DUAL FUEL ENGINES LATEST DEVELOPMENTS · Wärtsilä successfully tests new 2-stroke dual-fuel gas...
Transcript of DUAL FUEL ENGINES LATEST DEVELOPMENTS · Wärtsilä successfully tests new 2-stroke dual-fuel gas...
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DUAL FUEL ENGINES
LATEST DEVELOPMENTS
Oskar Levander, Director, Concept design, MLS
HAMBURG, 27.9.2011
27 September 2011 1 © Wärtsilä Oskar Levander
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Content
• Environmental and market drivers
• LNG as a marine fuel
• DF engines
• RoRo concept design
• Machinery and fuel comparison
• Conclusions
27 September 2011 2 © Wärtsilä Oskar Levander
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Factor trends: Environment
27 September 2011 3 © Wärtsilä
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
Oskar Levander
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Until now…..
27 September 2011 4 © Wärtsilä Oskar Levander
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From now on….
Established Emissions Controlled Areas
Emissions Controlled Areas under consideration
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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 onwards
Engines > 130 kW
Tier III (ECAs 2016) Ships in designated
areas, keel laid 2016
onwards
Engines > 130 kW
Tier I (present) Ships built 2000 onwards
Engines > 130 kW
Retrofit: Ships built
1990 – 2000
Engines > 90 litres/cylinder
and > 5000 kW
Wärtsilä: RTA, W46, W64
Dry methods (engine optimization) - Concepts are ready
4
- SCR Catalyst
- Alternative pathways under
investigation (Combined measures)
27 September 2011 6 © Wärtsilä Oskar Levander
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IMO Sulphur Limits
0,1%
4,5%
3,5%
1,5%
1,0%
0,5%
20
08
20
09
20
10
20
11
20
12
20
13
20
14
20
15
20
16
20
17
20
18
20
19
20
20
20
21
20
22
World
EU in ports
ECA
27 September 2011 7 © Wärtsilä Oskar Levander
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Machinery options
Main options for operations inside ECA
– MGO + SCR
– HFO + Scrubber + SCR
– LNG
27 September 2011 Oskar Levander 8 © Wärtsilä
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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 based instruments
– …
27 September 2011 9 © Wärtsilä Oskar Levander
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Fuel prices
Sources: www.lngoneworld.com, www.bunkerworld.com, LR Fairplay
27 September 2011 10 © Wärtsilä Oskar Levander
0
5
10
15
20
25
30
35
Oct
-01
Feb-
02
Jun-
02
Oct
-02
Feb-
03
Jun-
03
Oct
-03
Feb-
04
Jun-
04
Oct
-04
Feb-
05
Jun-
05
Oct
-05
Feb-
06
Jun-
06
Oct
-06
Feb-
07
Jun-
07
Oct
-07
Feb-
08
Jun-
08
Oct
-08
Feb-
09
Jun-
09
Oct
-09
Feb-
10
Jun-
10
Oct
-10
Feb-
11
Jun-
11
US
D/M
Btu
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
27 September 2011 11 © Wärtsilä Oskar Levander
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DF ENGINES
27 September 2011 12 © Wärtsilä Oskar Levander
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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
27 September 2011 13 © Wärtsilä
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Otto or Diesel cycles: effects on NOX
Big temperature
difference
NOx formation!
Otto, max flame temp.
Diesel, max flame temp.
27 September 2011 14 © Wärtsilä
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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 III
No redundancy
No HFO flexibility
GAS-DIESEL (GD) Does NOT meet IMO Tier III
High gas pressure
27 September 2011 15 © Wärtsilä Oskar Levander
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DUAL-
FUEL (DF)
GAS-DIESEL
(GD)
Gas burning technologies
SPARK-IGNITION
GAS (SG)
1987 1992 1995
27 September 2011 16 © Wärtsilä Oskar Levander
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The marine favourite 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
27 September 2011 17 © Wärtsilä Oskar Levander
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Wärtsilä‘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
27 September 2011 18 © Wärtsilä Oskar Levander
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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
27 September 2011 19 © Wärtsilä Oskar Levander
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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
27 September 2011 20 © Wärtsilä Oskar Levander
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Wärtsilä successfully tests new
2-stroke dual-fuel gas engine technology
Wärtsilä Corporation, Trade & Technical press release, 23 September 2011:
“Wärtsilä successfully tests new 2-stroke dual-fuel gas engine
technology to comply with IMO Tier III emission limits“
“The on-going tests show that the Wärtsilä 2-stroke gas engine
performance is in compliance with the upcoming IMO Tier III NOx
emission limits, thereby setting a new benchmark for low-speed
engines running on gas.”
27 September 2011 Oskar Levander 21 © Wärtsilä
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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
27 September 2011 22 © Wärtsilä Oskar Levander
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Dual-Fuel applications – References
4 segments 140 installations > 3’000’000 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
LNG ferries
• 1+1 vessels
• 4 engines per
vessels
• Complete gas
train
• 2800 passengers
• In service in 2013
Navy
Costal Patrol
• Coming…
27 September 2011 23 © Wärtsilä Oskar Levander
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The industry's most environmentally
sound and energy efficient large
passenger vessel to date.
Main particulars:
Overall length: 214.0 m
Breadth, moulded: 31.8 m
Cruising speed 22 knots
Passengers: 2800
Class: LR
Ice class: 1A
In service: 2013
Shipyard: STX Finland Oy
Ship Owner: Viking Line
Viking Line 2800 Pax Cruise Ferry
27 September 2011 24 © Wärtsilä Oskar Levander
Machinery:
Main Engines: 4 x Wärtsilä 8L50DF
Output: 4 x 7600 kW
LNGPac 200 2 x 200 m3
Integrated tank – and aux. rooms
Bunkering system, Safety systems
GVU in enclosure
Cold recovery for HVAC
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Conversion of Bit Viking
27 September 2011 Oskar Levander 25 © Wärtsilä
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Conversion of Bit Viking
27 September 2011 Oskar Levander 26 © Wärtsilä
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LNGpac Main Components
27 September 2011 27 © Wärtsilä
GVU
Bunkering
Station
Tank room Main Engine Room Gas
Valve
Bunkering line,
insulated pipes
Bottom tank
filling
Pressure build
up evaporator
LNG – gas evaporator
Water/Glycol
system
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
27 September 2011 28 © Wärtsilä Oskar Levander
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LNGPac: A turn key solution
Tank room –
All cryogenic valves
Auxiliary equipment
room
Length minimized
27 September 2011 29 © Wärtsilä Oskar Levander
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LNGPac
27 September 2011 30 © Wärtsilä Oskar Levander
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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)
27 September 2011 31 © Wärtsilä Oskar Levander
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Conventional tank location
27 September 2011 32 © Wärtsilä Oskar Levander
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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
27 September 2011 33 © Wärtsilä Oskar Levander
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LNG storage in trailers
27 September 2011 34 © Wärtsilä Oskar Levander
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LNG Container feeder LNG Tug LNG 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
27 September 2011 35 © Wärtsilä Oskar Levander
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Marine LNG terminals
Existing or
under construction
Proposed
As per September 2009
27 September 2011 36 © Wärtsilä Oskar Levander
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Bunkering from LNG truck
27 September 2011 37 © Wärtsilä Oskar Levander
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LNG bunker barge/tanker
27 September 2011 38 © Wärtsilä Oskar Levander
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LNG barge carrier – operation principle
27 September 2011 39 © Wärtsilä Oskar Levander
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LNG barge carrier – operation principle
27 September 2011 40 © Wärtsilä Oskar Levander
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LNG distribution
NG pipe line
Large 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
D
IST
RIB
UT
ION
LNG
27 September 2011 41 © Wärtsilä Oskar Levander
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Total Concept Optimization
Wärtsilä engineers solutions for LNG delivery, storage, transportation and
utilization onboard.
27 September 2011 42 © Wärtsilä Oskar Levander
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RORO CONCEPT FOR ECA
27 September 2011 Oskar Levander 43 © Wärtsilä
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RoRo trends
27 September 2011 44 © Wärtsilä Oskar Levander
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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
27 September 2011 45 © Wärtsilä Oskar Levander
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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
27 September 2011 46 © Wärtsilä Oskar Levander
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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 (design) 6.5 m
• Depth, main deck 8.3 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
27 September 2011 47 © Wärtsilä Oskar Levander
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Propulsion
• Single screw
– Simple and well proven
– Good ice performance
– Low cost
• Energopac rudder
27 September 2011 48 © Wärtsilä Oskar Levander
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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 Levander 49 © 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 2011 50 © Wärtsilä
MDO
G 6L20
PTO
3 MW
G 6L20
MSB
2 x 1 MW 1 MW
Auxpac 1 050 kW
GEAR
EnergoPac
rudder
9L46F
10 800 kW
SCR SCR SCR SCR needed for IMO
tier III compliance
9L46F
Auxpac 1 050 kW
Installed propulsion power: 10.8 MW
Installed aux power: 2.1 MW
Oskar Levander
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HFO + Scrubber
27 September 2011 51 © Wärtsilä
MDO HFO
G 6L20
PTO
3 MW
G 6L20
MSB
2 x 1 MW 1 MW
Auxpac 1 050 kW
GEAR
SCRUBBER
10 800 kW
SCR SCR SCR SCR needed for IMO
tier III compliance
9L46F
Auxpac 1 050 kW
EnergoPac
rudder
Installed propulsion power: 10.8 MW
Installed 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
Exhaust
Gas
Seawater
Closed loop works with
freshwater, to which
NaOH is added for the
neutralization of SOx.
CLOSED LOOP
=
Zero discharge
in enclosed area
Process tank Holding tank
Sludge tank
27 September 2011 52 © Wärtsilä Oskar Levander
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Containerships VII - scrubber installation
27 September 2011 53 © Wärtsilä Oskar Levander
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DF - LNG
27 September 2011 54 © Wärtsilä
MDO
G 6L20DF
PTO
3 MW
G
MSB
2 x 1 MW 1 MW
6L20DF
1 056 kW
GEAR
11 400 kW EnergoPac
rudder
12V50DF
6L20DF
1 056 kW
L N G
6L20DF
Installed propulsion power: 11.4 MW
Installed aux power: 2.1 MW
Oskar Levander
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LNG storage in trailers
27 September 2011 55 © 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 tons
84 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
27 September 2011 56 © Wärtsilä Oskar Levander
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LNG storage in trailer
27 September 2011 57 © Wärtsilä Oskar Levander
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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
27 September 2011 58 © Wärtsilä Oskar Levander
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Operation profile
0%
10%
20%
30%
40%
50%
60%
Port Man 12,0 18,5
Ru
nn
ing
ho
urs
Operation mode
27 September 2011 59 © Wärtsilä Oskar Levander
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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
27 September 2011 60 © Wärtsilä Oskar Levander
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Annual fuel, lube oil and consumables cost (k€)
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
27 September 2011 61 © Wärtsilä Oskar Levander
10 years
6% interest
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Machinery Investment cost
0
2.000
4.000
6.000
8.000
10.000
12.000
MGO HFO + Scrubber LNG
Ma
ch
ine
ry fir
st co
st
Scrubbers
SCR
Fuel system (LNG tank etc.)
HFO system
Steering
Propulsion train
Engines
Propulsion engine
27 September 2011 62 © Wärtsilä Oskar Levander
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Annual machinery cost
0
1000
2000
3000
4000
5000
6000
7000
8000
MGO HFO + Scrubber LNG
An
nu
al m
ach
ine
ry r
ela
ted
co
st [k
EU
R]
Scrubber operating costs (NaOH + FW + Senitec Chem)
SCR operating costs
Maintenance costs
Lubrication oil costs
Fuel costs
Annual capital costs
27 September 2011 63 © Wärtsilä Oskar Levander
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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
Pa
yb
ack T
ime
[Y
ea
rs]
27 September 2011 64 © Wärtsilä Oskar Levander
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Net present value (NPV) – 10 years of operation
0
2000
4000
6000
8000
10000
12000
MGO HFO + Scrubber LNG
Ne
t P
rese
nt V
alu
e [
kE
UR
]
27 September 2011 65 © Wärtsilä Oskar Levander
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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 compliant REF. outside ECA
27 September 2011 66 © Wärtsilä Oskar Levander
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IMO Energy Efficiency Design Index (EEDI)
27 September 2011 67 © Wärtsilä Oskar Levander
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EEDI
0
5
10
15
20
25
MGO HFO + Scrubber LNG
27 September 2011 68 © Wärtsilä Oskar Levander
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Operating part time in SECA
27 September 2011 69 © Wärtsilä Oskar Levander
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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 Levander 70 © 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
0
1.000
2.000
3.000
4.000
5.000
6.000
HFO - MGO HFO + Scrubber DF-LNG
Annual costs
[k€]
0
1.000
2.000
3.000
4.000
5.000
6.000
HFO - MGO HFO + Scrubber DF-LNG
0
1.000
2.000
3.000
4.000
5.000
6.000
HFO - MGO HFO + Scrubber DF-LNG
Annual costs
[k€]
0
1.000
2.000
3.000
4.000
5.000
6.000
HFO - MGO HFO + Scrubber DF-LNG
27 September 2011 71 © Wärtsilä
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
Annual costs
[k€]
0
2.000
4.000
6.000
8.000
HFO - MGO HFO + Scrubber
DF-LNG
SCR operating costs
Scrubber operating costs
Maintenance 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 costs
Maintenance costs
Lubrication oil costs
Fuel costs
Annual capital costs 0
2.000
4.000
6.000
8.000
HFO - MGO HFO + Scrubber
DF-LNG
Annual costs
[k€]
27 September 2011 72 © Wärtsilä
Inside ECA
33%
67%
Outside ECA
100%
100% 67%
33%
Oskar Levander
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Conclusions
DF engines – a well proven technology
DF engines running on LNG has great potential
– Best NPV
– Lowest emissions
– Short payback time
27 September 2011 73 © Wärtsilä Oskar Levander