DUAL FUEL ENGINES LATEST DEVELOPMENTS - WPCI · 2014. 7. 1. · DF Power Plant 49 installations 155...
Transcript of DUAL FUEL ENGINES LATEST DEVELOPMENTS - WPCI · 2014. 7. 1. · DF Power Plant 49 installations 155...
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DUAL FUEL ENGINESLATEST DEVELOPMENTS
Oskar Levander, Director, Concept design, MLS
HAMBURG, 27.9.2011
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Content
• Environmental and market drivers
• LNG as a marine fuel
• DF engines
• RoRo concept design
• Machinery and fuel comparison
– OPEX
– Total economics
• Conclusions
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Factor trends: Environment
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LOCAL
GLOBAL
LOCAL
LOCAL
Acid rainsTier II (2011)Tier III (2016)NOx
Greenhouse effectUnder evaluation by IMO
CO2
Acid rainsSulphur content in fuelSOx
Direct impact on humansLocally regulated
Particulatematter
Oskar Levander
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Until now…..
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From now on….
Established Emissions Controlled Areas
Emissions Controlled Areas under consideration
Shipping critical points
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NOx reduction – IMO requirements and methods
0 200 400 600 800 1000 1200 1400 1600 1800 2000
6
8
10
12
14
16
18
2
0
Specific NOx emissions (g/kWh)
Rated engine speed (rpm)
Tier II (global 2011)Ships keel laid 2011 onwardsEngines > 130 kW
Tier III (ECAs 2016)Ships in designated areas, keel laid 2016 onwardsEngines > 130 kW
Tier I (present)Ships built 2000 onwardsEngines > 130 kWRetrofit: Ships built1990 – 2000 Engines > 90 litres/cylinderand > 5000 kWWärtsilä: RTA, W46, W64
Dry methods (engine optimization)- Concepts are ready
4
- SCR Catalyst- Alternative pathways under
investigation (Combined measures)
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IMO Sulphur Limits
0,1%
4,5%
3,5%
1,5%1,0%0,5%
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
World
EU in ports
ECA
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Greenhouse emission reductions
The society is demanding lower CO2 emissions from ships
IMO is trying to respond the demand by introducing guidelines for:– Energy Efficiency Design Index (EEDI) – Energy Efficiency Operational Index (EEOI)– Market instruments– …
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Machinery options
Main options for operations inside ECA– MGO + SCR– HFO + Scrubber + SCR– LNG
27 September 2011 Oskar Levander9 © Wärtsilä
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Fuel prices
Sources: www.lngoneworld.com, www.bunkerworld.com, LR Fairplay
27 September 201110 © Wärtsilä Oskar Levander
0
5
10
15
20
25
30
35
Oct-01
Feb-0
2
Jun-0
2
Oct-02
Feb-0
3
Jun-0
3
Oct-03
Feb-0
4
Jun-0
4
Oct-04
Feb-0
5
Jun-0
5
Oct-05
Feb-0
6
Jun-0
6
Oct-06
Feb-0
7
Jun-0
7
Oct-07
Feb-0
8
Jun-0
8
Oct-08
Feb-0
9
Jun-0
9
Oct-09
Feb-1
0
Jun-1
0
Oct-10
Feb-1
1
Jun-1
1
USD
/MB
tu
LNG Japan average [USD/MBtu]
NG Henry hub [USD/MBtu]
HFO 380cst Rotterdam [USD/MBtu]
MGO Rotterdam [USD/MBtu]
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Cleaner Exhaust Emissions with LNG
• 25-30% lower CO2– Thanks to low carbon to hydrogen ratio of fuel
• 85% 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
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Df engines
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Fuel spray
Otto or Diesel cycles: effects on NOX
Nikolaus August Otto
Rudolf Christian Karl Diesel
Flame front propagation
NOX formation
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Otto or Diesel cycles: effects on NOX
Big temperature difference
NOx formation!
Otto, max flame temp.
Diesel, max flame temp.
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Select the right technology
******** ***
******** ************
* *
GAS INJECTION
GAS INJECTION
GAS INJECTION
DUAL-FUEL (DF)Meets IMO Tier III
SPARK-IGNITION GAS (SG)Meets IMO Tier IIINo redundancyNo HFO flexibility
GAS-DIESEL (GD)Does NOT meet IMO Tier IIIHigh gas pressure
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DUAL-FUEL (DF)
GAS-DIESEL (GD)
Gas burning technologies
SPARK-IGNITION GAS (SG)
1987 1992 1995
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The marine favourite technology?
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******** ************
* *
GAS INJECTION
GAS INJECTION
GAS INJECTION
DUAL-FUEL (DF)Meets IMO Tier III
SPARK-IGNITION GAS (SG)Meets IMO Tier IIINo redundancyNo HFO flexibility
GAS-DIESEL (GD)Does NOT meet IMO Tier IIIHigh gas pressure
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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
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Dual-fuel engine characteristics
– High efficiency– Low gas pressure– Low emissions, due to:
• High efficiency• Clean fuel• Lean burn combustion
– Fuel flexibility• Gas mode• Diesel mode
– Three engine models• Wärtsilä 20DF• Wärtsilä 34DF• Wärtsilä 50DF
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Dual-fuel engine range
0 5 10 15
34DF
20V34DF 9.0 MW
12V34DF 5.4 MW
9L34DF 4.0 MW
6L34DF 2.7 MW
16V34DF 7.2 MW
18V50DF 17.55 MW
16V50DF 15.6 MW
12V50DF 11.7 MW
9L50DF 8.8 MW
8L50DF 7.8 MW
6L50DF 5.85 MW 50DF Higher output for 60Hz / Main engines
20DF
9L20DF 1.5 MW
8L20DF 1.4 MW
6L20DF 1.0 MW
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Dual-Fuel advantages
Main advantages of the Dual-Fuel 4-stroke engine compared to SG:
• Redundancy, backup without interruptions in power or speed.• Able to operate on liquid fuel outside ECA-area (incl HFO)• Simple system, no PTI/”take me home” or double gas system needed.• Vessel re-routing possible, gas supply not a limitation
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Dual-Fuel applications – References
4 segments 140 installations > 1’500’000 running hours
Power Plants
DF Power Plant49 installations155 enginesOnline since1997
Merchant
LNGC• 68 vessels• 254 engines• 950’000 rhConversion• 1 Chem. Tanker• 2 engines conv.• Complete gas
train• Complete design
Offshore
PSVs/FPSOs• 22 vessels• 78 engines• Online from 1994
Cruiseand Ferry
LNG ferries• 1+1 vessels• 4 engines per
vessels• Complete gas
train• 2800 passengers• In service in 2013
Navy
Costal Patrol• Coming…
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The industry's most environmentallysound and energy efficient large passenger vessel to date.Main particulars:Overall length: 214.0 mBreadth, moulded: 31.8 mCruising speed 22 knotsPassengers: 2800Class: LRIce class: 1AIn service: 2013Shipyard: STX Finland OyShip Owner: Viking Line
Viking Line 2800 Pax Cruise Ferry
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Machinery:Main Engines: 4 x Wärtsilä 8L50DFOutput: 4 x 7600 kW
LNGPac 200 2 x 200 m3Integrated tank – and aux. rooms Bunkering system, Safety systemsGVU in enclosureCold recovery for HVAC
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LNGpac Main Components
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GVU
BunkeringStation
Tank roomMain Engine Room Gas Valve
Bunkering line, insulated pipes
Bottom tankfilling
Pressure build up evaporator
LNG – gas evaporator
Water/Glycolsystem
Oskar Levander
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Gas Valve Unit in enclosure
Main features
• Can be located in the same engine room, dedicated compartment not needed
• Compact design and easy installation (plug-and-play concept)
• Integrated ventilation system when combined with LNGPac
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LNGPac: A turn key solution
Tank room –All cryogenic valves
Auxiliary equipmentroom
Length minimized
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LNG storage
0,0
0,5
1,0
1,5
2,0
2,5
3,0
3,5
4,0
4,5
Diesel LNG (10bar)
Volume relative to MDO in DE
Fuel Tank Tank Room
Storage volume (Relative)
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Conventional tank location
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LNG tanks located outside
The LNG tanks can be located outside• Does not take up space inside ship• Good ventilation• No ventilation casing needed
trough accommodation• Visible location for good PR
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LNG storage in trailers
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LNG Container feeder LNG TugLNG Ferry LNG Ro-Lo
LNG Feeder
LNG Terminal
LNG distribution chain
LNG logistics is a key question for introduction of LNG as a marine fuel
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Marine LNG terminals
Existing orunder construction
Proposed
As per September 2009
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Bunkering from LNG truck
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LNG bunker barge/tanker
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LNG barge carrier – operation principle
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LNG barge carrier – operation principle
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LNG distribution
NG pipe lineLarge scale LNG liquefaction plant
/ LNG import terminal
Local LNG liquefaction plant
Local distribution LNG terminal
LNG tank in port LNG tank on barge
Small ships Small & large ships
PO
RT
PO
RT
DIS
TRIB
UTI
ON
DIS
TRIB
UTI
ON
LNGLNG
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Total Concept Optimization
Wärtsilä engineers solutions for LNG delivery, storage, transportation and utilization onboard.
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RoRo concept for ECA
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RoRo trends
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RoRo trends
– Growing capacity• Efficiency of scale
– Slowing down• Reducing fuel costs
– Flexible cargo intake– Designed for operation inside ECA areas
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RoRo concept
RoRo vessel for European routes in ECA– Operation area: European SECA area– RoRo cargos
• Double stack containers on main deck• Trailers and mafis on upper deck and in lower hold• Containers on upper deck
– Focus on environmental and economical performance• Operation inside SECA area• IMO tier III NOx compliant
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RoRo main particulars
• Size 22 000 GT• Length 190.0 m• Length, bp 180.0 m• Beam, wl 26.6 m• Draft (scantling) 7.2 m• Draft (design) 6.5 m• Depth, main deck 8.3 m• Depth, upper deck 16.3 m• Speed, service ~19 knots (incl. 15% SM)• Lane meters 2 800 m• Deadweight (desgin) 10 500 tons• Propulsion power 10 800 – 11 400 kW (installed)• Aux power ~2 100 kW (installed)• Drivers 12 pax• Cabins 12 pcs
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Propulsion
• Single screw– Simple and well proven– Good ice performance– Low cost
• Energopac rudder
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LNG storage in trailers
27 September 201147 © Wärtsilä
3 x LNG trailers = 150 m3 of LNG
Oskar Levander
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LNG tank capacity (LNG trucks on deck)
• Target for autonomy 2 days
• Daily consumption (acc. to profile) 19 tons
• Total consumption 38 tons84 m3
• + 15% Margin + 13 m3
• Total tank capacity demand 97 m3
• Volume capacity of one truck 50 m3
Two LNG trucks loaded every second day
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LNG storage in trailer
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Machinery alternatives for comparison
1. MGO– Operates on MGO– SCR to reduce NOx to tier III limit
27 September 2011 Oskar Levander50 © Wärtsilä
MDO HFO
2. HFO + Scrubber– Operates on HFO– Scrubber removes SOx– SCR to reduce NOx to tier III limit
MDO HFO
MDO LNG
3. DF - LNG– Operates on LNG– No exhaust cleaning needed
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MGO
27 September 201151 © Wärtsilä
MDO
G6L20
PTO3 MW
G6L20
MSB
2 x 1 MW1 MW
Auxpac 1 050 kW
GEAR
EnergoPacrudder
9L46F
10 800 kW
SCR SCR SCRSCR needed for IMO tier III compliance
9L46FAuxpac 1 050 kW
Installed propulsion power: 10.8 MWInstalled aux power: 2.1 MW
Oskar Levander
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HFO + Scrubber
27 September 201152 © Wärtsilä
MDO HFO
G6L20
PTO3 MW
G6L20
MSB
2 x 1 MW1 MW
Auxpac 1 050 kW
GEAR
SCRUBBER
10 800 kW
SCR SCR SCRSCR needed for IMO tier III compliance
9L46FAuxpac 1 050 kW
EnergoPacrudder
Installed propulsion power: 10.8 MWInstalled aux power: 2.1 MW
Oskar Levander
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Marine Fresh Water Scrubber System
Scrubber
pH
pH
NaOH unit
Fresh water
Water Treatment
Cooling
ExhaustGas
Seawater
Closed loop works with freshwater, to which NaOH is added for the neutralization of SOx.
CLOSED LOOP=
Zero dischargein enclosed area
Process tankHolding tank
Sludge tank
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DF - LNG
27 September 201154 © Wärtsilä
MDO
G6L20DF
PTO3 MW
G
MSB
2 x 1 MW1 MW
6L20DF
1 056 kW
GEAR
11 400 kWEnergoPacrudder
12V50DF
6L20DF
1 056 kW
L N G
6L20DF
Installed propulsion power: 11.4 MWInstalled aux power: 2.1 MW
Oskar Levander
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Operation profile
0%
10%
20%
30%
40%
50%
60%
Port Man 12,0 18,5
Run
ning
hou
rs
Operation mode
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Assumed fuel prices
USD/ton EUR/ton USD/MBtu
HFO 635 455 16.5
MGO 950 680 23.4
LNG 740 530 16.0
Source: www.bunkerworld.com (September 2011), LNG price estimated
1 EUR = 1.4 USD
For reference: NG market price in US: <5 $/MBTU
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Annual fuel consumption and cost (relative)
100,0 %105,4 %
100,6 %100,0 %
77,1 %68,8 %
0 %
20 %
40 %
60 %
80 %
100 %
120 %
MGO HFO + Scrubber LNG
Energy consumption Fuel cost
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Annual fuel, lube oil and consumables cost (kEur)
0
1 000
2 000
3 000
4 000
5 000
6 000
MGO HFO + Scrubber LNG
Senitec chemicals
Fresh Water
NaOH
Urea
Lube oil
Fuel
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Machinery Investment cost
MGO HFO + Scrubber LNG
Mac
hine
ry fi
rst c
ost
Scrubbers
SCR
Fuel system (LNG tank etc.)
HFO system
Steering
Propulsion train
Engines
Propulsion engine
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Annual machinery cost
0
1000
2000
3000
4000
5000
6000
7000
8000
MGO HFO + Scrubber LNG
Ann
ual m
achi
nery
rel
ated
cos
t [kE
UR
]
Scrubber operating costs (NaOH + FW + Senitec Chem)
SCR operating costs
Maintenance costs
Lubrication oil costs
Fuel costs
Annual capital costs
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Concept payback time (compared to MGO)
0
0,5
1
1,5
2
2,5
3
3,5
MGO HFO + Scrubber LNG
Pay
back
Tim
e [Y
ears
]
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Net present value (NPV)
0
2000
4000
6000
8000
10000
12000
MGO HFO + Scrubber LNG
Net
Pre
sent
Val
ue [k
EU
R]
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Exhaust emissions
0 %
20 %
40 %
60 %
80 %
100 %
120 %
HFO - IMO tier II MGO HFO + Scrubber LNG
CO2 NOx SOx
Inside ECA, IMO tier III compliantREF. outside ECA
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Operating part time in SECA
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Machinery alternatives for comparison – part time in ECA
1. MGO - HFO– Operates on MGO inside SECA– and HFO outside SECA– SCR used only in port and inside NECA
27 September 2011 Oskar Levander66 © Wärtsilä
MDO HFO
2. HFO + Scrubber– Operates on HFO– Scrubber only used inside SECA– SCR used only in port and inside NECA
MDO HFO
MDO LNG
3. DF - LNG– Operates on LNG all the time– No exhaust cleaning needed
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Annual fuel costs – part time in ECA
01 0002 0003 0004 0005 0006 000
HFO - MGO HFO + Scrubber DF-LNG
Ann
ual c
osts
[k€]
01 0002 0003 0004 0005 0006 000
HFO - MGO HFO + Scrubber DF-LNG
01 0002 0003 0004 0005 0006 000
HFO - MGO HFO + Scrubber DF-LNG
Ann
ual c
osts
[k€]
01 0002 0003 0004 0005 0006 000
HFO - MGO HFO + Scrubber DF-LNG
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Inside ECA
33%
67%
Outside ECA
100%
100%67%
33%
Oskar Levander
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Annual costs – part time in ECA
0
2 000
4 000
6 000
8 000
HFO - MGO HFO + Scrubber
DF-LNG
Ann
ual c
osts
[k€]
0
2 000
4 000
6 000
8 000
HFO - MGO HFO + Scrubber
DF-LNG
SCR operating costs
Scrubber operating costsMaintenance costs
Lubrication oil costs
Fuel costs
Annual capital costs
0
2 000
4 000
6 000
8 000
HFO - MGO HFO + Scrubber
DF-LNG
SCR operating costs
Scrubber operating costsMaintenance costs
Lubrication oil costs
Fuel costs
Annual capital costs0
2 000
4 000
6 000
8 000
HFO - MGO HFO + Scrubber
DF-LNG
Ann
ual c
osts
[k€]
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Inside ECA
33%
67%
Outside ECA
100%
100%67%
33%
Oskar Levander
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IMO Energy Efficiency Design Index (EEDI)
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EEDI
0
5
10
15
20
25
MGO HFO + Scrubber LNG
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Conclusions
DF engines – a well proven technology
DF engines running on LNG has great potential– Best NPV– Lowest emissions– Payback time < 2 years
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