Dual-fuel-electric LNG carriers

FOR INTERNAL USE

LNG Shipping Operations

Hamburg, September 27, 2006

Barend Thijssen
Sales Director / Naval Architect M.Sc.

Wrtsil Finland Oy
Ship Power Solutions

Wrtsil

Contents

Introduction Dual-fuel engines

Characteristics, systems, applications

Dual-fuel-electric LNG carriers

Concept, fuel alternatives, advantages

Conclusions

Wrtsil

Contents

Introduction Dual-fuel engines

Characteristics, systems, applications

Dual-fuel-electric LNG carriers

Concept, fuel alternatives, advantages

Conclusions

Wrtsil

Introduction
FOR INTERNAL USE

Wrtsil

Introduction

Machinery standard, until recently Machinery alternatives Innovation triggers and stoppers

Wrtsil

Machinery standard, until recently

Steam turbine machinery: Two boilers, most commonly fired with Natural Boil-Off Gas (N-BOG) and Heavy Fuel Oil (HFO) Steam turbine, driving a single fixed-pitch propeller through a high-speed reduction gear Two steam turbine generators One or two diesel generators

Wrtsil

Machinery alternatives

Machinery alternatives based on: Diesel engines Gas turbines Gas-diesel engines Spark-ignition gas engines Dual-fuel engines

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Innovation triggers and stoppers

Economy

Others

Emissions

Crewing

Steam turbine machinery Which factors influence has can to be be at outperformed least matched LNG carrier machinery selection with respect to and can trigger or stop innovation? (potential (innovation innovation triggers) stoppers)

Safety

Maintainability

Reliability

Redundancy
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Innovation triggers and stoppers

Economy

Others

Emissions

Crewing

All machinery alternatives but the comparison has proven can be compared with steam turbine most difficult with respect to economy. machinery and each other

Safety

Maintainability

Reliability

Redundancy
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Fuel price development

Volatile energy / fuel prices today (and tomorrow?)
14
LNG Japan CIF NG Henry Hub HFO Rotterdam

12
Energy price [ US$ / mmBTU ]

LNG FOB

values HFOWhich Singapore

to assume for the price of:

10 8 6 4 2 0 01-'00 07-'00

Heavy Fuel Oil (HFO)? Marine Diesel Oil (MDO)? Marine Gas Oil (MGO)? Natural Boil-Off Gas (N-BOG)? Forced Boil-Off Gas (F-BOG)?

01-'01

07-'01

01-'02

07-'02

01-'03

07-'03

01-'04

07-'04

01-'05

07-'05

01-'06

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07-'06

Contents

Introduction Dual-fuel engines

Characteristics, systems, applications

Dual-fuel-electric LNG carriers

Concept, fuel alternatives, advantages

Conclusions

Wrtsil

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Dual-fuel engines
FOR INTERNAL USE

Wrtsil

Dual-fuel engines

Introduction Characteristics
Operation modes, operating mode changes, parameters

Systems
Gas and pilot fuel system, control system

Applications
On land, at sea, in LNG carriers

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Introduction
Three distinct gas engine technologies
Gas-diesel (GD) engines: Runs on various gas / diesel mixtures or alternatively on diesel. Combustion of gas, diesel and air mixture in Diesel cycle. Spark-ignition gas (SG) engines: Runs only on gas. Dual-fuel (DF) engines: Runs on gas with 1% diesel (gas mode) or alternatively on diesel (diesel mode). Combustion of gas and air mixture in Otto cycle, triggered by pilot diesel injection (gas mode), or alternatively combustion of diesel and air mixture in Diesel cycle (diesel mode). Low-pressure gas admission. 32DF, 50DF 34SG 32GD, 46GD

Combustion of gas and air mixture in Otto cycle, triggered by spark plug ignition.

High-pressure gas injection.

Low-pressure gas admission.

Dual-fuel (DF) engines Spark-ingnition gas (SG) engines Gas-diesel (GD) engines
87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05
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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

Two engine models

Wrtsil 32DF Wrtsil 50DF
Wrtsil 6L50DF

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Engine characteristics - Operating modes

Gas mode:
Otto principle Low-pressure gas admission Pilot diesel injection

Ex.

In. Ex.

In. Ex.

In.

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

*** *** * *

Intake of air and gas

Compression of air and gas

Ignition by pilot diesel fuel

Ex.

In. Ex.

In. Ex.

In.

Diesel mode:
Diesel principle Diesel injection

Intake of air
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Compression of air

Injection of diesel fuel

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Engine characteristics - Operating mode changes

Gas mode:
Running on gas and MDO pilot fuel injection. Automatic and instant trip to diesel mode in alarm situations without loss of engine power and speed. Automatic transfer to diesel mode on request at any load without loss of engine power and speed. Automatic trip to diesel mode after 3 minutes at engine loads below 15%. 100 80

Diesel mode:
Running on HFO* or MDO and MDO pilot fuel injection. Automatic transfer to gas mode on request at loads below 80% without loss of engine power and speed.
* Wrtsil 50DF
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% Load
15 0 Diesel mode Gas mode

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Dual-fuel engine parameters

6L32DF 2.1 MW 12V32DF 18V32DF 6L50DF 8L50DF 9L50DF 12V50DF 16V50DF 18V50DF 0 5 10 15 4.2 MW 6.3 MW 5.7 MW 7.6 MW 8.6 MW 11.4 MW 15.2 MW 17.1 MW

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Engine systems - Gas fuel system (1/2)

Gas manifold

Gas admission valve

Gas nozzles Inlet channel

Cylinder head
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Engine systems - Gas fuel system (2/2)

Gas admission valve

Gas manifold
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Gas vent

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Engine systems - Pilot fuel system

Fuel injection valve

Pilot fuel line

Cylinder head
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Engine systems - Fuel injection valve

Solenoid

Pilot diesel needle

Main diesel needle

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Engine systems - Control system (1/2)

Optimum performance for all cylinders

22 18 BMEP [ bar ] 16 14 12 10 8 6 4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 Air / Fuel ratio
Operating window

Knocking

Misfiring

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NOx emissions [ g / kW h ]

Thermal efficiency [ % ]

Engine systems - Control system (2/2)

Main gas admission valve

Wrtsil Engine Control System

Individual adjustment of gas feed and injection for each cylinder. Combustion sensor on each cylinder. In case of knocking, only concerned cylinder is adjusted.

Combustion sensor

Input: Power Speed Air / fuel ratio Etc.

Dual-fuel injection valve

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Dual-fuel engine applications

22 installations 3 installations featuring 48 engines featuring 12 engines with approx. 500000 running hours with approx. 100000 running hours

Power Plants

Offshore Supply Vessels

Floating Regasification Units

3 installations featuring 6 engines with approx. 70000 running hours

56 installations featuring 210 engines

Floating Production Units

Liquefied Natural Gas Carriers

Coastal Vessels

In service, under construction, or on order

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Dual-fuel-electric LNG carrier applications

2250 7 shipyards More than 11 ship owners 52 ships More than 200 engines Almost 2000 MW 2000 1750 1500 1250 1000 750 500 250 0 2006
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2007

2008 2009 2010 Estimated ship delivery date

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2011

Installed power [ MW ]

Contents

Introduction Dual-fuel engines

Characteristics, systems, applications

Dual-fuel-electric LNG carriers

Concept, fuel alternatives, advantages

Conclusions

Wrtsil

27

Dual-fuel-electric LNG carriers

FOR INTERNAL USE

Wrtsil

Dual-fuel-electric LNG carriers

Concept
Components, lay-out

Fuel alternatives Advantages

Economy, emissions, safety, reliability, redundancy, maintainability, crewing

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Machinery concept (1/2)

Dual-fuel-electric machinery
Other consumers Cargo pumps Converter & Transformer Fixed-pitch propeller Dual-fuel generating sets G Gas

M Electric motors M

Switchboard

Reduction gear Converter & Transformer Cargo pumps Other consumers MDO HFO* G

* Optional
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Machinery concept (2/2)

150000 m3 dual-fuel-electric LNG carrier 3x 12V50DF + 1x 6L50DF

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Fuel alternatives (1/2)

Natural Boil-Off Gas (N-BOG), Forced Boil-Off Gas (F-BOG), Heavy Fuel Oil (HFO) and / or Marine Diesel Oil (MDO)

LNG export terminal

LNG import terminal

Natural Boil-Off Gas (N-BOG), Forced Boil-Off Gas (F-BOG), Heavy Fuel Oil (HFO) and / or Marine Diesel Oil (MDO)
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Fuel alternatives (2/2)

Alt. Laden voyage 1 2 3 4 5

Ballast voyage

Remarks
Additional heel on ballast voyage.

N-BOG (MDO) + F-BOG (MDO) N-BOG (MDO) + F-BOG (MDO)

Regular heel on ballast voyage. N-BOG (MDO) + F-BOG (MDO) N-BOG (MDO) + HFO (MDO) Provided that the required arrangements for the different fuels are in place,

the ship operator can re-select the most attractive fuel alternative Heel-out on ballast voyage. N-BOG (MDO) + F-BOG (MDO) HFO (MDO) at the start of every single laden or ballast voyage to react on changes in gas and liquid fuel oil prices Regular heel on ballast voyage. N-BOG (MDO) + HFO (MDO) N-BOG (MDO) + HFO (MDO) N-BOG (MDO) + HFO (MDO) HFO (MDO)

Heel-out on ballast voyage.

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Market requirements

Economy

Others Machinery alternatives: Steam turbine machinery Dual-fuel-electric machinery Two-stroke diesel engines with NBOG reliquefaction machinery

Emissions

Crewing

Safety

Maintainability

Reliability

Redundancy
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Economy (1/6)
Dual-fuel-electric machinery
N-BOG (MDO) + F-BOG (MDO) Uses less fuel; carries less bunkers; saves space and weight Needs less engine room space; saves space Uses lighter fuel; saves weight Has higher cargo carrying capacity Uses cheaper fuel Has lower operating costs

Uses less fuel Has lower operating costs

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Economy (2/6)
Main assumptions
Cargo capacity Boil-off rate, laden Boil-off rate, ballast Leg length Service speed, laden Service speed, ballast Loading time Discharging time Value N-BOG Value F-BOG Price HFO Price MDO Price lube oil Price cylinder oil (two-stroke engine) Propeller shaft power, laden Propeller shaft power, ballast Ship service power, laden Ship service power, ballast Maintenance costs DF installation Two-stroke + reliq. Installation Four-stroke auxiliary engines Steam turbine installation Steam generator installation Price steam turbine LNGC Price two-stroke diesel +reliquefaction LNGC Price dual-fuel-electric LNGC 267'000 0.11 40 9650 19.5 19.5 21 21 2.5 6.0 304 619 490 640 34.2 32.8 1.9 1.8 3.56 1.50 3.55 0.50 0.70 m3 % % of laden nm kt kt h h US$ / US$ / US$ / US$ / US$ / US$ / mmBTU mmBTU ton ton ton ton

MW MW MW (for steam turbine vessel) MW (for steam turbine vessel) US$ / US$ / US$ / US$ / US$ / MWh MWh MWh MWh MWh

291 MUS$ 285 MUS$ 288 MUS$

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Economy (3/6)
Plant efficiencies
Steam turbine Two-stroke diesel + Reliquefaction Dual-fuel-electric

Fuel / BOG Boilers Steam turbine Gearbox Shafting

: 100% : 89% : 34% : 98% : 98%

Fuel / BOG : 100% Two-str. engines : 49% Shafting : 98%

Fuel / BOG DF engines Alternators Transf. & Conv. Electric motors Gearbox Shafting

: 100% : 48% : 97% : 98% : 98% : 98% : 98%

Propulsion Efficiency

: 29%

Propulsion Efficiency

: 48%

Propulsion Efficiency

: 43%

Fuel / BOG Boilers Steam turbines Gearbox Alternators

: 100% : 89% : 30% : 98% : 96%

Fuel Aux. engines Alternators

: 100% : 45% : 96%

Fuel / BOG DF engines Alternators

: 100% : 48% : 97%

Electric Power Efficiency : 25%

Electric Power Efficiency : 43%

Electric Power Efficiency : 47%

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Economy (4/6)
Total energy consumption
250

Propulsion

Ship service

Reliquefaction

Energy consumption [ MJ / s ]

200

150

100

50
Ballast Ballast Ballast Laden Laden Laden Laden Ballast

Dual-fuel-electric N-BOG + F-BOG

Dual-fuel-electric N-BOG + HFO

38

Two-stroke diesel + reliquefaction HFO

Steam turbine

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Economy (5/6)
Operating expenses per roundtrip
3000 Lube oil Maintenance HFO MDO F-BOG N-BOG

2500

Operating expenses [ kUS$ ]

2000

1500

1000

500

Dual-fuel-electric N-BOG + F-BOG

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Dual-fuel-electric N-BOG + HFO

39

Two-stroke diesel + reliquefaction HFO

Steam turbine N-BOG + HFO

Economy (6/6)
Unit freight costs*
Unit freight costs, excl. capital costs* [ US$ / mmBTU ]

Excluding capital costs

Including capital costs

2.0 0.4 1.5

1.0 0.2 0.5

0.0

Dual-fuel-electric N-BOG + F-BOG

Dual-fuel-electric N-BOG + HFO

40

Two-stroke diesel + reliquefaction HFO

Steam turbine N-BOG + HFO

0.0

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Unit freight costs, incl. capital costs* [ US$ / mmBTU ]

0.6

* Crew, provision, port and insurance costs not taken into account.

2.5

Emissions

125%

SOx

NOx

CO2

100%

Emissions [ - ]

75%

50%

25%

0%

Dual-fuel-electric N-BOG + F-BOG

Dual-fuel-electric N-BOG + HFO

41

Two-stroke diesel + reliquefaction HFO

Steam turbine N-BOG + HFO

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Safety

The Safety Concept describes the required safety arrangements for dualfuel-electric LNG carriers. Available for engines with single- and double-wall gas piping. Developed with and approved by the major classification societies.

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Reliability and redundancy

The Wrtsil 32DF and Wrtsil 50DF Electric propulsion systems have have inherited reliability from the basically been invented to provide Wrtsil Vasa 32 and Wrtsil 46 diesel maximum redundancy. engines, respectively. In addition, the Wrtsil 32DF and Wrtsil 50DF carry a lower mechanically load. Furthermore, they are running on cleaner fuel than the conventional diesel engines. High availability can be guaranteed. On LNG carriers, a reasonable amount of redundancy will be sufficient.

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Maintainability

Dual-fuel engines require substantially less maintenance than conventional diesel engines. Maintenance does not have to affect ship operations.

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Crewing

Dual-fuel engines can be operated and maintained by regular diesel engine crews. No exceptional skills or experience are required.

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Contents

Introduction Dual-fuel engines

Characteristics, systems, applications

Dual-fuel-electric LNG carriers

Concept, fuel alternatives, advantages

Conclusions

Wrtsil

46

Conclusions
FOR INTERNAL USE

Wrtsil

Conclusions
Dual-fuel-electric machinery has very significant benefits over steam turbine machinery and other machinery alternatives. Dual-fuel engines have accumulated almost seven-hundred-thousand running hours in commercial operation. Engines for fifty-two dual-fuel-electric LNG carriers have been ordered. More orders are expected. Two dual-fuel-electric LNG carriers will enter commercial operation within this year.

$
and more almost

700000 52 2

Dual-fuel-electric machinery for LNG carriers has established itself as a market standard.
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Thank you
for your attention!

Wrtsil

For more information, please contact your local Wrtsil representative or visit www.wartsila.com/LNG
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