Dual-fuel plant operates in simple- or combinedcycle mode

Posted on October 14, 2013 by Team CCJ

The CCUG takes an integrated approach to the design, operation, and maintenance of simple- and combined-cycle plants, setting it apart from the traditional user organizations serving gas-turbine owner/operators, which focus on a specific piece of equipmentthe Frame 6 engine, for example. At the 2013 meeting of the Combined Cycle Users Group, September 3-5, in Phoenix, several short presentations and open discussion concerning the idiosyncrasies of operating a dual-fuel combined cycle also permitted for simple-cycle service illustrates the point. The utility that owns this plant first installed a diverter damper on a combined cycle to allow for commercial operation in simple cycle while work continued on the Rankine portion of the facility. But the operational advantages experienced convinced the owner to make diverter dampers a standard feature on all of its new combined cycles. The damper arrangement is as follows: Between the gas-turbine exhaust outlet and heat-recovery steam generator inlet theres a flap type damper on the GT side which is included in the engine scope and a downstream guillotine backup which is part of the HRSG scope. These are open when operating in the combined-cycle (CC) mode, closed for simple-cycle (SC) service. A damper in the GT bypass stack is closed for CC operation, open for SC. A careful review of local/regional emissions standards obviously is required before deciding if a plant capable of both combined- and simplecycle operation has economic benefit at a given location. SC emissions might be a sticking point, the speaker said, and a deal-breaker. Review of requirements for the continuous emissions monitoring system (CEMS) is a good place to begin your evaluation. Most air permits in the US require CEMS on each exhaust stack, the speaker noted. So a unit train with separate GT and HRSG stacks requires two sets of CEMS. Listening to the presentation, your initial thought is that doesnt seem difficult to deal with. But its never quite that simple. Consider, for example, that air permits generally are written with separate limits on emissions and operating time in the simple-cycle mode and, if dual fuel, also on the secondary fuel. For transitions between combined- and simple-cycle operation, the user continued, the air permit usually will define each operating mode for CEMS data-logging and emissions reporting purposes. The position of the

diverter damper, as indicated by a limit-switch signal, sometimes is used for this purpose. This prevents the need to report simultaneous emissions from both stacks, which might occur if there is zero error on one CEMS system or if there is damper leakage during unit operation. As the speaker dug into the details, it became apparent that project viability likely hinged on SC emissions requirements. CC NOx emissions wouldnt be a problem because SCR catalyst is integrated into the HRSG. But that same catalyst is not suitable for use in the SC train because of the high exhaust temperatureup to about 1200F or several hundred degrees hotter than the limit recommended by the catalyst manufacturer. Dilution air is an option for reducing gas temperature, but capital and operating costs probably would make it impractical. The speaker noted that the capital cost of a dilution-air system can be as much as 50% of the cost of the GT. Another wrinkle: Recent GT design improvements have focused on increasing output and/or efficiency, both dictating higher firing temperatures conducive to increased NOx production. This is not a concern for CCs because more catalyst in the SCR can solve the problem. One way to reduce SC emissions without installing an SCR, the speaker said, is to dial back the firing temperature, which also decreases output somewhat. However, this may be a viable emissions-reduction option in ozone attainment areas. Operations-related considerations for SC-capable CCs include purge requirements. These may not be as well defined as you might like. The speaker said that for simple-cycle operation, only the SC exhaust system is purged and the damper remains in the bypass position from startup to shutdown. Similarly for CC-only operation, the HRSG and ductwork are purged through the stack to atmosphere and dampers remain in the CC position from startup to shutdown. Simple enough. However, NFPA 85 says the following in Section 8.9.2.1: A purge of both the HRSG enclosure and the bypass system shall be completed prior to the admission of combustion turbine exhaust gas into the HRSG. This is open to interpretation, the speaker indicated, and can be taken to mean that separate purges of the SC exhaust system, and the HRSG and associated ductwork, must be completed prior to any unit operation in which a transition may be made from CC to SC. GE takes this as its official position and refuses to control diverter dampers in a manner that would allow a transfer from CC to SC on the fly unless separate purges of SC and CC had been performed prior to unit operationthat is, either during startup or from the previous shutdown if purge credit conditions have been met.

A dual-fuel gas turbine further complicates the purging requirements of a diverter-damper arrangement. Reason: the autoignition temperature of distillate fuel is about 410F, or more than 600 deg F lower than that for natural gas. To meet the requirements of NFPA 85, purge air must be at least 100 deg F below the lowest autoignition temperature of either fuel. This means that to satisfy HRSG purge requirements during operation, diverter-damper transitions usually can be make only from CC to SC mode, not the opposite. More specifically, for CC operation the unit must be started with the damper in the CC position; it cannot be started in the SC mode and transferred to CC with flame in the gas turbine unless all the conditions for purge credit have already been met from the previous shutdown.