Turning the page in ship propulsion, by switching to LNG environmental/2008 Wartsila propulsi… ·...

© Wärtsilä 3 March 2008 Oskar Levander

Turning the page in shippropulsion, by switching to LNG

Oskar LevanderDirector R&D

Operational Performance / Ship Power R&D

Gas as fuel for propulsion of ships - status and perspectivesCopenhagen, March 3rd, 2008


Content

• Environmental drivers

• LNG as marine fuel

• DF engines

• LNG cruise ship

• Running on gas in port

• Turning the page in propulsion

– Example: The next generation ferry


Development driver for ship propulsion

• Environment– Emission reduction

• NOX emissions• SOX emissions

– SECA areas– EU ports

– The next step will be climatechange• Greenhouse gases

– Focus on CO2 emissions• Particles

• Fuel cost– Increasing oil prices


Greenhouse emission reductions

CO2 emission reduction:– Reduce power demand

• Ship and propulsion design• Auxiliary power demand• Operation profile

– Improve efficiency• Propulsion optimisation• Engine technology• Waste energy recovery

– Change to alternative fuels• Fuels with less carbon


Ferry efficiency

Energy in fuel

100%

45.3%

Brake power

46.5%Heat andlosses

53.5% 42.7%

Transmissionlosses

1.2%

Utilised exhaustheat recovery

2.8%

Utilised HT waterheat recovery

1.9%

Surplusrecoverableexhaust heat

8.0%

Surplus recoverableHT water heat

12.0%

Utilised energy (32.5%)

Losses and unused energyLosses

28.8%

Estimation for seamode at 22 knots

Electric power

4.2%

Effective power

23.6%Additional

resistance fromwaves, wind

and hull fouling

3.5%

Propulsionlosses 14.0%

Loss

es a

nd u

nuse

d en

ergy


Alternatives to oil

What are the alternatives to oil?

– Biofuel

– Hydrogen

– Synthetic fuels

– Natural gas


– Natural gas is mostly methane (CH4)

– Methane contains the highest amount of energy per unit of carbon ofany fossil fuel

• Carbon to hydrogen ratio 1 / 4 (gasoline: 1 / 2,25)

• Lower CO2 emissions

– Natural gas is:• A very safe fuel• Non-toxic• Lighter than air

What is natural gas?

Methane (CH4)

H

H

H HC Ethane (C2H6)


Cleaner Exhaust Emissions with LNG

• 30% lower CO2

– Thanks to low carbon to hydrogen ratioof fuel

• 85% lower NOX

– Lean burn concept (high air-fuel ratio)

• No SOX emissions

– Sulphur is removed from fuel whenliquefied

• Very low particulate emissions

• No visible smoke

• No sludge deposits


Fuel prices

Sources: www.lngoneworld.com, www.bunkerworld.com, LR Fairplay

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7

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USD

/MB

tu

LNG Japan CIF [USD/MBtu]

HFO 380cst Rotterdam [USD/MBtu]

MGO Rotterdam [USD/MBtu]

Today LNG is cheaper than HFO(Price / energy content)

http://www.lngoneworld.com

http://www.bunkerworld.com


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

– Two engine models• Wärtsilä 34DF• Wärtsilä 50DF Wärtsilä 6L50DF


DF Engines - Operating modes

* ** ** * **

******** * ****

* *

Intake ofair and gas

Compression ofair and gas

Ignition bypilot diesel fuel

Otto principle

Low-pressure gas admission

Pilot diesel injection

Gas mode: Ex. In. Ex. In.Ex. In.

Intake ofair

Compression ofair

Injection ofdiesel fuel

Diesel principle

Diesel injection

Diesel mode:Ex. In. Ex. In.Ex. In.


Engine characteristics - Operating mode changes

%Lo

ad

100

0Diesel mode Gas mode

80

15

Diesel mode• Running on HFO or MDO

and MDO pilot fuel injection

• Transfer to gas operation atloads up to 80%

• Pilot fuel injection inoperation

Gas mode• Automatic and instant trip

to diesel operation in alarmsituations

• Trip to diesel operation onrequest at any load

• Automatic trip to dieselmode after 3 minutes atengine loads below 15%


DF – concept benefits

– Reliability

– Efficiency

– Low gas pressure

– Fuel flexibility• MDO as a backup• HFO as option

– System configuration• Single storage tank is allowed• Single engine installations allowed


Dual-fuel engine range

0 5 10 15

20V34DF 9.0 MW

12V34DF 5.4 MW

9L34DF 4.0 MW

6L34DF 2.7 MW34DF

16V34DF 7.2 MW

18V50DF 17100 kW18V50DF 17.1 MW

16V50DF 15.2 MW

12V50DF 11.4 MW

9L50DF 8.6 MW

8L50DF 7.6 MW

6L50DF 5.7 MW50DF


Dual-fuel engine references at sea

Petrojarl 1FPSOPetrojarl2x 18V32DF2x 32’000 running hours

Sendje CeibaFPSOBergesen1x 18V32DF18’000 running hours

Viking EnergyDF-electric offshore supply vesselEidesvikKleven Verft4x 6R32DF4x 19’500 running hours

Stril PionerDF-electric offshore supply vesselSimon MøksterKleven Verft4x 6R32DF4x 16’500 running hours

Viking tbn (Gass Avant) and hull 30DF-electric offshore supply vesselEidesvikWest Contractors4x 6R32DFShip deliveries 2007 & 2008

Provalys and GaselysDF-electric LNG CarrierGaz de FranceAlstom Chantiers de l’Atlantique2x 12V50DF + 2x6L50DFTotal 20’000 running hours for 2 ships

Gaz de France energYDF-electric LNG CarrierGaz de FranceAlstom Chantiers de l’Atlantique4x 6L50DFTotal 16’000 running hours

British EmeraldDF-electric LNG CarrierBP ShippingHyundai Heavy Industries2x 12V50DF + 2x9L50DFDelivered 2007


LNG fuelled vessel: PSV Viking Energy & Stril Pioneer

PSV Viking Energy / Stril pioner (2003)

Owners: Eidesvik ASMökster Shipping

Builder: Kleven Verft

Main particulars:– Gross 4000 GT– Length 94,9 m– Beam 20,4 m– Speed 17,2 knots– LNG tank 220 m3

– 4 x Wärtsilä 6L32DF gensets– Power 4 x 2020 kW

Total 8080 kW


Dual-fuel-electric LNG carrier deliveries

0

250

500

750

1000

1250

1500

1750

2000

2250

2006 2007 2008 2009 2010 2011Estimated ship delivery date

Inst

alle

d po

wer

[ M

W ]

7 shipyards11 ship owners

52 ships


LNG development projects

Wärtsilä is actively developing solutions forLNG fuelled passenger vessel:

– 10 000 gt Cruise Ferry

– 30 000 gt RoPax

– BIG LNG

– 65 000 gt PaxCar Ferry

– 125 000 gt Cruise ship


Running on gas in port


LNG cruise ship125 000 gt


LNG Cruise Ship concept

Developed by:


Main particulars

Main Particulars

– Gross tonnage 125 000 GT

– Length over all 310 m

– Length, bp 295 m

– Breadth 40 m

– Draught, design 8.6 m

– Deadweight 10 000 ton

– Service speed, max 21.0 knots

– Lower beds 2 780 pcs

– Pax cabins 1 390 pcs


Why bunker has to be in liquid form (LNG)

0

1

2

3

4

5

6

7

8

9

10

NG 1 bar LNG 10bar CNG 200bar

600

Fuel relative volume, energy content equal


LNG tank – space demand

STORAGE VOLUME (RELATIVE)

0,0

0,5

1,0

1,5

2,0

2,5

3,0

3,5

4,0

4,5

DIESEL LNG (10 bar)

Vol

ume

rela

tive

to M

DO

in D

B

Tank room

Tank

Fuel

Energy content equal


LNG storage location

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


General arrangement

130 140 150 160 170 190 200 210 220 260 270 280120110100908070600 20 30 40 5010 180 230 240 250 290 300 310 320 330 340 350 360 370 380

POOL MACHINERY

SL

SL

PAX CABINS 40

PAX CABINS 40

SL

SL

PL

PL

PL

PL POOL MACHINERY

PL

PL

PL

PL

PAX CABINS 50

PAX CABINS 50

SL

SL

SL

SLOFFICER CABINS 20

PL

SL

SL

PL

PL

PL

281879

305473

14300

45400

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

Frame spacing 700 mm

Web frame spacing 2800 mm

3100 3100 3100 3100 3100 3100 3100 3100 3100 3100 3100

130 140 150 160 170 190 200 210 220 260 270 280120110100908070600 20 30 40 50-10-20 10 180 230 240 250 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430

39800

1400011500

CREW RECREATIONDECK

MOORING DECK

14000

42600

AC ROOM

42600

1710014300

SEWAGEHOLDING

TANK

PW

ALT RESTAURANTSALT RESTAURANTS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

1430011200 14300

45400

1680014300 14300

SERVICETANK MDO

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

14300

SEWAGEHOLDING TANKPW

OBSERVATION LOUNGE

PAX CABINS

LIDO CAFE CHILDRENS AREA

PAX CABINS PAX CABINS

14300

47900

16800 14300

PW PW PW

112001120011200

BOW THRUSTER MACHINERY

PW

PAX CABINS

PAX CABINS

PAX CABINS

PAX CABINS

SHOW LOUNGEMOORING DECK

DECK 3 17 400 mm

DECK 1 11 600 mm

DECK 2 14 600 mm

DECK 0 8 800 mm

TWEEN DECK 5 800 mm

TANK TOP 2 500 mm

DECK 4 21 400 mm

DECK 5 25 400 mm

DECK 6 28 200 mm

DECK 7 31 000 mm

DECK 8 33 800 mm

DECK 9 36 600 mm

OBSERVATION LOUNGETECH SPACE

GYM SPA

OFFICER CABINS BRIDGE DECK 10 39 400 mm

DECK 11 43 200 mm

DECK 12 46 200 mm

DECK 13 49 200 mm


DF-electric machinery

FPP

Bow thrusters

4 x 3000 kW

Total installed engine power 68 400 kW

FPP

E-motors

2 x 21 000 kW

3 x WÄRTSILÄ 12V50DF 11 400 kW

Thruster integrated into skegFeathering CPP 5 000 kW

3 x WÄRTSILÄ 12V50DF 11 400 kW

Stern thrusters

2 x 3000 kW


Power requirement – total plant

0

5 000

10 000

15 000

20 000

25 000

30 000

35 000

40 000

45 000

50 000

Port Man 10.5 kn 13.5 kn 17.5 kn 18.5 kn 20 kn 21.5 kn

kW

Propulsion

Hotel


Safety philosophy

• LNG is a very safe fuel for passenger vessels– LNG will not ignite (too cold)– Dfficult to ignite NG

• NG can be ignited in a very narrow fuel / air ratio range (5-15%)– No build up of gas in bottom of ship– A possible NG leak will disperse upwards (lighter than air)

• Machinery concepts adds safety– Gas detection – automatic gas supply shut off– Double wall pipes– Never any large quantities of NG in engine rooms– LNG stored is special tanks in separate compartments


LNG tanks – Location

• Rule requirements– From side: B/5– From bottom: B/15 or 2 m

(the lesser)

• Novel location in cruise ships– In centre line casing– Free ventilation to open air– Fire insulated space– “Drip tray” below tanks

capable of containing thefuel of an entire tank


Fuel gas diagram

Pressure build-upheater

Bunkering station

Gas Mast

LNG tank 320m3, 10 bar

To tankgroup 2

Glycol-Water circuit –connected via heat

exchangers to AC coldwater circuit

To engine room 2Gas Valve UnitDual Fuel-Engine

Evaporator

Pressure reliefvalve

LNGNGGlycol-Water

Glycol-Watercircuit

Dual Fuelsteam boiler

Extra Drip Tray


Gas system components

Gas valve units

LNG tanks

Heat exchanger forpressure build up

Evaporator


LNG tanks – Capacity

• Daily LNG consumption:– 100 ton– 220 m3

• Capacity for 7 day cruise:– 1 560 m3 consumption– 20% margin– filling ratio 95%– 2 000 m3 tank volume

• Back-up and extended rangeis covered with MDO


Bunkering

– LNG Terminal

– Tanker truck

– Tanker ship / barge

– Land based storage tank Suorce:www.knutsenoas.com


LNG bunkering from barge


LNG in Europe Import terminal

Export terminal

© Wärtsilä


LNG in Caribbean and AlaskaImport terminal

Export terminal

© Wärtsilä


LNG in Asia Pacific LNG Regasification facility:

ExistingProposedUnder construction

© Wärtsilä


Fuel prices

10.0317470LNG

19.5537790MGO

17.8490720MDO

12.0312460LSHFO

USD/MBtuEUR/tonUSD/ton

Source: www.bunkerworld.com (Rotterdam 29.1.2008), LNG price estimated

1 EUR = 1.47 USD

© Wärtsilä

http://www.bunkerworld.com(Rotterdam


Fuel consumption and cost

0%

20%

40%

60%

80%

100%

120%

HFO DF

tons cost

Assumed fuel prices:LSHFO 312 €/ton

(460 USD/ton)MDO 490 €/ton

(720 USD/ton)LNG 317 €/ton

(10.0 USD/MBtu)


Energy consumption

0%

20%

40%

60%

80%

100%

120%

HFO DF

MW

h

- 5 %

Energy consumption is lower for DF thanks to:

- Lower heat demand (no HFO)

- Lower electrical power demand (AC)


Machinery investment cost

0%

20%

40%

60%

80%

100%

120%

140%

HFO DF

Fuel system

Steering

Propulsion train

Electric propulsion

Propulsion engine

+ 29% 12 M€


Annual machinery related costs

0%

20%

40%

60%

80%

100%

120%

HFO DF

Annu

al c

osts

Maintenance costs

Lub oil costs

Fuel oil costs

Annual capital costs

Assumed fuel prices:LSHFO 312 €/ton

(460 USD/ton)MDO 490 €/ton

(720 USD/ton)LNG 317 €/ton

(10.0 USD/MBtu)

Capital cost assumptions:Interest 6 %Time 15 years

Maintenance cost:Calculation period 15 years

- 7% 1.4 M€


Emissions

0%

20%

40%

60%

80%

100%

120%

HFO DF

CO2 NOX SOX

CO2 -30%

NOX -85%

SOX -99.9%


LNG challenges

Challenges:

– Space for tank locations

– Cost• Investment• Operation

– Rules

– Availability of LNG

Alternative locationsNew tank types

Design for actual useLNG price can be competitive

DNV and LR rulesDraft IMO rules

Gas suppliers are interested


Running on gas in port


Why ports are going for shore power?

– Environmental pressure

– Emissions from ships (auxiliary engines running on HFO)– SOX

– NOX

– Particles

– Many ports are close to urban areas• Port emissions drifts straight to populated areas (ship funnels are lower

compared to land based power plants)

– Noise pollution

© Wärtsilä


Shore power

Shore power features

– No local exhaust emissions

– Expensive comp. to HFO gensets

– Not available in all ports

– Voltages and frequencies are not standardised

– Connectors are not standardised for highvoltages

– Limitations of local power-distribution network

– Risk for power loss during changeover


Alternatives to shore power

– HFO + Exhaust gas treatment• SCR NOX

• Seawater Scrubbers SOx (and Particles)

– MGO• Only meets the regulation for sulphur

content• Does not comply with the demands in

certain ports

– LNG


Fuel prices

Sources: www.lngoneworld.com, www.bunkerworld.com, LR Fairplay

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USD

/MB

tu

LNG Japan CIF [USD/MBtu]

NG Henry hub [USD/MBtu]

HFO 380cst Rotterdam [USD/MBtu]

MGO Rotterdam [USD/MBtu]

Today LNG is cheaper than HFO(Price / energy content)

http://www.lngoneworld.com

http://www.bunkerworld.com


NG in port philosophy

– One engine is of DF-type

– In port vessel is connected to gas pipe networkor

– Is connected to a shore based LNG storage tank / LNG truck

– At sea, the DF-engine can run on HFO as a gensets among others

– No gas / LNG storage on board needed

Simple system

© Wärtsilä


LNG auxiliary power in port for cruise vessels

• LNG auxiliary power for cruisevessels

– Significant reduction of localemissions

– Economically feasible

– Technology is available

Electricity production cost in port

0

2

4

6

8

10

12

14

Shore power MGO MDO LNG

cent

(USD

)/kW

h


Case study – SCHIFFKO CV 7300


Case study – Reference vessel

Length over all 322.34 mBreadth 40.00 mDraught 14.00 mDeadweight 84 500 ton

SCHIFFKO CV 7300

Main engine Wärtsilä 11RT-flex96CPropulsion power 62 920 kWSpeed (trial) 25.5 kn

Cargo capacity 7 300 TEUReefer plugs 1 300 FEU


SCHIFFKO CV 7300


Electrical load

0

2 000

4 000

6 000

8 000

10 000

12 000

14 000

Port Manoeuvring Cruise

[kW

]


Machinery – Diesel (reference)

WÄRTSILÄ 11RT-flex96C 62 920 kW

Installed auxiliary power: 14 400 kW

Bow thruster

2 900 kW

86%88%78%6L32

-88%-6L32

86%88%78%9L32

86%88%78%9L32

CruiseManoeuvringHarbour

WÄRTSILÄ 6L32 2 880 kW



WÄRTSILÄ 9L32 4 320 kWAuxiliary engine loading (% of MCR)


Machinery – DF

WÄRTSILÄ 9L34DF 3 760 kW


WÄRTSILÄ 11RT-flex96C 62 920 kW



Installed auxiliary power: 15 040 kW

Bow thruster

2 900 kW

-85%-9L34DF

88%85%80%9L34DF

88%85%80%9L34DF

88%85%80%9L34DF

CruiseManoeuvringHarbourAuxiliary engine loading (% of MCR)


Installed Auxiliary engine power

0

2 000

4 000

6 000

8 000

10 000

12 000

14 000

16 000

Diesel DF Diesel with Shorepower

[kW]


Operation routeLos Angeles – Oakland – Dalian – Busan – Nagoya – Yokohama – Los Angeles


Operating in US west coast

24 NM zone:- clean fuel* is to be

used in aux engines

* Sulphur content < 0.5%, after 2010 < 0.1%


LNG consumption according to op. profile

523 m3

236

16.0101.6Slow with clean*

12.6

207.0

tons

62.1Manoeuvring

1381.5Loading & Unloading

hourston/hOP MODE

Running hoursper roundtrip

* Only in US West Coast (2 port calls)

Consumptionper roundtrip

2 x 190 m3 fixed tanks 380 m3 bunkering 2 (1.4) times perroundtrip

LNGconsumption


LNG consumption – only in US west coast

240 m3

108

16.0101.6Slow with clean

4.2

87.0

tons

22.1Manoeuvring

581.5Loading & Unloading

hourston/hOP MODE

40ft LNG containers a’ 31.5 m3 8 units

Port calls Los Angelesand Oakland

www.gas-logistics.no

LNGconsumption

http://www.gas-logistics.no


LNG tank arrangement with fixed tanks

• 2 x 190 m3 vertical tanks

• Total capacity: 380 m3

• Cargo capacity: - 20 TEU


Tank arrangement with containers

• 8 x 31.5 m3 40ft LNG containers

• Total capacity: 250 m3

• Cargo capacity: - 8 FEU


Operating profile

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Loading &unloading

Manoeuvring Slow Slow with cleanfuel*

Service speed

Ope

ratin

g ho

urs

[%]

* Closer than 24NM from coastline, US west coast onlyClean fuel is to be used in aux engines in these modes


Annual fuel cost of aux engines in selected modes

0

200

400

600

800

1 000

1 200

1 400

1 600

1 800

2 000

Diesel DF Diesel with shorepower

kEU

R

- Aux engines are running on MGO (+ LNG) in selected modes

- 960 k€

- 1 400 k€

Shore power costsnot included!


Total annual fuel cost (ME +AE)

0

5 000

10 000

15 000

20 000

25 000


kEU

R

- Main engine is running on LSHFO in all cases- Aux engines are running on MGO (+ LNG) in selected modes- Aux engines are running on HFO at sea

- 870 k€ - 1 400 k€


Auxiliary engines investment cost*

0

1 000

2 000

3 000

4 000

5 000

6 000

7 000

8 000

9 000


kEU

R

*Investment cost for aux engines includes:

- Engines + Generators- LNG system- Shore power connection


Annual cost in selected modes

0

500

1 000

1 500

2 000

2 500

Diesel DF Diesel with shorepower**

kEU

R Shore powerInvestmentFuel

*Investment cost for aux engines includes:

- Engines + Generators- LNG system- Shore power connection

** Shore power 0.09 USD / kWh

- 600 k€- 300 k€

Repayment time 15 yearsInterest rate 6%

Auxiliary engine fuel cost in selected modes + aux engine investment cost*


Exhaust emissions – selected modes

0%

20%

40%

60%

80%

100%

120%

Diesel DF Diesel with shore power

CO2 NOx SOx

- 17%, 1900 ton

- 80%, 190 ton

-50%, 7 ton

Includes Aux and Main engine emissions in selected modes (ME: LSHFO, AE: MGO)

Shore power emissionsnot included!


Summary

– LNG is a economical solution for generating auxiliary power in portconditions

– DF concept is not dependent on port facilities

– The emissions are significantly lower compared to use of MGO

– The higher investment cost of LNG system + DF engines is paid backin 4 years


Turning the page in ship propulsion

Example: The Next Generation Ferry


Ferry vision

• Design target– High efficiency

• Novel propulsion solutions• Large cargo capacity – economy of scale• Fast turnaround in port

– Efficient cargo handling– Excellent manoeuvring

– Environmentally sound– New amenities for demanding passengers


Main particulars

– Gross tonnage 65 000 GT

– Length over all 225 m

– Length, bp 210 m

– Breadth 34 m

– Draught, design 7 m

– Deadweight 8 500 tons

– Service speed 23 knots

– Beds 1 800 pcs

– Pax cabins 600 pcs

– Lane meters 3 250 m


Efficient cargo handling

• Large cargo capacity• Two extra wide cargo

decks– 10 lanes– No lower cargo hold

• No lower hold• Two level loading from

twin level link spans inport

• Drive trough loading• New bow door

arrangement


Passenger facilities

New amenities for demanding passengers– Indoor two level street - city atmosphere– Coffee shops, ice cream stands, news and internet cafes– Outlet shopping malls


Machinery

Propulsion:

3 x pulling thrusters 3 x 5 500 kW

CPP, centre shaft lines 15 200 kW

TOTAL 31 700 kW

Engine power:

2 x 8L50DF genset 2 x 7 600 kW

2 x 6L50DF genset 2 x 5 700 kW

2 x 8L50DF mechanical 2 x 7 600 kW

TOTAL 41 800 kW

Bow thrusters:

2 x Bow thrusters 2 x 2 500 kW

TOTAL 5 000 kW


CRP – Wing Thruster propulsion

Combined CRP and Wing Thruster propulsion– High efficiency– Excellent manoeuvring– Possibility to use low power thrusters (reliability)– Redundancy


Machinery design

• Environmentally sound– LNG

• Best efficiency– CRP + Wing Thrusters– LNG

• Excellent manoeuvring– Three steerable thrusters

• Ultimate flexibility– CODFEM – Combined Dual Fuel Electric and Mechanical machinery– Electric operation at low speeds – good efficiency at part load– Mechanical booster – low transmission losses


The Future Ferry

THE NEXT GENERATION FERRY – AVAILABLE TODAY!


Conclusions

LNG is an attractive fuel for the passenger vessels of the future– The emissions can be significantly reduced– The technology needed is available and well proven– Economically promising

Turning the page in ship propulsion, by switching to LNG environmental/2008 Wartsila propulsi… ·...

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