wartsila sp ppt 2011 lr busan

AHN BYUNG SAM SALES GENERAL MANAGER

Wärtsilä Ship Power,

13 June 2011

Sailing on LNG – Byung Sam Ahn, Wärtsilä Ship Power

Sail on LNG reduce emission at the source

1 © Wärtsilä

Until now…..

2 © Wärtsilä Sailing on LNG – Byung Sam Ahn, Wärtsilä Ship Power

From now on….

Established Emissions Controlled Areas

Emissions Controlled Areas under consideration

Shipping critical points


Factor Trends: Environment

Doomsday pictures painted by

¾ United Nations Environmental Programme

¾ World Wildlife Fund

¾ International Union for Conservation of Nature

Sailing on LNG – Byung Sam Ahn, Wärtsilä Ship Power 4 © Wärtsilä

Factor trends: Environment

LOCAL

GLOBAL

LOCAL

LOCAL

Acid rains

Tier II (2011)

Tier III (2016) NOx

Greenhouse effect

Under evaluation by IMO CO2

Acid rains

Sulphur content in fuel SOx

Direct impact on humans

Locally regulated

Particulate matter


Factor Trends: Technology

Nuclear power

� Proven record, technology exist

� Ice breaker “Lenin“ 1957 (30 years)

� Toshiba, 30MW/30yr

Fuel Cells

� Developing, commercial “soon“

� Hydrogen supply; make it green?

� Nuclear power to produce Hydrogen

Solar power

� Solar Sailor agreement with COSCO

� Will be fitted to tankers and bulkers

� Claiming 20-40% fuel cost savings

Wind energy

Wind energy

� K.E. Hansen 50.000dwt ship

� Up to 50% fuel saving

� High cost need +10% freight rate

Wind energy

� SkySails GmbH & Co. ~35% savings

� Flettner Rotor, Cousteau 35% saving Sailing on LNG – Byung Sam Ahn, Wärtsilä Ship Power 6 © Wärtsilä

We see only two alternatives

exhaust gas or treatment

technologies Switch to LNG


Temperature peaks

Otto or Diesel cycles: effects on NOX

Nikolaus August

Otto

Rudolf Christian Karl

Diesel

Flame front propagation

High NOX formationControlled NOX formation


Select the right technology

** ** **** * * *

** ** **** * * *

* ********

* *

GAS INJECTION

GAS INJECTION

GAS INJECTION

DUAL-FUEL (DF) Meets IMO Tier III

SPARK-IGNITION GAS (SG) Meets IMO Tier III

No redundancy

No HFO flexibility

GAS-DIESEL (GD) Does NOT meet IMO Tier III

High gas pressure

Sailing on LNG – Byung Sam Ahn, Wärtsilä Ship Power9 © Wärtsilä

Otto or Diesel cycles: effects on NOX

Big temperature

difference

Æ NOx formation!

Otto, max flame temp.

Diesel, max flame temp.


DUAL

FUEL (DF)

GAS-DIESEL

(GD)

Gas burning technologies

SPARK-IGNITION

GAS (SG)

1987 1992 1995


Gas engine characteristics

Gas-Diesel Duel-Fuel Spark-Ignited

Diesel Combustion (Diffusion Combustion)

+ Not knock sensitive,

Æ fuel MN not an issue

+ Low THC, CO

+ High load acceptance

- No Tier III (NOx)

solution as is

Otto Combustion (Premixed Combustion)

+ Tier III (NOx) solution

+ Higher ignition energy

than spark plug

+ High efficiency (in gas mode)

- Fuel sensitive (knocking),

MN>70 Æno derating

- High THC, CO

- Lower load acceptance

Otto Combustion (Premixed Combustion)

+ Tier III (NOx) solution

+ No additional fuel

beside gas

+ High efficiency

- Fuel sensitive (knocking),

MN>70 Æno derating

- High THC, CO

- Lower load acceptance

- No back-up fuel


Wartsila‘s choice

** ** **** * * *

GAS INJECTION

DUAL-FUEL (DF) Meets IMO Tier III

1 IMO Tier III compliant

2 Low pressure gas

3 Fuel flexibility; GAS, MDO and HFO

By the LNG we can obtain

• 25-30% lower CO2

• 85-90% lower NOX, Lean burn concept (high air-fuel ratio)

• No SOX emissions, Sulphur is removed from fuel when liquefied

• Very low particulate emissions

• No visible smoke, No sludge deposits


Gas Engine Operating Window


Optimised cylinder load balancing

BBMM

EEPP

((bbaarr))

Engine control and cylinder load balancing

based on accelerometers or cylinder

pressure sensors

• Reliable knock detection

• Misfire detection

• Maximum cylinder pressure control (pressure sensors)

1188 1188

BBMM

EEPP

((bbaarr))

1166 1166

1144 1144

1122 1122

1100 1100

88 88

66 66

44 44

AAiirr--ffuueell rraattiioo AAiirr--ffuueell rraattiioo

11..22 11..44 11..66 11..88 22 22..22 11..22 11..44 11..66 11..88 22 22..22


DF conversion – Parts which will be exchanged


DF conversion – Components added on the engine


Wärtsilä gas engine portfolio – conversions included

1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011

GD = Gas Diesel engine

W32GD

W46GD

W25SG

W34SG

W28SG

W32DF

W220SG

W180SG

W50DF

W20V34SG

W34DF

W20DF

2012

W50SG

SG = Spark Ignited Gas engine

DF = Dual Fuel engine


Dual-Fuel Engine Portfolio

0 5 10 15

34DF

20V34DF

12V34DF

9L34DF

6L34DF

16V34DF

18V50DF 17.55 MW

16V50DF

12V50DF

9L50DF

8L50DF

6L50DF50DF

20DF

9L20DF

8L20DF

6L20DF 1.0 MW


… and: 2 – stroke Gas Engines

Time schedule: New Gas Test Engine in Trieste

• May 2011: Start-up and

commissioning (on HFO)

• June 2011: one cylinder

converted to gas injection

• July/August 2011: Gas Testing

• Q3/2011 – Q1/2013:

Industrialisation(final design,

optimisation tests, validation)

• Q4/2011: Market release

• Q4/2012: Pilot engine release

• 2014: first sailing

Sailing on LNG – Byung Sam Ahn, Wärtsilä Ship Power © Wärtsilä 20

… and: 2 – stroke Gas Engines


The challenge vessel operators are facing

HFO

HFO

HFO

HFO

LNG ?

LNG


Switch to

LNG

Vessel operating principles


LNG storage alternatives


LNG storage alternatives, fixed and containerized


TARBIT conversion PROJECT

Vessel delivery date 17.09.2007

Vessel typology 25'000 dwt Chemical tanker

Owner Tarbit Shipping AB

Ship Builder Shanghai Edward

Shipbuilding Co Ltd

Flag Sweden

Class Germanischer Lloyd

DWT 24783 ton

GT 17757 ton

Displacement 33788 ton

Length p.p. 166.99 m

Length o.a. 177.02 m

Keel to Mast Height 44.85 m

Draught 9.7 m

Breadth Extreme 26.3 m

Breadth Moulded 26 m

Speed 16 kn


TARBIT conversion PROJECT LNG fuel tanks


Scope of conversion

Scope of supply:

• Ship Design

• Engine conversion

• LNGPac system (2 x 500m3)

• Gas valve units in enclosure

• Torque meter for power

measurement

• Bunkering stations

• Gas piping (single and double walled)

• Exhaust system upgrade

• Fire-fighting upgrade

• Gas detection system extension

• Electrical system


Positioning of equipment

LNG storage Gas feed pipe Tank room tank

Auxiliary equipment installed in

dedicated compartment


Positioning of equipment

GVU

Gas

Ventilation duct


The conversion – a starting point of a new area

First Dual-Fuel First Dual-Fuel First LNGPac First Gas Valve

engine marine engine in Mechanical Unit in enclosure

delivered by

conversion drive application Wärtsilä

L N GLNGPac

First Dual-Fuel

“single main

engine” approval

L N GLNGPac


Solutions for LNG powered vessels

LNGPac: a complete and modularized

solution for LNG fuelled ships

C. Dual-Fuel Main engine

A. Storage tanks

B. Evaporators C B

A

D. Dual-Fuel Aux engines

D

E. Bunkering station(s)

F. Integrated control system ( incl. gas detection system)

E

F


Normal operation 1. The “stop valve” and “master valve are opened

(double block valves with bleed in between)

2. LNG is forced through the product evaporator

Glycol/water

mixture

G1

M2

M1

by the tank pressure and instantly evaporated.

Gas flows to the GVU

Product

evaporator

Stop valve and master valve


Bunkering LNG on tanker and truck


Dual-Fuel applications - References

Æ 4 segments Æ 140 installations Æ > 1’500’000 running hours

Power

Plants

DF Power Plant

� 49 installations

� 155 engines

� Online since1997

Merchant

LNGC

• 68 vessels

• 254 engines

• 950’000 rh

Conversion

• 1 Chem. Tanker

• 2 engines conv.

• Complete gas

train

• Complete design

Offshore

PSVs/FPSOs

• 22 vessels

• 78 engines

• Online from 1994

Cruise

and Ferry

DF Power Plant

• 1+1 vessels

• 4 engines per

vessels

• Complete gas

train

• 2800 passengers

• In service in 2013

Navy

Costal Patrol

• Coming…


Thank you!

www.wartsila.com

[email protected]


wartsila sp ppt 2011 lr busan

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