressure EGR system is applied. emission ratio

106

Fuel oil consumption ratio%

25% Load
105 50% Load
75% Load
104
12 108 100% Load

Ps control EGR
Fuel consumption ratio%

11 107 103
Pmax Normal EGR
10 106 102
(MPa)

Load 50%
9 105
101
8 104
Pmax

100
7 103
0 10 20 30 40
Fuel consumption
6 ratio
102 EGR ratio (%)
5 101
4 100
Figure 12: Relation between EGR ratio
0 10 20 30 40 and FOC ratio
EGR ratio (%)
All test results of EGR written below were obtained
Figure 9: Comparison between Ps Control EGR under the scavenging air pressure control. Fig.11 &
and Normal EGR for Pmax and FOC ratio 12 show NOx emission ratio & fuel oil consumption
against EGR ratio separately. Auxiliary energy is
not included in fuel oil consumption. Power
consumption of EGR blower, which is main part of
auxiliary energy, is approximately 1 % of fuel oil
120
consumption at EGR ratio of 30% and 100% load.
Ps control EGR
100
NOx emission ratio (%)

Normal EGR
NOx emission decreased proportionally with the
Load 50%
80 increase of the EGR ratio. NOx reduction of 80%
was achieved at EGR ratio of 36-38 %, which made
60 sure of the potential that even EGR alone was able
to cope with Tier 3 NOx regulation. However, while
40 the penalty of fuel oil consumption was
approximately 1 % up to EGR ratio of 30%, the fuel
20 oil consumption suddenly became much worse
when EGR ratio exceeds 30%. In case of EGR ratio
0
of 0%, the combustion in two-stroke diesel engines
0 10 20 30 40 takes place in the lean atmosphere where overall
EGR ratio (%) excess air ratio () is approximately over 2.0 in
general, modern two-stroke diesel engines have the
Figure 10: Comparison between Ps Control EGR potential of high EGR ratio. However, in case EGR
and Normal EGR for NOx emission ratio ratio exceeds more than 30%, it seems that zone of

CIMAC Congress 2013, Shanghai Paper No. 200 7

local below 1 around atomized fuel rapidly 100%Load 75%Load 50%Load 25%Load
expands. In such a case, the combustion
characteristics of diesel engines make the fuel oil
consumption worse rapidly as well as PM & CO Scrubber
emission due to the incomplete combustion. Inlet

Performance of Scrubber PM Removal Efficency

86.3% 85.2% 71.0% 61.0%

The performance for SOx de-sulfurization and PM
Scrubber
removal was measured at each engine loads under
Outlet
the constant EGR ratio. The scrubber was so
adjusted that L/G (circulating water/gas flow) ratio
was always more than 2 and pH value of circulating
water was controlled 7-8. While the scrubber in
operation, it is important to monitor whether or not Photograph 5: Comparison of PM measuring filters
the sprayed mist mixes with gas enough to lower
the temperature and the mist passes through the
scrubber accompanied with gas. For the former, the
temperature sensors is provided in EGR to watch 100
the gas temperature being always below 100. For
the latter, a differential pressure gauge is PM Removal Efficency(%) 80
introduced across the mist eliminator to detect
unusual differential pressure when water mist carry- 60
over happens. HFO
40 MDO
The efficiency of SOx de-sulfurization and PM
removal is calculated by the formula below, 20

Removal efficiency (%) = (1-(density at scrubber

0
outlet) / (density at scrubber inlet)) x 100
0 25 50 75 100
As the result of EGR performance test operation, Load(%)
the efficiency of SOx de-sulfurization was measured
more than 90% at each load points. For example, Figure 13: PM removal efficiency
the data at 75% load test is shown in Table 2. SO3
connected directly with sulfuric acid was removed Whereas the efficiency of the venturi type scrubber
to almost perfection. SO2 is also reduced by more on the market drops largely with gas velocity
than 90% (density below 10 ppm at EGR out). And slowing down, this scrubber works so as to
it has been noted that the efficiency can be maintain the flow velocity and sequent high
improved by increasing the dosage of sodium efficiency by increasing L/G (circulating water/gas
hydroxide (toward alkaline side). flow) ratio at low engine load where the gas
quantity decreases.
Photo 5 shows the comparison of PM trapped by
filter at each engine load. The darkness of PM at The performance of scrubber was also measured
scrubber inlet increased with higher engine loads, on the engine running on HFO as well as MDO, and
but those at scrubber outlet showed mostly white, verified to have the efficiency of more than 90% in
which proved that PM was well trapped the SOx de-sulfurization.
scrubber with high efficiency. The efficiency at
100% load reached up to 85% and higher. As to PM removal, the efficiency on HFO was
higher than that on MDO, as shown in Fig.13,
because it is considered that PM at burning HFO
has a rather large particle size and the collision with
Table 2: De-sulfurization results of SO2 and SO3 mist takes place easier. And, abnormalities such as
blocking in the scrubbing nozzles were not seen.
Engine Scrubber
Desulfurization Ratio
Parameter Parameter
SOx SO2 SO3 Performance of Waste Water Treatment System
EGR Ion HORIBA Ion
Load L/G pH Chromatograp Chromatograp
Ratio VA-3000 The performance was measured at 100% engine
hy Analysis hy Analysis
75% 30% 2 78 93% 91% 96%
load where the turbidity indicated the highest value

CIMAC Congress 2013, Shanghai Paper No. 200 8

in both MDO and HFO cases. Waste water was TEST RESULTS OF COMBINED
sampled at three outlet points of scrubber, tube EGR & WEF
settler and centrifuge separator when the engine
and systems were running steadily.

The results are shown in Table 3 and Photo 6. 120 WEF 40%
EGR 35-40%
The turbidity was measured by 90 degree Standard (Tier 2 setup) EGR 30-35%+WEF40%
scattered/transmitted light method (Hach 2100Q). 100

NOx emission ratio (%)

When running on MDO, the tube settler by itself 80
was proven to have the efficiency of more than 95%.
Further, in combination with the centrifuge, the 60
turbidity was improved up to 0.3% of initial
circulating water. Such waste water duly complied 40
with IMO guideline and was allowed to be
discharged outboard. Also it might be possible to 20
re-use the water not almost including SPM as the
0
circulating water.
0 25 50 75 100
On the other hand PM increases when running on Load (%)
HFO and the turbidity of circulating water rises up
as well, comparing with MDO case. However, as Figure 14: Results of NOx emission reduction for
the removal efficiency each of tube settler and/or EGR & WEF
centrifuge is well higher in HFO case than MDO,
the waste water in HFO case complies with IMO The principle of NOx reduction by WEF is a
guideline as well. dropping in the gas temperature due to the
evaporation latent heat of the water in fuel. On the
Newly developed waste water treatment system, other hand, that of EGR is a decline of the
combining centrifuge and tube settler, has been combustion reaction velocity, resulting in a dropping
verified to have a capability in complying with IMO in the gas temperature due to the hypoxia
guideline including pH, Nitrates, and PAHs combustion by mixing exhaust gas with scavenging
(Polycyclic Aromatic Hydrocarbons) for both MDO air. Therefore, it was considered that these two
and HFO. techniques were able to associate each other and
the effect [2] had been checked on a commercial
Table 3: Results of turbidity two-stroke diesel engine.
Engine Parameter Turbidity
The authors carried out the test with combined
EGR Scrubber Tube Settler Centrifugal Separator
Fuel Load
Ratio Outlet Outlet Outlet EGR & WEF on the latest electronically controlled
MDO 100% 5.9% 0.3% test engine. The EGR was of high pressure type.
100% 30%
HFO 100% 1.0% 0.02% Test result is shown in Fig.14. NOx reduction of
80% was achieved at EGR ratio of 30% and water
pouring ratio of 40%, which proves that the
combined EGR & WEF has a large potential to
cope with Tier 3 NOx regulation. It has been
recognized that NOx emission ratio of the combined
EGR & WEF is obtained by multiplying NOx
emission ratio of EGR by NOx emission ratio of
WEF. EGR ratio can be decreased in response to a
portion of NOx reduction by WEF, if the NOx
reduction is maintained same in total. The engine
will have a minimum penalty of fuel oil consumption,
when operated below EGR ratio of 30% as
mentioned before. To obtain the NOx reduction
Scrubber Tube Centrifugal which copes with Tier 3 NOx regulation, the EGR
Outlet Settler Separator ratio becomes approximately 30% in combined
Outlet Outlet EGR & WEF, and more than 35% in EGR alone at
the normal engine output. Fuel oil consumption of
Photograph 6: Comparison of waste water at each
combined EGR & WEF is equivalent to that of WEF
component in case of HFO
in case of below EGR ratio of 30%, and fuel oil

CIMAC Congress 2013, Shanghai Paper No. 200 9

consumption of WEF is equivalent to that at normal
running of Tier 2 standard setup engine. Therefore,
a penalty of fuel oil consumption of combined EGR
& WEF is ignored. Auxiliary energy is not included
in fuel oil consumption, but is lower than that of
EGR alone due to lower EGR ratio.
It was made sure of the behavior of NOx reduction
and fuel oil consumption on HFO as well as MDO.
And the cylinder condition was checked by visual
inspection and by monitoring of iron concentration
in the scavenge air box drain, but any abnormality
was not seen through the tests.
ON-BOARD TEST
In-service Test for WEF
WEF precedes EGR in the development. WEF was
already provided for test operation at shop and sea
with a commercial two-stroke diesel engine, and
checked the exhaust gas properties and engine
performance. The system has been provided for the
endurance test in service since June 2011 and will
be continued for another two years.
No additive was used to emulsify water in HFO.
The water to be used for pouring is distilled water
formed by fresh water generator on board.
The experimental DATA is being collected by the
periodical visit onboard where combustion
chambers, exhaust gas system and fuel oil system
are inspected. And also, DATA of main engine
performance, photographs of cylinder conditions
and exhaust gas system are periodically sent from
the ship by e-mail for fine follow up.
No.1 Cyl. No.2 Cyl. No.3 Cyl.
No.4 Cyl. No.5 Cyl. No.6 Cyl.
Photograph 7: Cylinder conditions
after 3500 running hours with WEF
CIMAC Congress 2013, Shanghai Paper No. 200
Cylinder condition after 3500 running hours with
WEF is shown in Photo 7. Abnormal abrasions or
corrosions are not seen at all, and then there
seems no difference between the cases of WEF
and pure HFO. For exhaust gas system and fuel oil
system, abnormal conditions are not seen, too.
In addition, taking account of marine use, a
dynamic limit function of water pouring rate
corresponding to various fuel properties, and a
conversion function from the actual fuel rack index
to that equivalent to usual fuels were newly
developed and incorporated into the control unit.
The effectiveness of these functions was made
sure during the long term test in service.
In-service Test for Combined EGR & WEF
As mentioned before, it is considered that
combined EGR & WEF is able to cope with Tier 3
NOx regulation and is the most competitive method
from the viewpoint of running costs including fuel oil,
electric energy, chemicals etc. In addition, it is also
important to take account of the fuel oil
consumption in Non-ECA (Emission Control Area)
because ships seem to be operated mostly in Non-
ECA.
In Non-ECA, the high pressure EGR system with
scavenging air pressure control enables higher
Pmax than that of conventional Tier 2 setup
engines at part load, which is the same
phenomenon as exhaust gas amount through the
turbochargers decreases in case of EGR.
The high pressure EGR system enables the fuel oil
consumption to be improved by 3-4% at part load,
compared to conventional Tier 2 setup engines
inside Non-ECA.
In the meantime, for the improvement of fuel oil
consumption at high load inside Non-ECA, WEF
and newly developed Turbo Compound System
(TCS) which is one of the waste heat recovery
systems will be suggested. The TCS is of self-
conclusion type that has an original power turbine
and drives the crankshaft via reduction gears.
Another feature of combined EGR & WEF system is
a high compatibility with residual fuel oils. Sulfur
content in the fuel will be limited below 0.1% inside
ECA and 0.5% globally by the SOx regulation after
2020. As SOx is removed efficiently by the scrubber
in EGR system, the high pressure EGR promotes in
using HFO together with a SOx scrubber for Non
EGR gas. On the other hand, a surface-active type
additive is required to mix fresh water into MDO for
the case of MDO WEF. However, such additive is
not needed for HFO WEF, because residual oils
10
contain surface-active ingredient originally and the
difference in specific gravity between water and
HFO is small, which also promotes using HFO.

Prior to the practical use of combined EGR & WEF,

onboard service tests are required to check the
safety and durability for a long term before putting
into the market. System design of the combined
EGR & WEF for service test is shown in Fig.15.
Components are arranged in relation with the
combined EGR & WEF system. Main components
for EGR are fitted on the main engine to minimize
outfitting at the shipyard, which is named
Packaged EGR system. Apparatus forming waste
water treatment unit is assembled to a unit.
Apparatus for WEF is also unified, and the shipyard
only puts the unit in the conventional fuel oil line.

EGR including water treatment system and WEF Figure 16: Image of Packaged EGR system
are automatically controlled by the KDIC (Kawasaki
Diesel Integrated Controller) in response to engine
control. ECA mode" as one of engine operation
modes will be also provided in the electrical engine
control system.

Finally, Fig.16 shows the image of a main engine

with Packaged EGR system for MAN B&W
7S60ME-C8.2 (16,660 kW x 105 r/min.) which is
typically selected for Pure Car Carrier or LPG
Carrier, and Fig.17 for the waste water treatment
unit. Outer size of the waste water treatment unit
will be approximately 3m width x 3m length x 3m
height.

Fresh Figure 17: Image of waste water treatment

HFO Water
WEF
Flow Meter Unit
WEF
Mixer Unit
WEF Water
Supply Unit
system
Fresh Water
Hydro Tank

Packaged EGR CONCLUSIONS

Main Engine
The following are summarized as test results of
WEF, EGR and combined WEF & EGR using the
EGR System
Supply Unit
for Scrubber
full scale two-stroke diesel test engine Kawasaki -
Water
MAN B&W 2S50ME-C.

Sludge Waste Water (1) Water Emulsified Fuel (WEF) is the effective
Tank Treatment
Unit Sodium
Hydroxide
technique that can reduce NOx emission with
Water Tank an acceptable small penalty of fuel oil
Discharge to sea consumption.
Scope of supply by shipyard
Scope of supply by Kawasaki (2) In case of Exhaust Gas Recirculation (EGR)
without scavenging air pressure control,
scavenging air pressure, compression pressure,
and maximum combustion pressure are
Figure 15: System arrangement of EGR & WEF lowered with the increase of EGR ratio, and
then the fuel oil consumption becomes worse. It

CIMAC Congress 2013, Shanghai Paper No. 200 11

 is therefore essential to incorporate the REFERENCES
scavenging air pressure control into the high
pressure EGR system. [1] Higashida, M., Nagamachi, K., Toyoda, S.,
EXPERIMENTAL CHALLENGE OF ON-
(3) In case of combined EGR & WEF, EGR ratio BOARD WATER EMULSIFIED FUEL SYSTEM"
can be set in the range of less fuel penalty ISME 2011, Paper-ISME552
thanks to the support by WEF in NOx emission.
As the result, the combined system is able to [2] Miki, Y., Nakano, K., Sonoda, K., Nakamura, Y.,
keep fuel consumption equivalent to that of Tokuoka T., Sakurai H., Reduction of NOx
Tier 2 engine. Emission for Large Marine Diesel Engine" (in
Japanese) JSME 29(2), 1994 pp. 208-214
(4) The newly developed wet scrubber system for
EGR is equipped with the narrow scrubbing
nozzles with active L/G control and has been
verified to have a satisfactory removal
performance for SOx and PM with preventing
the carry-over of water mist.

(5) The newly developed waste water treatment

system for EGR is equipped with the centrifuge
and the tube settler together, and has been
verified that the system is able to clear the IMO
guideline of discharging water outboard both on
MDO and HFO running.

(6) The technique for WEF has been established

through the in service experience on the
prototype WEF for more than 2 years.

ACKNOWLEDGEMENTS
To comply with severe environment regulation in
future, it seems essential to develop and push
forward new technologies under the cooperation in
a body with ship owner, ship operator, shipyard,
and engine builder.

In the stage of developing the system, demand,

anxiety and problem were raised up and solved by
ideas and understanding from the individual
standpoint.

Service test is a touchstone of such scheme where

we believe to go ahead the further new
development soon.

Many thanks to the involved firms for making the in-

service test of WEF possible:

- KAWASAKI KISEN KAISHA, Ltd., Japan

- K LINE Pte Ltd., Singapore
- Fleet Ship Management Pte Ltd., Singapore
And to the supplier:
- Nabtesco Corporation, Japan

CIMAC Congress 2013, Shanghai Paper No. 200 12