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GREEK CIMAC ASSOCIATIONhttp://gracimac.org/home.html

SEMINAR

Gas 2-stroke marine engine Design and Operation

Thursday, 22 January 2015Euronav Auditorium



The Greek CIMAC Association organises a

SEMINAR

Gas 2-stroke marine engine Design and Operation

Thursday, 22 January 2015

17:30 – 20:30

Euronav office building Auditorium, 69 Akti Miaouli, Piraeus

Programme

17:30 Registration, Coffee

18:00 Introduction to CIMAC and GCA

18:15 2 in-depth presentations MAN Diesel and Turbo, Copenhagen

Niels Kjemtrup, Senior Manager Process Development

Ole Groene, Senior Vice President

18:45 2 in-depth presentations Wartsila Switzerland

Marcel Ott, General Manager Dual Fuel Technology

Rolf Stiefel, Director 2-Stroke Sales

19:15 Panel Discussion

Niels Kjemtrup, MDT

Ole Groene, MDT

Marcel Ott, WCH

Rolf Stiefel, WCH

Manos Migadis, DYNACOM

Vasilis Lampropoulos, THENAMARIS

Moderator: Prof. N. Kyrtatos, NTUA (questions list : GCA)

20:30 Reception

The Seminar is kindly sponsored by MAN Diesel & Turbo, GR and Wartsila, GR.



Introduction to CIMAC and GCA

CIMAC is a worldwide non-profit association consisting of National

Member Associations in 26 countries in America, Asia and Europe.

CIMAC was founded in Paris in 1951. CIMAC Central Secretariat is in

Frankfurt.

CIMAC covers diesel and gas engines and gas turbines used for power

generation, marine propulsion and locomotives.

• The objectives of CIMAC are to promote technical and scientific knowledge, to

promote the exchange of experience between all interested parties and to act

as a neutral advisor to international organizations.

• Worldwide members include engine manufacturers, engine users, component

suppliers, fuel and lubricant companies, research organizations, classification

societies.



Introduction to CIMAC and GCA

The Greek CIMAC Association- GCA (est. 1997) is a non-profit organization

linking marine industry related companies in Greece and affiliated to the

International CIMAC.

The engine user aspect is highly visible in the Greek CIMAC Association andmore than 60% of the present members are shipping companies.

One present objective of GCA is to establish a local Users Group corresponding

with the central CIMAC WG 10 :Users, with aim to provide a forum of dialogue

between engine users and manufacturers.



1< >MAN Diesel & Turbo CIMAC Greece 2015 NK

GCA Seminar January 2015Gas 2-stroke marine engine Design and Operation

Niels Kjemtrup

Senior Manager

Process Development

MAN Diesel & Turbo

Copenhagen




Gas FuelsGaseous Gases (LNG, Ethan…)

Liquid Gases (MeOH, LPG…)

Two-Stroke Gas Engine TechnologiesME-GI and ME-LGI

Gas Engine

Technologies

ME-GI (Gas Injection)

ME-LGI (Liquid Gas Injection)


http://slidepdf.com/reader/full/g2x-presentations 7/913< >MAN Diesel & Turbo CIMAC Greece 2015 NK

ME-GI & ME-LGI (Electronic Controlled Gas Injection)

Combustion Concept & Add-On Gas Parts

Yellow = pilot oil

Blue = gas fuel

Conventional/pilot fuel injector

Gas fuel injector

Gas control block

Gas channel

1

2

3

4

1

2

3

4

55



The MAN B&W ME-GI Engine

NK-LDF 3339455.2014.05.02

GI Performance



Heat release controlled by:

Fuel injection rate

Air entrainment

Our first expectation: Performance, efficiency, emission

(NOx, CO, HC) are behaving like in a

(liquid) Diesel engine:

Turbocharging

Miller/Atkinson timing

Etc.

Some emissions are lower due to fuel

composition

ME-GI ConceptThe ME-GI Engine is a Diesel-Cycle Combustion Engine



Injection and combustionstability on 4T50ME-X:

500 consecutive cycles

analysed

ME-GI marginally better

cycle-to-cycle stability

ME-GI Concept As Stable Running as the Diesel Engine



Shop test of first 8L70ME-C-GI

Comparison Gas vs. Diesel

Specified dual fuel (SDF)

• 30/70 ratio

• 70/30 ratio

GI Latest Performance ResultsShop Test of 8L70ME-C-GI engines



GI Latest Performance ResultsGas versus Diesel: Heat Release



GI Latest Performance ResultsGas versus Diesel: SFOC

Test

#

Diesel

atomizer

Gas

atomizer

SFOC

[g/kWh]

Nox

[g/kWh]

DI GI-4 -- 0 0

GI GI-4 GI-21 - 4,8 - 1.0



GI Latest Performance ResultsGas versus Diesel: Emissions

*

No

Methane

Slip



GI Latest Performance ResultsGas versus Diesel: Emissions

*Source: Nielsen, J. B., Stenersen, D., ”Emission factors for CH4, NOx, particulates and black carbon for domestic shipping in Norway”, MARINTEK report, MT22 A10-199, Klima og Forurensningsdirektoratet, Norway (2010)

*

No

Methane

Slip



GI Latest Performance ResultsSpecified Dual Fuel Operation: Heat Release



GI Latest Performance ResultsSpecified Dual Fuel Operation: Emissions

No

Methane

Slip



GI Latest Performance ResultsSpecified Dual Fuel Operation: Performance



8L70ME-C-GI –TOTE1

Actual pilot oil Energy fraction

0

1

2

3

4

5

6

7

8

9

10

11

12

0 25 50 75 100

A c t u a l l P i l o t E n e r g y f r a c t i o n [ % ]

Load [%]

GI ref

GI ref



GI Latest Performance ResultsConclusions: Performance

The heat rate and NOx emission of

the 8L70ME-C9.2 engine is betterwhen running on gas than on diesel

Pilot oil consumption is below the

target (3%) value for all loads

Down to 7% engine load in gas

mode

Specified dual fuel mode (SDF) is

available and diesel operation is

confirmed as NOx worst case.



Conclusions

ME-GI vs. ME

Similarities:• Power density

• Combustion control parameters

• Turbo charging, scavenging,

exhaust gas temperatures

• Good part load SFOC

• Good transient engine response

• Robust to fuel quality changes

(MN irrelevant)

• Simple cylinder lubricationsystem and known lube-oil types

• Safety:

• No risk of misfiring/knocking

• No risk of explosion in

scavenge receiver

Differences:• NOx emission levels lower

(approx. 25%)

• SFOC tuning possible for IMO

tier II gives 1 – 3% improvement

• Near zero PM levels

• Greenhouse Gas Impact

20% lower due to C/H ratio of

methane and the very low

methane slip



The MAN B&W ME-GI Engine

NK-LDF 3339455.2014.05.02

GI and EGR



4T50ME-GI with EGRObjective

Test of GI with EGR on the 4T50ME-GI engineComparison with diesel references (with and without EGR) and GI without EGR

DI Diesel

GI Compressed natural gas (CNG)

DI+EGR Diesel with EGRGI+EGR CNG with EGR



4T50ME-GI with EGRPerformance




4T50ME-GI with EGREmissions




4T50ME-GI with EGRConclusions

• EGR can secure Tier III NOx levels also for GI-engines.

• EGR affects GI combustion in the same way as DI combustion. The peak

heat release is lowered and the late cycle heat release is increased.

• The increase in SFOC when adding EGR is the same for GI and diesel.

• For GI+EGR: NOx, CO and filtered smoke number are all very low.




The MAN B&W ME-GI Engine 2014

NK-LDF 3339455.2014.05.02

Low Sulphur Focus for EGR




MDT-TWO Stroke engines Strategy

ME-CDiesel Engine

Fuels: MDO, HFO

ME-C-GI

High Pressure Gas Injection

Fuels: Methane, Ethane….

ME-C-LGI

High Pressure LF fuel injection

Fuels: Propane, Methanol ….

All types areDiesel engines

with same platform

and similar:

Performance

Efficiency

Emission

Turbocharging

Timing

Tier IIITechnologies:

EGR

SCR




MDT Tier III Development fuel strategy

~2006 2014 2014 …

Full fuel flexibility solutionsEGR + SCR

HFO solution design status 2014

0.1% sulphur optimized solution

MEPC 66, London, April 2014

All N-ECA’s also S-ECA’s

No risk of retrofit demands in future N-ECA’s

Newest possible N-ECA: ~ 2017

Ship owners expect SOx compliance by low S fuel




Low sulphur EGR outlines

60-70 bore engines - Changes in EGR engine outlines

• Outline width reduce.

• Height of EGR unit reduced. mores space below.

Layout considered without reduced flow area of EGR cooler.

EGR units

6G70ME-C9

HFO LS




From

Scrubber

To

Scrubber

Over-

board

From

Scrubber

To

Scrubber

Over-

board

QC

QC

C o l l e c t i n g t a n k

D i r t y b u f f e r t a n k

C l e a n

b u f f e r t a n k

C o l l e c t i n g t a n k

EGR Water Treatment System reduction (to be tested)




EGR CAPEX

EGR CAPEX - 16 MWTier III on High sulphur fuel

EGR engine equipment(scrubber, blower,cooler))

Engine modification(valves and controlsystem)

Auxiliary system (WTS)

Installation excl. tanks

EGR CAPEX - 16 MWTier III on Low sulphur fuel




Why SCR or EGR on LNG carriers?

EGR/SCR gives full fuel flexibility in Tier III areas.

Low Sulphur HFO Fully valid option

Result:

No operational Limitations:

•When the charter requires to empty the LNG tanks.

•When the ships are going to Dockyard / Repair yard.

• In case of gas malfunction

Full redundancy in fuel choice is available.





NK-LDF 3339455.2014.05.02

Lubrication of GI engines




Lubrication system for ME-GI

Automated Lube Switch (ALS) system

High

BNLow

BN




ME-GI lubrication systemMDT General Recommendation




ME-GI Gas Fuel ModePort to port in dual fuel mode

Fuel oil only mode Operation profile as conventional

engine

Dual fuel operation mode

No fuel slip

No knocking problems Insensitive to gas fuel

Unchanged load response

News:

Reduced pilot oil amount 5% 3%

Reduced load on gas 10% load

RSL-LSP

Specified dual fuel mode




LubricationME-GI

Point of switch is based onexperience

Low BN oil High BN oil





NK-LDF 3339455.2014.05.02

Gas Supply Systems




LNG Supply SystemME-GI

Cyrogenic pumps

Power requirements =0.3-0.5% og ME Shaft power




LNG Supply SystemME-GI

HP Compressor(only supply)

Power requirements =3-5% og ME Shaft power





NK-LDF 3339455.2014.05.02

Challenges




First ME-GI Engine Delivery8L70ME-GI on Test Bed

April 2014

Gas Control Block

Gas Injector

Pilot Injector




Stainless steel spring

PTFE sealing ring

Chrome plating

PTFE sealing rings – chrome plated sealing surfaces

ME-GI DevelopmentGas Sealing Concept




Experience with chrome plating solution on following ME-GI engines:

NG operation MDO operation

4T50ME-X-GI, Research Engine CPH 450 h 1,800 h

8S70ME-C8.2-GI, Hyundai 268 h 80 h

6S70ME-C8.2-GI, Mitsui 230 h 165 h

2S50ME-GI, Kawasaki 100 h 200 h

Total running hours accumulated: 1,048 h 1,895 h

Excellent gas sealing results were gained on

the above-mentioned ME-GI engines with chrome plating

ME-GI DevelopmentGas Sealing Experience with Chrome Plating




Latest experience: The good experience from previous gas engines was however not continued at the shop

test on first L70ME-C8.2-GI engine:

Continuous troubles with gas leakage observed

Secondary cracks recognised as the reason for leakage in the cylinder covers

Without chrome plating, NO leakage observedSecondary cracks on sealing

areas

ME-GI DevelopmentGas Sealing Experience with Chrome Plating

Based on the above observations and

corresponding calculations, it isconcluded to implement high strain

chrome plating




Solutions introduced:

Development of new strain resistant chrome plating consisting of multi-

layer high strain chrome (in cooperation with Hartchrom AG in

Switzerland)

Change GIV design for more safe maintenance and improved guidance

Development of alternative manufacturing process; i.e. an alternative

bushing design

Guidance

improved

Multi-layer high strain

chrome

Alternative bushing design

ME-GI DevelopmentGas Sealing Solution with Chrome Plating

Both Hartchrom and Bushing solution has confirmed

satiscactory operation on 5G70ME-C-GI engines for

DW2407#1 and#2





NK-LDF 3339455.2014.05.02

Memory Lane

Chib P Pl t J




Chiba Power Plant - Japan10 Years of MC-GI (Camshaft Controlled) Experience

Mitsui

1994 - 2003

Possibilities very limited in the maritime world – technology too

early for the market. However, a good reference for the future!

GI = Gas Injection

EU F di f ME GI D l t




• EU FP7 – Transport

• Two-stroke low speed diesel engines

• CNG-LNG (Natural Gas)

• Budget: 5m EURO, incl. 3m EURO from the EU

• 3 years – 2010-2013

• 9 partners: 4 universities, 5 companies, 3 countries

EU Funding of ME-GI DevelopmentConcept Confirmation & Optimization




Concept Confirmation – MDT R&D Engine Concept Demonstration – MDT R&D Engine

Product Demonstration – Hyundai 8S70ME-C-GI Product Demonstration – Mitsui 6S70ME-C-GI

2010

20132012

2011

Market Acceptance of ME-GIConcept Confirmation & Demonstration

ME GI LNG




TOTE Maritime

Panamax Container Vessels

8L70ME-C-Gl Engines

Delivery starting in Q4 2015

Teekay Shipping

Liquefied Natural Gas Tankers

2 x 5G70ME-C-GI Engines

Delivery starting in 2016

ME-GI – LNGFirst Orders from Late 2012




ME-GI & ME-LGI: 140+ Engines

ME-GI & ME-LGIReference List January 2015

ME-GI

2 t k LNG T k M k t




Number of LNG tankers

2-stroke: LNG Tanker MarketME-C and ME-GI Engines

ME-GIDFDE

X-DFME-C

Steam-Turbine

In 2014 MDT won significant market shares in LNG

tanker market with the ME-GI Engines

0

10

20

30

40

50

2000 2002 2004 2006 2008 2010 2012 2014

P ibiliti d Ch ll




Possibilities and ChallengesTwo-Stroke Gas Engine Technologies

L i



Low pressure gas engines

“The industry standard”

CIMAC discussion Athens 22. January 2015

Marcel Ott, General Manager, DF Technology

Development path for gas powered marine engines



2 © Wärtsilä 26 January 2015 RS

p p g p g

1970 1980 1990 2000 2010

1972

2-stroke low pressure

Dual-Fuel engine

29 km3 LNGC ‘MV Venator ’ 7RNMD90 Moss S/Y NOR

1986

2-stroke high pressure

Dual Fuel engine

6RTA84 at IHI, Japan

1987

high pressure

Gas diesel engine

2013


Dual-Fuel engine

1995

Break through

4-stroke low pressure DF engine

1992


spark ignited engine

2-stroke

4-stroke

Dual fuel test engine 6RTFlex50DF in Italy




g y

RT-flex50DF test engine

6RT-flex50 Diesel engine installed in

engine lab in Trieste, Italy in 2011

One cylinder converted for gas operation

for concept development:

- Concept and design alternatives evaluated

Engine converted to full scale in summer

2013:- Engine performance mapped

- Control system development

- Component reliability tests

- >1000 running hours logged

Dual fuel test engine W-X72DF in Japan




g

Strong support/interest from

Japanese customers in Low Pressure

DF engines- Cooperation with Japanese licensee

Diesel United Ltd.

W6X72DF test engine will be

installed at Diesel United’s facilities

Engine started on diesel, gas start in

the coming month

Main objectives:

- Additional test engine/facility

- Further combustion and performance

optimization, on larger bore engine

sizes

- Component reliability confirmations W-X72DF test engine

2-stroke low pressure dual fuel concept




The Principle

Engine operating according to Otto

process

Pre-mixed ‘Lean burn’ technology

Low pressure gas admission at ’mid

stroke’

Ignition by pilot fuel in pre-chamber

2-stroke low pressure dual fuel concept




The main merits

Low gas pressure < 16bar

- Simple and reliable gas supply system

- Simple gas sealing

- Wide selection of proven compressors/

pumps (piston or centrifugal)

Lean Burn ‘Otto’ combustion means

IMO Tier III compliance:

- Without additional equipment (EGR/SCR)

- Without additional fuel consumption

- Without compromised component reliabilityScavenging

Compression/

gas admission

Ignition

expansion

‘Pre-mixed lean-burn’ combustion

2-stroke low pressure ‘lean burn’ principle




Engine operating according to the ‘Otto

process’

Air and gas premixed before combustion:- ‚lean‘ mixture: more air available than needed

for stoichiometric combustion

- Cold flame temperature

Low NOx

Lower wall heat losses

- No local ‚rich‘ combustion

low particulate matter (PM)

External ignition by pre-chamber

- Provides energy needed to ignite gas

- Good ignition stability with very low pilot fuel

amount (<1% of full load energy input)

Lower peak temperatures

Lower NOx formation!

Otto, max flame temp.

Diesel, max flame temp.

Total emission picture of low pressure principle




Total hydro carbon contribution

to CO2 equivalent emissions

-15%

Tier3!

-99%

-98%

-85%

LP

PM further reduced by the DF technology

with lean-burn Otto combustion with pre-

chamber ignition Unlike CO2, methane disappears over

time. Its short term effect is 28 times

stronger as a green house gas *)

‘Methane slip’ = THC emissions (Total

Unburned Hydrocarbons). Included in totalCO2 equivalent

Potential to further reduce methane slip on

the 2-s DF

2-s DF Otto process contributes

positively to reduce the total emissionscope compared to any engine

operating in the Diesel process

*): IPCC report ‘Climate Change 2013’

Low pressure dual fuel engine output




Methane number:

Maximum output may be limited by

methane number (MN), if rating pointclose to R1-R3

No output limitation from MN if rating

point close to R2-R4

Considerations:

MN of LNG is typically 70 - 90

Gases with lower MN can be burned

by reducing engine power output

Operating area for low speed

engines is typically < 85% CMCR

Methane Number MN

Preliminary, to be confirmed

50%

55%

60%

65%

70%

75%

80%

85%

90%

95%

100%

105%

60 65 70 75 80 85 90 95 100

E n

g i n e p o w e r

Methane Number, MN

rating on R1 to R3 line

rating on R2 to R4 line

R2 – R4

Typical max.

service load

Knocking: What is that?




Normal combustion (Fig 1)

Ignition

Flame front propagation

Knocking combustion (Fig. 2)

Spontaneous ignition of end gas towards end ofcombustion

Knock detected by

Cylinder pressure trace

- One pressure sensor per cylinder

Knock detector signal (structure borne noise)

- One knock sensor per cylinder

For each individual cylinder and cycle

0

20

40

60

80

100

120

140

160

180

F i r i n g p r e s s u r e

[ b a r ]

Fig.: 1

0

20

40

60

80

100

120

140

160

180

F i r i n g p

r e s s u r e [ b a r ]

Crank angle Fig.: 2

Cylinder pressure

Knock sensor signal

Knocking: Safe detection and prevention !




BMEP / engine load / torque

- Reduction in power output allows a

wider operating window

Increased air/fuel ratio:

- reduces knock tendency

- Increases thermal efficiency

- lowers NOx emissions

Engine control system:

- Adjusts air / fuel ratio and balances

cylinders to avoid knocking or

misfiring

- releases safety measures in caseknocking or misfiring is occurring

O p e r a t i n g

w i n d o w

T h e r m a l e

f f i c i e n c y

N O x e m

i s s i o n s

B

M E P

Air / Fuel ratio

Knocking M i s f i r i n g

Low pressure dual fuel combustion stability




Combustion stability criteria: cycle-to-cycle variation of IMEP

Example: IMEP history over 300 cycles at full load (test engine 6RT-flex50DF)

- In diesel operation

- In gas operation

Stable combustion – comparable in both operating modes

Load response of Wärtsilä 2-stroke DF engines




6RT-flex50DF engine test results

Water brake load variation with ‚wave load profile‘

Engine running in gas mode

Engine control system covers any load and operation mode and

enables even manoeuvring on gas!

Low pressure system fuel requirements




Pilot fuel types: DMA, DMZ and DMB distillate

fuels (as 4-s DF standard)

Gas fuel requirements (as 4-s DF standard):

HFO requirements as on std. diesel engines

Conclusion




Low-pressure DF is the technology of

choice and the industry standard!

Operational experience from over 1000 4-s DFengines

Incorporated running experience in 2-s DF engine

design

Reliability, safety, performance and emissions

results confirmed on 6RT-flex50DF test engine

Questioned areas from the market:

Methane slip

Methane Number / power limitations

Load acceptance

Safety principles

Combustion stability





“The industry standard”

CIMAC discussion Athens 22. January 2015 Rolf Stiefel, Director Sales, 2-stroke

Why “Industry standard”?




Low pressure lean burnTHE industry standard for gas combustion engines:

Environmental friendliness low NOx and particulate emissions

Simple installation minimum of additional ancillary equipment

Low operating costs competitive overall efficiency, low parasitic load

Reliable and safe operation long experience on LNG handling equipment applied

Redundancy change to liquid fuel mode at any time

Port to port operation on LNG

Leading into the gas age: Wärtsilä 2-stroke DF references




W-RT-flex50DF:

4x 15.000 dwt Chemical tankers (Terntank, SWE) 6x 1400 teu vessel (GNS shipping, GER)

1x 15k m3

coastal LNGC (Huaxiang, CHN) 2x 15k Asphalt carriers (Transport Desgangnes, CAN)

W-X62DF:

2x 180k m3 LNGC/twin screw (SK/Marubeni KOR/JPN)

W-X72DF:

4+ 6x 174k m3 LNGC/twin screw (Gaslog/BG Group GRE/UK)

25 DF engines on order, since market introduction 2 years ago

Layout meets market requirements!




Max rating lower than ‘diesel’, due to limitations

from knocking / pre-ignition Dots representing selected rating point of X62

Diesel engine in stadard ship designs The DF version is covering more than 90% of

these rating points! Only in exceptional cases an additional cylinder

will be need to meet output requirments

Different consumption curve pattern:

Otto process Diesel process

90%

70%

58%

X62X62DF

Influence of methane slip on EEDI for low pressure DF




Selected vessel type:Panamax Bulk Carrier(80’000DWT)

Engine type:conventional engine vs.

5X62DFCMCR: 9930 kW

CSR load: 75%

Service power: 7450 kW

service speed: 13.6 knots

X engine EEDI

X-DF engine EEDI

If methane slip is taken into account for emission limits as CO2 equivalent, it will beregulated via the EEDI

Graph shows the 2s DF engine is below the conventional diesel engine EEDI, thanksto its lower CO2 emissions overall.

Applying Wärtsilä low pressure DF Technology




Case study180,000 m3 LNG carrier

Low pressure gas supply system makes the difference!




Simple, proven technology with low CAPEX &OPEX

LNG,-162 °C

LNG vaporizers

BOG turbo compressor 5/6 stages1-2 3-4 5-5/6Intercooler Aftercooler

2SDFMain engine

GCU

Aux

Engines

Pressure

reduction

16 barg, 0-60 °C

GVU

GVU

Total energy consumption comparison




Consumption of gas and liquide fuel for the whole vessel Equal overall efficiency achieved at all typical load points for both systems

In Tier III area same consumption for LP solution as compliant without 2nd measures

0

1020

30

40

50

60

70

80

90

LP solution

19.5kn laden

LP solution

16kn laden

LP solution

12kn laden

HP solution

19.5kn laden

HP solution

16kn laden

HP solution

12kn laden

[ t o n

]

Consumables per day (outside of ECA)

LNG

MDO

LP LP HPLP HP HP

Energy consumption on equal level with alternative technology

@19kn 16kn 12kn @19kn 16kn 12kn

Simple gas supply system saves Investment!




Significantly lower CAPEX:

For compressor

Only low pressure gas system

Tier III compliant in gas mode

Less electrical power demands,

hence smaller aux engines

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

Alt. 1 LP solution

Inve

Alt. 2 HP solution

0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

Alt. 1 LP solution

InInvestment costs

SCR

HPLP LP* 2x 100% compressor capacity

for redundancy

Gas system

EGR

Aux engines

Main engine

Optional in case Tier III required also in liquid fuel mode

Investment costs machinery equipment

*

Applying Wärtsilä low pressure DF Technology




Case study55.000 dwt Tanker

The most simple gas supply system




Process Control Automation & Interfacing

Wärtsilä modularized solution for LNG fuelled ships

Very low electrical energy consumption and boil off

E v a p or a

t or

OPEX / CAPEX evaluation 55.000 dwt tanker




0

500

1000

1500

2000

2500

3000

3500

4000

Alt. 1 LP solution Alt. 2 HP solution

[ U S D ]

Thousands Consumables costs per year

LNG

MDO

Vessel operating profile ( annual)

3500 hours in ECA zone (Tier III) 1500 hours in non-ECA zone (Tier II)

MDO: 1000 USD/ton (24.7 USD/mmBTU) LNG: 700 USD/ton (14.8 $/mmBTU)

Similar operating cost for the vessel on an annual basis.

Lowest CAPEX and simple operation




Investment cost (100%) approx. 16 mio $

LNG tank 2x 700m3 with 20 daysautonomy at service speed.

Gas system cost is considered only for ME

and auxiliary engines requirements.

Gas system

LNG tank(s)

EGR

Aux engines

Main engine0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

Alt. 1 LP solution Alt. 2 HP solution

Investment cost

Investment cost machinery equipment

Gas supply most simple




Wärtsilä enclosed GVU canbe installed in engine room!

Integrated automation and controlsystem for simple operation onMerchant ships!

The benefits of our concept




1. Meets IMO Tier IIIwithout exhaust gas after-treatment due to lean burn Otto combustion process

2. Low CAPEXdue to low pressure gas supply system No large pressurization and high pressure equipment No exhaust gas after treatment for Tier III compliance in Gas mode Smaller capacity auxiliary engines, due to less energy demand

3. Competitive OPEXdue to high overall efficiency (low parasitic load) and less equipment on board

4. Proven concept “Lean-burn Otto process” is THE standard for gas in combustion engines More than 10 Mio running hours with Wärtsilä medium speed engines

Gas supply system only requires equipment of proven technologies

JV established and operational since 19.01.2015



Panel Members



Member Company

Nikolaos Kyrtatos (Moderator) NTUA

Niels Kjemtrup MAN Diesel and Turbo

Ole Groene MAN Diesel and Turbo

Marcel Ott Wartsila Switzerland

Rolf Stiefel Wartsila Switzerland

Manos Migadis DYNAGAS

Vasilis Lampropoulos THENAMARIS

Areas expected to be addressed by both Makers



• Basic Principles of operation

• Pilot fuel requirements

• Natural gas fuel requirements

• Methane Slip

• Knocking

• NOx Tier II and III Compliance

• Cylinder Oil Consumption

• Maintenance

• Efficiency

• References so far



Source: www.bunkerworld.com , BW380

CIMAC WG10 | USERS from www.cimac.com

http://www.bunkerworld.com/

http://www.bunkerworld.com/

http://www.cimac.com/

http://www.cimac.com/



AIM

To provide a forum to intensify the dialogue between engine users and manufacturers.

Who we are We have 25 members in the following countries: Germany, France, Denmark, Norway, UK, Holland, Singapore, Korea

and Japan.

What we do

We record engine abnormalities in an incognito database and engine maintenance costs in another private database.

At our meetings about every six months, we discuss members’ latest engine problems and see if we can solve them

around the table.We also operate an early warning e-mail system that is open to all members at anytime.

Our current projects and activities

Developments for IMO TIER I retrofit, plus TIER II + III practical acceptance.

LNG and dual-fuel engine operation.

Common Rail Technology Improvements.

Exhaust gas treatment and recirculation systems, waste heat recovery turbo generators.

Comments on EEDI, SEEMP and efficiency introduction to the shipping industries.Evaluation of criteria for crew education and crew training improvements to manage all these new techniques.

Meeting activities

Regular meetings are held at about every six months and usually hosted by one of our members, but occasionally we

arrange a meeting with an engine builder / designer to discuss operating problems not solved by the service

department.



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