1 © Wärtsilä

Dual-fuel Low-Speed Main Engine for Newbuilds and Retrofit

Dual-fuel Low-Speed Main Engine for Newbuilds and Retrofit

Rudolf Wettstein, Application Development

Ship Power 2-stroke, Wärtsilä Switzerland Ltd

Ship Management KonferenzSeptember 25, 2014, HamburgShip Management Konferenz

September 25, 2014, Hamburg

Content

2 © Wärtsilä

Introduction

Concept & Design details

Emission levels

Safety aspects

Fuel gas handling system

2sDF engine portfolio

References

Summary

3 pillars required for the success of LNG as fuel

3 © Wärtsilä

Environment sustainability

Economics Safety & reliability

The driving forces behind the “LNG as fuel” trend are environmental and economical considerations

The development path for gas powered Marine Engines1972 – launching 7RNMD90Low-Pressure DF Engine for 29,000 m3 LNGC, ‘MV Venator’ Moss Yard, Norway

6 © Wärtsilä

1986 – testing High-Pressure DF Engine 6RTA84 at IHI, Japan

1995 – Low-Pressure Dual-Fuel EngineBreak through in marine segment

2013 – Low-Pressure Dual-Fuel Engine

1987 – High-Pressure Gas Diesel Engine

1992 – Low-Pressure Spark-Ignited Engine

1970 1980 1990 2000 2010

Wärtsilä 2sDF engine development / milestones

7 © Wärtsilä

2010 Decision to start the 2sDF engine development

2011 Demonstration to the Licensees (single cylinder version)

2012/13 Full scale prototype tests

2013 Customer presentation in Trieste

2014 First contracts for RT-flex50DF + X62DF, orders for X72DF expected

2015 First FAT’s and sea trial RT-flex50DF

2016 Deliveries ramp up for 2sDF type engines

Gas admission system

Engine Control & Automation system

Micro-pilot common rail systemwith pre-chamber injector

Concept

A few key technologies make the difference...

8 © Wärtsilä

Concept

Principles

Engine operating according to the Otto process

Pre-mixed ‘Lean burn’ technology

Low pressure gas admission at ’mid stroke’

Ignition by pilot fuel in pre-chamber

9 © Wärtsilä

‘Pre-mixed lean-burn’ combustion

Scavenging Compression/ gas admission

Ignition expansion

Pilot ignition system

Electronically controlled injectors + common-rail fuel supplyPilot fuel (for ignition) only 1% -minimizing fuel costsPre-chamber technology for best combustion stability and reduced emissionsCurrent version only MDOFuel pressure 800-1200 bar, load dependent

10 © Wärtsilä

Pre-chamber

Pilot fuel system

12 © Wärtsilä

Pilot fuel pump unit

Pilot injectors

High pressure pipes double walled

Gas admission system

13 © Wärtsilä

Two gas admission valves (GAV) per cylinderGAV hydraulically actuated and electronically controlledHydraulic power from servo oil system (already existing for exhaust valve actuation)Double gas pipes (double walled-ventilated) on both sides of cylindersPrecise gas admission control – from full load to ’idling’Valve operation monitoredInspection interval: 6,000 RHOverhaul/replacement: min. 18,000 RHFinal value not yet defined, prolonged intervals are expected

Valve lift sensor

Low pressure DF - operation

Fuel mode transferTransfer to gas• Gradual, speed controlled transfer

from Diesel to Gas on load between ~ 5% to 85%Fully automatic transfer, just by pressing the push button “gas mode” on the bridge

Trip to diesel• The switch from gas to diesel is

instant ‘within 1 revolution’• At any load up to 100% to maximize

safetyEngine speed/load remains stable during transfer

Transfer to gas

Trip to diesel

Transfer back to gas

Trip to diesel

14 © Wärtsilä

Low pressure DF - operation

‘Port-to-port’ operation on gas

Entire voyage in gas mode

• Engine start on diesel for safety check

• Transfer to gas at low load/idling

• Transfer to diesel before stop

In case of FPP, reversing/restart will be done on diesel, then transfer back to gas

Engine Start/Stop in dieselaccording to the IGF-code (draft) and IACS rules.

Illustrative operating profile

16 © Wärtsilä

Emission picture

Comparison LP vs HPengine emissions

CO2 and SOx reduced in gas operation due to fuel composition

NOx very low with LP technology due to lower peak temperature

PM further reduced by the DF technology with lean-burn Otto combustion with pre-chamber ignition

Tier3!

-25% -25% -25%

-37%

-99%-96%

-98%

-85%

17 © Wärtsilä

LP HP

NOx emissions

Wärtsilä2sDF

Wärtsilä2sDF

Significant reduction of NOxemissions due to the low pressure DF technology

clearly below IMO Tier IIIwithout exhaust gas after treatmentport fee discounts

HP

18 © Wärtsilä

Source: Market-based Instruments for NOx abatement in the Baltic Sea by Per Kågeson

Wärtsilä4sDF

Wärtsilä4sDF

Safety aspects - Principles

Main systems to detect abnormal conditionsGas detectors (in double wall pipes, machinery space, on engine)Knocking sensorsCylinder pressure monitoring system

Possible system reactions upon detection of abnormal conditionsTrip back to diesel (back-up mode), all gas pipes vented,no pressurized gas on engineEngine slow-downEngine shut-down (only if impossible to runin back-up mode)

Back-up mode and system

redundancy of diesel engine is

always available!

20 © Wärtsilä

Safety principles as stipulated in the IGF-code (draft) and IACS rules

Machinery space concept – Gas safe engine room

22 © Wärtsilä

Dual-fuel engine machinery for Merchant Vessels

DF auxiliary enginesGas valve unit

G

G

G

Gas valve unit

Gas valve unit

Gas valve unit

LNGPacCyl.tank IMO C-type

Wärtsilä Package…..a complete and modularized solution for LNG fuelled ships

Low-speed DF main engine

25 © Wärtsilä

• Single wall pipe on open deck• Ventilated double wall piping following class rules for ‚inherently safe engine room‘

• Purging system for piping, GVU, tank,….

‘Tank room’ with 16 bar low-pressure pumps, evaporator, heater, valves, etc Low electrical energy

consumption for gas feed

Gas storage tanks

Single Shell(Submerged Pumps)

Double Shell(Cryogenic Pumps)

27 © Wärtsilä

Capacity range from 30-1000m³Tank material: Inner/outer tankaustenitic stainless steel or9% Ni steelOuter tank: function of secondary barrier, creating a double containment systemPerlite / Vacuum insulation or optionalMulti Layer Insulation / Vacuum

Capacity range from 600-2500m³Tank material: 9% Ni steel oraustenitic stainless steelDome on top of Tank for all tank pipeconnections above maximum liquid levelTank Connection Space separated fromtank

Construction

Installation

Commissioning

Operation

Source: Sinopacific

System provider

Full flexibility tank designs for every marine & offshore vessel applicationExperience with

Wärtsilä fully automated and integrated LNGPacTM system provider

28 © Wärtsilä

Engine rating fields

30 © Wärtsilä

Covered vessel segments:

• LNG Carriers

• Container Vessels1000 – 18000 TEU

•Tankers• Product• Aframax• Suezmax• VLCC

• Bulkers• Handysize• Handymax• Panamax• Kamsarmax• Capesize• VLOC

• PCTC, CONRO

• Ship type 4 x 15,000 dwt Chemical Tankers, 14.5 kn (vDES) • Owner Terntank Rederi AS, Sweden• Shipyard AVIC Dingheng Shipbuilding Co, China• Vessel delivery Q2, 2016• Engine type Wärtsilä 5RT-flex50DF, CMCR of 5850 kW

INTO the FUTURE - Baltic SO2lution

Leading into the Gas Age – Reference 1

33 © Wärtsilä

Leading into the Gas Age – Reference 2

34 © Wärtsilä

First costal LNG Carrier with 2sDF engine• Ship type 14,000 m3 LNG Carrier, 15 kn (vDES) • Owner Zhejiang Huaxiang Shipping Co., Ltd

• Private shipping company• Major player in LPG transportation market• One of the operators of LNG transportation in China domestic water

• Shipyard Qidong Fengshun Ship Heavy Co., Ltd, • Vessel delivery 2015• Engine type Wärtsilä 5RT-flex50DF, CMCR of 6000 kW

Leading into the Gas Age – Reference 3

35 © Wärtsilä

First LNG- fuelled Container Feeder Vessel for Baltic Sea operation• Ship type 3 (+1+2) x 1400 TEU C/V, 18.5 kn (vDES), iceclass 1A • Owners GNS Shipping / Nordic Hamburg, Germany• Charter Containerships, Finland• Shipyard Yangzhou Guoyu Shipbuilding, China• Vessel delivery Q3, 2016

• Engine type Wärtsilä 7RT-flex50DFCMCR of 10070 kW6L20DF generating setMCR of 1055 kW

Leading into the Gas Age – Reference 4

36 © Wärtsilä

First LNG Carrier with low-speed LOW-PRESSURE DF engine• Ship type 2 x 180,000 m3 LNG Carrier, 19.5 kn (vDES)

Twin-skeg, twin-screw

• Owners SK Shipping, KoreaMarubeni Corporation, Japan

• Charter Total SA, France

• Shipyard Samsung Heavy Industries, Korea

• Vessel delivery Q1, 2017

• Engine type Wärtsilä 2 x 6X62DF main enginesCMCR of 13450 kW eachWärtsilä 4 x L34DF gensets

Conclusions

Why to choose a Wärtsilä low-pressure dual-fuel engine:

1) Meets IMO Tier III requirements without exhaust gas after-treatment due to lean burn Otto combustion process

2) Low CAPEX due to low pressure gas supply system• No large pressurization and high pressure equipment• No exhaust gas after treatment

3) Low OPEX due to high overall efficiency (low parasitic loads)

4) Full Wärtsilä Package - Complete and modularized solutions for LNG fuelled ships

5) Retrofit for existing RT-flex50-D, X52, X62, X72, X82 will be made available depending on market demand

37 © Wärtsilä

THANK YOU!

WärtsiläWärtsiläLeading gas applications in the marine marketLeading gas applications in the marine market

38 © Wärtsilä 2sDF Engine / May 2013