EMISSION REDUCTION pres 20062011.… · DF conversion – Parts which will be exchanged Turbochargers modified for DF operation Camshaft pieces for DF Miller valve timing Cylinder

EMISSION REDUCTION OPTIONS FOR MANAGING CARBON EMISSIONS

AND GHGS IN SHIPPING

Teus van Beek , WÄRTSILÄ SHIP POWER

20 June 20111 © Wärtsilä Energy Management / Börje Fågelklo

2 © Wärtsilä 20 June 2011 New

Content

• Introduction• Legislation• Energy reduction principles• Emission reductions• Conclusions

Environmental challenge

20 June 20113 © Wärtsilä

LOCAL

GLOBAL

LOCAL

LOCAL

Acid rainsTier II (2011)Tier III (2016)NOx

Greenhouse effectUnder evaluation by IMOCO2& HC

3.5% (2012)ECA 0.1% (2015)SOx

Direct impact on humansLocally regulated

Particulatematter

Magnus Miemois

20 June 2011 Shipping in the gas Age4 © Wärtsilä

NOx

Acid rains

Tier II (2011)

Tier II 2011Tier III (2016)Tier III 2016

SOx

Acid rains

3.5% (2012)ECA 0.1% (2015)

CO2

Greenhousegas

Under evaluation by IMO

Environmental challenge

EnvironmentEmission reduction: SECA areas;EU portsThe next step will be focus on

Greenhouse gases CO2 emissions

Fuel costIncreasing oil pricesAvailability

5 © Wärtsilä 20 June 2011 SHIP POWER

Technology strategies - drivers

EmissionsLegislation

Our selectedstrategy

Fuel cost andavailability

Ship Efficiency

Multi fuel

System integration

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35

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USD

/MB

tu

LNG Japan CIF [USD/MBtu]

HFO 380cst Rotterdam [USD/MBtu]

MGO Rotterdam [USD/MBtu]

Ships need energy

Fossil or RenewableNatural resources

Energy Input to The ship

EnergyConversion

EnergyConversion PowerPropulsionPP AA

• Ships are the most efficient means of transport but they will always need energy for propulsion and electricity.

20 June 20116 © Wärtsilä Energy Management

CO2

Shipping cost structure

Typical cost structure of a merchant ship

Capital costs22%

Cargo handling costs1%

Bunkers41%

Port dues10%

Canal tolls and misc4%

Manning9%

Repairs and maintenance 4%Insurance per annum 2%

Administration / management 3%Stores and lubes 3% Sales

1%

Savings from energy efficiency optimization

20 June 2011 Ship Power Technology 7 © Wärtsilä

Managing energy

Energy needEnergy need

Used energy Lost energy

P A

Monitoring

Free energy Fossile or bio

Reduce need Convert efficiency

Zero carbon Low carbon High carbon

Automation

20 June 20118 © Wärtsilä Energy Management

Control

COCO22COCO22

Evolution of ship efficiency

• By combining these areas and treating them together as an integrated solution, a truly efficient ship operation can be achieved.

Integration byAutomation

Energy & efficiency saving potential

Machinery efficiency optimization:• (re) tuning or configuration of the product for

operational conditions• Upgrade machinery to higher performance level• Maintain the original performance

Power plant efficiency optimization:• Advise optimum machinery usage to match

required output needs

Ship’s energy efficiency optimization• Trim optimization• Hull cleaning

Voyage energy efficiency optimization• Navigation “Clever routing”• Just in time arrival

A

B

C

DE Fleet energy efficiency optimization

• Best vessel for the job• Optimal fleet capacity usage

20 June 2011 Ship Power Technology / Patrick Baan10 © Wärtsilä

Strategic steps taken

Machinery

Navigation & Communication Electrical

• Power generation

• Power distribution

• HVAC

Automation & ControlsEnvironmental

Propulsion and manoeuvring

Design & Engineering

Air lubrication

Delta tuning

Optimum main dimensions

Energopac

Hull cleaningWind power

Voyager planning– weather routing

Efficiency improvement measures

20 June 201112 © Wärtsilä Energy Management /

Lightweight construction

Propeller blade design

Hull surface – hull coating

Bow thruster scallops / grids

Waste heat recovery

Ship speed reduction

Efficiency of scale



Energy saving lightning

Propulsion concepts – crp

Coded machinery

Fuel type– lng

Turnaround time in portInterceptor

trim planes

Cooling water pumps, speed control



Hybrid auxiliary power generation

Condition based maintenance (cbm)

Solar power

Energy savingoperation awareness

Reduce ballast

Vessel trimadjustment



16 © Wärtsilä 20 June 2011 New

Extended scope not inividual components

Shallow water effect of dredgers

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8 9 10 11 12 13 14 15 16Ship speed [knots]

Thru

st d

educ

tion

t

Shallow water

Deep water

Shallow water effect is dominant on thrust deduction factor

Resulting in dramatic increased thrust requirement of vessel

Hull design needs improvement to have optimum performance at shallow water

Deep water Shallow water

18 © Wärtsilä 20 June 2011 New developments in propulsion /

Retrofit with improved design w or w/o nozzle

DredgerOpen to ducted propeller

Payback of various options for improvement

20 June 2011 Energy Management /19 © Wärtsilä

Emission reduction: Natural gas as marine fuel

20 June 2011 Ship Power Technology / Patrick Baan20 © Wärtsilä

GHG

NOx

SOx

Particulates

Dual-Fuel enginein gas mode

Dieselengine

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Emissionvalues [%]-20%

-85%

-100%

-99%


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


LNG Tank – Space demand


LNG storage class requirements

Gas storage below deck

Min. B/15 or 2 m (the lesser)

Never less than 760 mm

Never less than 760 mm

Min. B/5 or 11,5 m (the lesser)

LNG tank

LNG tank

20 June 2011 Energy Management /24 © Wärtsilä

LNGPac - Fully Automated and integrated solution

LNGPac - Fully Automated and integrated solution

10 November 2010 Ship Power Technology / Sören Karlsson25 © Wärtsilä

55

11

66

33

2244

1.1. Bunker stationBunker station2.2. Storage tanksStorage tanks3.3. Tank room, including valves and Tank room, including valves and

evaporatorsevaporators4.4. Gas valve unit enclosureGas valve unit enclosure5.5. DualDual--Fuel Main engineFuel Main engine6.6. DualDual--Fuel Aux enginesFuel Aux engines

The project in a nutshell

• 25,000 dwt Twin Screw Chemical Tanker by Wärtsilä Ship Design

• Built 2007 by Shanghai Edward Shipbuilding

• Main Engines: 2 x Wärtsilä 6L46 / 5850 kW

• Auxiliary engines:2 x Wärtsilä 8L20 / 1360 kW

10 November 2010 Ship Power Technology 26 © Wärtsilä

• 2 x W6L50DF / 5700 kW• Autonomy = 12 days operation on ~80% load• 2 x 500 m3 LNG tanks

Placement of equipment

10 November 2010 Ship Power Technology 27 © Wärtsilä

GVU

Gas

Ventilation

Many different “firsts”

L N GLNGPac

LNGPacdelivered by

Wärtsilä

Gas Valve Unit in enclosure

Dual-Fuel engine in Mechanical drive

application

Dual-Fuel engine marine

conversion

Dual-Fuel “single main engine”

approval

L N GLNGPac

10 November 201028 © Wärtsilä Ship Power Technology

DF conversion – Parts which will be exchanged

Turbochargers modified for DF operation



Camshaft pieces for DF Miller valve timing



Cylinderheads Cylinderheads Cylinderheads

Pistons & piston ringsPistons & piston ringsPistons & piston rings

Cylinder liner & anti-polishing ring



Connecting rods (upper part)



Dual-needle injection valveDual-needle injection valveDual-needle injection valve

Control system UNICControl system UNICControl system UNIC

10 November 201029 © Wärtsilä Ship Power Technology / Sören Karlsson

System integration

10 November 2010 Ship Power Technology / 30 © Wärtsilä

System integrationSystem

integration

Main engines converted from HFOto Gas• Cylinder heads• Pistons• Built on gas system• Control system

LNG storage system• Gas valve units• Bunker skid• LNG tanks

Upgrade of vessel IAS• Integration of new I/O:s into

existing system• Control of new equipment

Propulsion system integration

Ship Design• Stability calculations• Tank foundations• Mechanical design

Bit Viking conversion

10 November 2010 Ship Power Technology / Sören Karlsson31 © Wärtsilä

• Conversion contract signed end June 2010, completion mid 2011

• Required NOx reduction 479t/year, however actual calculations show 640t/year

• Time for conversion minimized, carried out during normal docking (approx. 3 weeks)

• Continuous operational savings for the owner from reduction in NOx and CO2fees

• Operation on gas instead of expensive MGO in EU ports due to 0,1% Sulphurlimit


Hybrid propulsion concepts


Viking Energy

LNG tank 220 m³

6L32DF 4 x 2010 kW


Operational Experiences: Viking Energy

• During 7 years in operation – No off-hire caused by LNG/machinery plant

• Problem free operation of LNG plant• More than 98% of energy production from LNG• Diesel mode mainly related to bunkering of LNG• Clean engines – no soot from exhaust gas• Maintenance interval of dual fuel engines extended

from 16 000 to 20 000 hours

Annual emission reductions:Approx 160 tonnes of NOxApprox 2000 tonnes of CO2

Zero emission of SOx

35 © Wärtsilä 20 June 2011 New developments in propulsion

Hybrid power concepts

Case study: Trailing suction hopper dredger

StandardMain Engines

2 x W12V46C 12600 kWAuxiliary power

1 x W6L26A 1860 kW1 x High speed engine 1200 kW

Total Installed power 28240 kW

HybridMain Engines

2 x W9L50DF 8550 kWAuxiliary power

1 x W6L50DF 7600 kW2 x Fuel Cell 500 kW 4 x WHR units 1500 kWBatteries 3200 kW

Total Installed power 28900 kW

Operation priorities

Energy efficiency is prioritized in the following order:1. Use energy recovered from waste heat or stored energy

– Batteries charged with surplus energy2. Use energy from the energy converter with the highest efficiency

– Typically the main engine or the fuel cell3. Use energy from the converter producing the least emissions

– Typically the fuel cell (LNG) or gas engine4. Use energy from the converters with the fastest response time

– In fast load situations batteries or additional generation power

20 June 201136 © Wärtsilä Energy Management / Börje Fågelklo

Calculation Assumption

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100

0 10 20 30 40 50 60 70 80 90 100

Time (%)

Load

(%)

HFO Price 345 US$/ton

LFO Price 690 US$/ton

Gas Price 455 US$/kg

Sulphur cap 2.7 %

SECA limit 0.5 %

NOx abatement at IMO tier III

Taxation or fairway dues not taken into account

Operation profile typical for dredgers

Typical auxiliary power load profile

Powersource

.

.

.

Energysupplied

Fuel cell

Diesel electric

Batteries for peak shaving

Generated emissions

+ -

Traditional Hybrid

NOx emissions

020406080

100

Traditional Hybrid

ton/a CO2 Emissions

0

1000

2000

3000

4000

5000

Traditional Hybrid

Particles

0500

100015002000250030003500

Traditional Hybrid

Major components

ShipnetworkAC/DC

FuelGas or

MDF

Machinery controls

Load Sharing

Fuel cell SFOC Fuel cell SFOC

W9L50DFW9L50DF

W9L50DF

W6L50DF

W6L50DF

W6L50DF

WHR

WHR

WHR

W12V46C

W12V46C W12V46C

W12V46C

W6L26A

W6L26A

W6L26A

Fuel cell SFOC

High speed engine

0

5000

10000

15000

20000

25000

std innov std innov std innov

Pow

er (k

W)

Load 20% Load 80%Load 40%

Efficiency Comparison

0.45

0.76

0.47

0.66

0.48

0.62

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

1

Plan

t eff

icie

ncy

Load 20% Load 80%Load 40%

Stan

dard

Stan

dard

Stan

dard Hyb

ridHyb

rid

Hyb

rid

+ 31%+ 19% + 14%

Emission Reduction

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60

80

100

120

std LFO+SCR HFO+scrb+SCR innov

Emis

sion

Red

uctio

n (%

)

CO2NOxSOx

Standard

Standard with

LFO + SCRStandard with

Scrubber + SCR Hybrid

Capex

W9L50DF

W9L50DF

W6L50DF

WHR

Fuel cell SFOC

Batteries

W12V46C

W12V46C

W6L26A

SCR

High speed engine

Scrubber

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0.2

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1

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1.4

1.6

std innov

CAP

EX (M

€)

Opex

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160

180

200

std LFO+SCR HFO+scrb+SCR innov

OPE

X (%

)

+80%

+20%

-20%

Results

• Higher efficiency +14 – 31 %

• Lower OPEX - 20 %

• Lower emissions– NOx - 92 %– SOx - 99%– CO2 - 30%

• Higher CAPEX + 51 %

• ROI 5.8 years

47 © Wärtsilä 20 June 2011 New developments in propulsion

Conclusion

• Complete propulsion train and vessel should be designed as a system

• Hybrid propulsion reduces fuel consumption and emission

• Wärtsilä can contribute to better overall ship performance through ship design and equipment optimization

DREDGING INTO A CLEANER FUTURE

Thank you for your attention

Documents

EMISSION REDUCTION pres 20062011.… · DF conversion – Parts which will be exchanged Turbochargers modified for DF operation Camshaft pieces for DF Miller valve timing Cylinder