CONS E I L I NT E RNAT I ONAL I N T E R N A T I ON A L C OU N C I L

DES MACHINES A COMBUSTION ON C OMB U S T I ON E N GI N E S

CIMAC Central Secretariat c/o VDMA e.V. Lyoner Strasse 18 60528 Frankfurt/Germany
Tel: +49 69 6603 1567 Fax: +49 69 6603 1566 e-mail: CIMAC@vdma.org Internet: www.cimac.com
POWER STATION PERFORMANCE
OPTIMISED BY THE USE OF
FUEL TREATMENT ADDITIVES
Bert Wouters, Maintenance and Operations Manager
Peruhmahan Bukit Indah Sukajadi Jl Cemara Angin nr 9, 29432 Batam,
Tel.: +62 8127041430
Email: b.wouters@Batam.wasantara.net.id
Jonas stlund, Technical Manager, Bycosin AB
Saegverksgatan 7, 65114 Karlstad, Sweden
Tel.: +46 54 67 04 50
Email : jonas.ostlund@bycosin.se
Arnim Marschewski, Technical Service Manager, Octel Deutschland GmbH,
Thiesstr. 61, 44649 Herne, Germany
Tel.: +49 2325 980 233
Email: Marschewski@Octel.de
ABSTRACT
A report is presented, showing an economical way
on how the operation of a Power Station burning
heavy fuel oil was improved by the introduction of
fuel treatment chemicals. The chemical
background as well as the situation before and
after the trial; including all data collected during the
trial period, is presented in this report.
The objective of the test was to establish and
compare performance patterns between both units.
The main reason for adding the fuel additive was to
observe how the reduction of carbon deposits in
the combustion chamber, on the valves, in the
turbo charger and the exhaust gas system
positively effects all the other operational
parameters, e.g. exhaust gas temperature,
turbo charger efficiency and, finally, the specific
fuel consumption.
INTRODUCTION
Nowadays the milestones for an efficient and
economical operation of a Power Plant are the
engine design, the way of operation and the
available fuel.
Engine technologies are increasing very fast and
also the education level of the people for a
professional way to operate the engine. The only
parameter that can not be influenced directly, is the
availability of a good and economical fuel.
Especially for modern four stroke engines with high
output, the combustibility of the fuel is of
CIMAC Congress 2004, Kyoto Paper No. 212 2
paramount importance to achieve reliable
operation of the engine.
One way to improve the combustion of the fuel in
the engine, without altering the specification of the
fuel, is to introduce a chemical combustion
catalyst. The operational and economical effects
are shown in this paper.
SCIENTIFIC CHEMICAL BACKGROUND
The chemical combustion catalyst chosen for this
test was PLUTOcen

HF69 . The active compound

in the PLUTOcen

products is an iron-containing
organometallic chemical called ferrocene. It is a
sandwich compound, consisting of a pair of
pentadienyl rings with an iron atom squeezed in-
between. Ferrocene has the formula (C
5
H
5
)
2
Fe, a
molecular weight of 186.04, and is an orange
crystalline substance that is insoluble in water but
soluble in organic solvents and fuels. A number of
studies have been performed to elucidate the
mechanism by which ferrocene affects soot
production in combustion process mainly in flames
[1] Mitchell et al.[2] found that ferrocene enhances
the oxidation rate of the soot. Perhaps the most
revealing study into the effects on soot formation of
ferrocene additivation is that of Ritrievi et al.[3],
who used a ferrocene-seeded, premixed ethylene
flame and performed Auger and Mossbauer
analyses on the soot thus formed. They found that
ferrocene addition led to soot particles that
consisted of an outer layer of carbon with an iron
oxide core. This observation serves to confirm the
hypothesis that ferrocene acts, by initially being
oxidised in the flame to form a solid iron oxide
particle that serves as a nucleation centre for
subsequent soot growth. At the elevated
temperatures of the flame, the soot particle can be
destroyed by reactions between the carbon of the
soot and the iron oxide. The FEV [4] and the
University of Rostock [5] carried out similar
investigations of combustion in diesel engines.
The description of the working mechanism is
simplified, only relevant products are considered. It
has to be seen as an example. The complete set of
reaction steps and the kinetic parameters have to
be known together with all partial pressures to
predict the exact behaviour of each individual
engine and combustion.
Step 1: Combustion of Ferrocene and fuel oil
The combustion of fuel oil leads to carbon dioxide,
carbon monoxide and carbon (soot)
C
m
H
n
+ z O
2
CO, CO
2
, C
solid
...
The combustion products of Ferrocene are iron
oxides and carbon dioxide
Fe(C
5
H
5
)
2 +
O
2
Fe
x
O
y
+ CO
2
...
The main combustion product of Ferrocene is iron
oxide Fe
2
O
3
(and slight amounts of FeO).
Step 2: Soot reduction activity of Ferrocene
Iron oxides and soot react to carbon monoxide or
carbon dioxide and iron
2 Fe
2
O
3
+ 3C 4 Fe + 3CO
2
FeO + C CO + Fe
Step 3: Reactivation of the catalytic activity
Iron and oxygen react to iron oxide
4 Fe + 3O
2
2 Fe
2
O
3
and the catalytic cycle can start again.
The mechanism described above indicates that the
active compound is Fe
2
O
3
that is the base of the
catalytic cycle.
3
FIELD EXPERIENCE
The Power Plant
The Power Plant PLTD SEI BALOI is located in
Batam, Indonesia. The plant has been in operation
since 1995, operated by PNL under the supervision
of Wartsila Indonesia.
The system:
Engines 2X Stork Wartsila 9 TM 620
Rated Output 12,4 MW at 428rpm per engine
T/C VTR 714-323/SLE03
Generator ABB type HSG 1600S14
Elect. Output 15430KVA each
Introduction:
In order to determine the results of treating heavy
fuel with Octel PLUTOcen HF 69 a trial is being
conducted at PLTD Sei Baloi, Batam.
Data collected mainly represents performance and
production data.
The fuel additive is a combustion catalyst used for
optimising the combustion process, resulting in a
reduction of soot and unburned hydrocarbons in the
exhaust gasses.
Targets by adding this fuel additive are:
- Reduction of build up of carbon deposits on piston
crown, combustion chamber, exhaust and inlet
valves.
- Reduction of build up of carbon deposits on the
nozzle ring and turbine blades of the turbo charger.
- Reduction of carbon deposits on the heat
recovery system exhaust gas boiler.
For comparison one engine is running on treated
fuel while the other engine uses untreated fuel.
Objective of the test is to establish and compare
performance patterns between both units. At the
end of the test the engine which has been
operating with treated fuel will be opened to check
individual parts for build up of carbon deposits.
Observations:
Note for comparison of the units.
Engine no. 2 runs with treated fuel
Engine no. 1 runs with untreated fuel
The fuel additive is dosed directly into the fuel
booster module at a dosing rate of 1 ltr. per 2500
ltrs. fuel. The treated fuel is preheated in the
booster module and from there goes directly to the
engine. Prior to start of the test all injectors were
overhauled and new atomisers were fitted.
Output:
Engine no. 2 had a slightly higher output than
engine no. 1 during the test.
Average outputs of the engines for the duration of
the test is:
Engine no. 1: 9.1 MW (9.5 MW non de-rated load
see note)
Engine no. 2: 9.8 MW
Note: the average output of engine 1 is significantly
lower because for the last 1.5 months that we
recorded the performance, the engine output was
de-rated due to a broken cylinder head stud.
Exhaust gas temperatures:
The exhaust gas temperature is a direct indication
of the combustion process. Exhaust gas
temperature will be influenced by the condition of
the fuel injection equipment eg. atomisers and
high-pressure fuel pumps, and the type or quality of
fuel used. Another parameter, which is of direct
influence on the exhaust gas temperature, is the
amount and temperature of scavenging and
combustion air. The latter is directly related to the
turbocharger performance and charge air cooler
condition. High exhaust gas temperatures result in
CIMAC Congress 2004, Kyoto Paper No. 212 4
high thermal stresses on the cylinder heads and
inlet and exhaust valves. On some cases even de-
rating the output of engines is required to stay
within safe parameters. Although de-rating of an
engine reduces the exhaust gas temperature and
output, in practice the heat balance is not within the
design parameters. Although Engine no. 2 is
running on a higher average load a significant
difference in exhaust gas temperature can be
observed.
On average the exhaust gas temperature on
engine no. 2 is 392 deg C whereas the average
exhaust temperature on engine no. 1 is 396 deg C.
Considering the difference in output the difference
will be higher on equal output of both units. In order
to get the maximum yield out of the injected fuel it
is very important to have a quick and complete
combustion in the cylinder. Heavy hydrocarbons
tend to burn at a slower rate than light
hydrocarbons which can result that the injected fuel
is not completely combusted at the moment the
exhaust valves open. As a result, the exhaust gas
temperatures will rise. Furthermore, the conditions
under which the heavy hydrocarbons combust are
far from ideal. This will result in incomplete
combustion of these particles and a build up of
carbon residue on piston crowns, exhaust valves,
turbocharger nozzle rings and turbine blades and
exhaust gas boiler. The build up of carbon residue
on the piston has a negative effect on the overall
performance of the engine. The carbon deposits
rub against the cylinder wall polishing it, i.e.
removing the honing grooves that are so important
for lubrication. A vital condition for optimum
compression is the proper sealing between piston
rings and liner wall and good functioning of the
cylinder liner lubrication. Deep grooves in the
cylinder liner, sticking or worn piston rings and lack
of a lubrication oil film on the cylinder liner prevent
adequate sealing. This will cause blow by of the
exhaust gases and subsequent loss of compression
and combustion pressure, which results in high
exhaust gas temperatures and loss of power
generated by the engine.
Another problem of gases leaking into the cylinder
block because of blow by, is the negative effect
they have on the lifetime of the lubricating oil when
the gases condense and enter the lubricating oil
charge. Improving the combustion efficiency
through optimising the conditions to obtain
maximum compression pressures is of major
importance. This will assure optimal conditions for
proper compression and the related combustion
process, which as a result should be beneficial with
regard to fuel consumption, lube oil consumption
and general wear on pistons, piston rings and
liners. This is not only a direct saving in operational
cost but subsequently an advantage for
environmental reasons due to the reduction of
sludge and the improvement of combustion which
leads to cleaner exhaust gasses.
Turbocharger:
Comparing the turbocharger speeds of engine no. 1
with engine no. 2 reveals that on equal load of
about 10 MW the turbocharger speed of engine no
2 is about 200 rpm lower. The air inlet pressure in
the receiver is about the same for both engines.
However, an indication for the amount of energy
that is absorbed by the turbo charger is the
temperature drop over the turbocharger. This
temperature drop is on average for engine no. 1
116 deg C, whereas the temperature drop over the
turbocharger of engine no. 2 is 130 deg C. A
higher efficiency of the turbocharger will result in
more combustion air, which in turn will lead to more
complete combustion and the reduction of carbon
deposits. Fouling of the nozzle ring by carbon
5
deposits will lead to high exhaust gas velocity
through the turbine side. As a result, less energy is
transferred to the turbine and the exhaust gas
temperature is higher after the turbine. In
exceptional cases of fouling the turbine starts
operating in an unstable area resulting in surging.
Fuel consumption:
During the trial period a slight difference in fuel
consumption between engine no. 1 and engine no.
2 is observed. As a remark I should like to add that
we measured the uncorrected specific fuel
consumption in ltr/kW. An engine, which operates
with a higher output, will generally have a better
specific fuel consumption. Due to normal wear of
the fuel injection equipment and engine
components after overhauls there will always be a
rise in the specific fuel consumption. Apart from the
general condition of the engine the quality of the
fuel and circumstances under which the engine is
operated are of influence on the specific fuel
consumption. Because both engines operate under
the same circumstances and run on the same fuel
we can eliminate these influences for comparison
only. When comparing the trend of specific fuel
consumption it can be noticed that the trend line for
engine no. 2 increases less steeply compared to
engine no. 1.
Findings after opening engine no. 2 for
overhaul:
Engine no. 2 has run for a total amount of 2341 hrs
with fuel additive. Before beginning the test the
engine had 3962 running hours from the previous
overhaul. During the previous overhaul all cylinder
heads and pistons were removed and cleaned. As
previously described, before starting the test with
fuel additive, only the injectors were overhauled
and new atomisers were mounted. After opening
the engine and inspecting the individual engine
parts before cleaning it was noticed that the build
up of carbon on the cylinder heads and exhaust
gas housing assemblies was less than we found
during previous overhauls. The build up of deposits
on top of the piston crown were also less than
during previous overhauls. The build up of dirt on
the side of the piston and in the piston ring area
was about the same as during previous overhauls.
Compared to previous overhauls we found that the
composition of the deposits found on the cylinder
heads and exhaust valve housings were soft and
could easily be removed. The build up of deposits
on the top of the piston crown was of a harder
composition but it was also easy to remove it.
There was no indication of sticking piston rings,
which was also not experienced during previous
overhauls. Due to the softer composition of the
carbon deposits, the time and effort needed for
cleaning the engine parts was considerably
reduced. The build up of deposits on the turbo
charger nozzle ring and turbine blades was quite
heavy. The composition of the deposits was very
hard and removal was difficult, but it has to be
mentioned that the turbo charger had been in
operation for more than 10,000 hrs without fuel
additive counting from the last turbo charger
overhaul.
CONCLUSIONS
Use of PLUTOcen HF 69 for the duration of 14
weeks has resulted in a drop of exhaust gas
temperatures, which resulted in an increase of
available power for engine no. 2.
After about 10 weeks we noticed that there was an
increase in fuel temperature which can be the
result of wear on the nozzles and/or change in
composition of the fuel.
CIMAC Congress 2004, Kyoto Paper No. 212 6
There is no detailed fuel analysis available but
measurements for specific gravity showed an
increase from 0.946 kg/dm3 to 0.987 kg/dm3 at 15
deg C. Trends regarding the uncorrected specific
fuel consumption showed a lower increase of the
specific fuel consumption for engine no. 2
compared to engine no. 1. The temperature
converted energy in the turbocharger is higher for
engine no. 2 than engine no. 1. Due to a
mechanical failure (broken cylinder head stud) the
output of engine no. 1 was de-rated and for 8
weeks a good comparison between both engines
was difficult to make. Regarding the build up of
carbon deposits we noticed a reduction on the
cylinder heads and exhaust valve housings and the
removal of the carbon deposits was easy that
decreased the down time during maintenance. The
fact that the carbon deposits are softer will also
contribute positively to the prevention of cylinder
liner polishing, sticking piston rings and general
wear of valves and valves seats.
The calculations are only related to the savings in
fuel. In practice the savings will most probably be
higher if the reduction in maintenance is taken into
consideration. Based on measurements and
findings during overhaul and test period, we feel
that the use of additive during the test period had a
positive impact on the operation of this engine.
NOMENCLATURE
MW Mega Watt
rpm revolutions per minute
kVA Kilo Volt Ampere
ltr Litre
deg C degree Celsius
hrs hours
kW Kilo Watt
REFERENCES
[1] Bonczyk, P., United Technologies Report, No.
R87-957464-A, 1987
[2] Mitchell, J.B.A., Miller, D.J.M.; and Sharpe, M.,
Combust. Sci. Technol. 74 (1-6): 63, 1991
[3] Ritrievi, K.E., Longwell, J.P., and Sarofim, A.F.,
Combust. Flame 70:17, 1987
[4] Projektstudie FEV: Einflu von Ferrocen auf die
Verbrennung / Rubildung im Dieselmotor, 1993
[5] Investigation of the influence of the additive
ferrocene on the combustion of heavy fuels in
diesel engines, 1995
CONTACT INFORMATION
BERT WOUTERS
Maintenance and Operations Manager
Peruhmahan Bukit Indah Sukajadi
Jl Cemara Angin nr 9
29432 Batam,
Tel.: +62 8127041430
Email: b.wouters@Batam.wasantara.net.id
JONAS STLUND
Technical Manager
Bycosin AB
Saegverksgatan 7
65114 Karlstad,
Sweden
Tel.: +46 54 67 04 50
Email: jonas.ostlund@bycosin.se
ARNIM MARSCHEWSKI
Technical Service Manager
Octel Deutschland GmbH
Thiesstr. 61
D-44649 Herne
Germany
Tel.: +49 2325 98 02 33
Email: marschewski@octel.de
7
Attachment 1: Comparison of specific fuel consumption
CIMAC Congress 2004, Kyoto Paper No. 212 8
Attachment 2: Comparison of fuel costs
9
Attachment 3: Diagrams
CIMAC Congress 2004, Kyoto Paper No. 212 10
Attachment 4: Diagrams
11
Attachment 5:
Batam Power Plant, Indonesia
Engine Storck Wrtsil 9TM 620
CIMAC Congress 2004, Kyoto Paper No. 212 12
Attachment 6: Cylinder heads and Cylinder Liners
Engine 1 Engine 2