Professional Documents
Culture Documents
Twentyfour7.
issue no.
01
2011
TORY
COVER S
4
0
N
G
I
S
DE ture page
ENERGY
14 Gas engines
The Wrtsil 18V50SG - a worthy
competitor to gas turbine technology
25 Controlling NOx
emissions
Integrated SCR solutions
for HFO applications
MARINE
52 Treating
ballast water
Innovative new method
is safe and effective
[ WWW.WARTSILA.COM ]
f o r th e f u
indetail
Dear Reader
WE ARE PROUD to present a new edition of In Detail.
In this issue of the magazine we introduce some of the
ongoing initiatives from each of our business areas.
ALL OF OUR initiatives are based on the fact that
we are committed to getting the most out of our
solutions and technologies. When we look at oil
prices reaching, and even exceeding 100 USD/barrel,
and knowing that fuel costs in many cases represent
around 60% of our customers operational costs, the
relevance of our solutions becomes crystal clear.
Contents
ENERGY
New power plant design . . . . . . . . . . . . . . . . . 04
Lifecycle cost knowledge, part II . . . . . . . . . 09
The worlds largest gas engine . . . . . . . . . . . 14
Obsolescence management services . . . . . 21
SCR technology development . . . . . . . . . . . . 25
MARINE
Meeting IMO Tier III rules . . . . . . . . . . . . . . . . 31
The Wrtsil control &
communication center . . . . . . . . . . . . . . . . . . 39
Handy size LNG cruise ship . . . . . . . . . . . . . . 44
Safeguarding biological diversity . . . . . . . . . 52
First order for Wrtsil SOX scrubber . . . . . . 56
iPad
in detail
Arne Birkeland
Vice President &
Head of Marine Lifecycle
Solutions.
Contributing Editor
for this issue of In Detail.
REFERENCES
Cutting emissions
First order
MORE ON PAGE 14
MORE ON PAGE 25
MORE ON PAGE 56
in detail 3
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
in detail
Attention to detail
The New Power Plant Design supports
Wrtsils approach that its plants provide
a multi-engine smart power generation
alternative. The same harmonised
architectural design will be extended across
all its future installations from small,
containerised plants, to Oil and Gas Cubes,
and on up to the larger oil and gas power
plants. It will even be employed in power
barges and gas and pump compressor
stations.
The idea for a new-look plant was
hatched during an innovation session that
discussed what the power plant of the
future might look like. One of the aims of
the session was to conceive a power plant
that not only performed well, but that was
also aesthetically attractive.
Two years ago, an external industrial
design company was hired to look at
Wrtsils current building structures. This
survey covered various parts of the power
plant exterior, such as the engine hall, as
well as the control room. Based on this
draft, a detailed concept was made by
Wrtsil and the external design company
in detail 5
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
Fig. 2 The control room represents the largest visible change inside the power plant building. Special attention has been paid
to user-friendliness, ergonomics and overall comfort covering factors such as noise, air quality, and optical reections.
in detail
in detail 7
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
in detail
in detail 9
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
480
460
440
MEUR
420
400
Wrtsil
380
CCGT
360
340
320
300
ISO
10
in detail
80% load
Ambient
conditions
Ageing
Compensating Additional
electricity from investment
market
for lost
output
O&M cost
due to
operations
Total
EPC cost
582 EUR/kW
508 EUR/kW
147 MEUR
130 MEUR
Construction time
24 months
24 months
Variable fee
51.0%
4 EUR/MWh
55.3%
3 EUR/MWh
in detail 11
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
Flexicycle
Net efficiency
CCGT
50.2%
54.1%
257 MW
256 MW
49.1%
52.3%
253 MW
212 MW
Original values
Net output
Net efficiency
Revised values
Net output
Impact of ambient
temperature and altitude
The physical location of the plant and
the ambient air pressure will impact the
performance of the plant, regardless of
the technology on which it is based. If
we change the ambient conditions from
ISO standards (15C at sea level) to a site
temperature of 30C, with 40% relative
humidity at 500 m altitude, the net output
for the CCGT decreases by 34 MW, from
254 MW to 220 MW, and the equivalent
LCC at the de-rated output increases by
EUR 3 million. For the Flexicycle, ambient
conditions and altitude has an impact
on output of 4 MW, down to 253 MW
from 257 MW, and the same resulting
EUR 3 million in increased LCC.
Impact of ageing
Time does treat the two alternatives
somewhat dierently. As seen in the
previous article, both the heat rate and
output of a gas turbine power plant are
hit as time elapses, whereas the Wrtsil
plant, also in Flexicycle mode, remains
more robust over a longer period of time.
Adjusting the lifecycle heat rate and
output with the same factors as in the rst
comparison (heat rate + 2% and output 3.5%) for the CCGT, and + 0.5% on the
heat rate for the Flexicycle, we nd that
12
in detail
Intermediate analyses
At this stage, the power plant investor
should look at the revised gures for
the planned performance of the plant.
As the aim here is to achieve a net output
of 250 MW at full load with as high
as possible eciency, it is worthwhile
comparing the revised values to the original
brochure data.
Under these given conditions, the
output of the CCGT has gone down by
some 20%. As this is not acceptable to
the owner due to the net output demand,
another turbine that performs according
to expectations must be chosen. Assuming
that the price/kW is constant for the
various CCGT options of this size, and
that dierent turbine types react to time
and ambient conditions in a similar manner,
we can choose a dierent conguration
for the CCGT in order to bring the net
output to the same 253 MW level as the
Flexicycle. This leads to an additional
investment of EUR 24 million.
Load correction
Now we have two options that can be
compared, a Flexicycle rated at 49.1%
lifetime eciency and a net output of
253 MW, and a CCGT at 52.3% and
253 MW. However, as in the previous
comparison, we need to adjust the
plant load from the 100% level that the
ISO numbers are based on, to a more
realistic level of 80%. The CCGT loses
an estimated 2.3% efficiency if the gas
turbines are run at 75% part load (as the
steam turbine is more ecient, the load
on the gas turbines must be lower to reach
a plant load factor of 80%), whereas the
Flexicycle is not impacted at all since the
engines can be switched o one by one
instead of running at part load. Our new
LCC basis is therefore EUR 524 million
for the CCGT solution and EUR 532
million for the Flexicycle, a dierence of
EUR 8 million in favour of the CCGT.
Dispatch prole
Dispatching 6000 hours at out at
80% load and then having 2760 hours
downtime is not a realistic running prole.
Even though CC plants are optimized
for continuous operation, we should
CONCLUSION
625
Flexicycle
602
565
545
Total
Compensating
electricity from
market
80% load
Additional
investment for
lost output
Ageing
Ambient
conditions
Compressor
525
ISO
MEUR
CCGT
585
in detail 13
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
14
in detail
Wrtsil has introduced the largest gas engine on the market. Based on the well-proven
technology of the Wrtsil 34SG and 50DF engines, the Wrtsil 18V50SG has an
output of 18 MW and offers an alternative to gas turbines for large power plants.
50 Hz/500 rpm
18V50SG
Power, electrical
kW
Heat rate
kJ/kWh
7411
Electrical efficiency
48.6
60 Hz/514 rpm
Lenght
mm
18 800
Width
mm
5330
Height
mm
6340
Weight
tonne
360
18 321
18V50SG
Power, electrical
kW
18 759
Heat rate
kJ/kWh
7411
Electrical efficiency
48.6
in detail 15
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
16
in detail
Engine frame
The engine frame is based on the
proven design of the Wrtsil 50DF,
and the block is made from cast
iron. The engine has an under slung
crankshaft, which imparts high stiness
to the engine block and provides
excellent conditions for maintenance.
The engine block has large crankcase
doors to enable easy maintenance.
Cooling system
The Wrtsil 50SG is designed with a
Wrtsil open interface cooling system
for optimal cooling and heat recovery.
The system has four cooling circuits: the
cylinder cooling circuit (jacket), the low
temperature charge air (LTCA) and high
temperature (HTCA) cooling circuits,
and the circuit for the lube oil cooler
(LO) built onto the auxiliary module.
The LTCA cooling circuit and jacket
cooling circuit have water pumps
integrated within the cover module at
the free end of the engine coolers, and
the temperature of the water exiting
the jacket cooling circuit is controlled
by external thermostatic valves.
The default cooling system is a singlecircuit radiator unit whereby the cooling
circuits on the engine are connected in
series. For heat recovery applications,
each cooler can be individually connected
to an external cooling system.
Lubricating oil system
The engine has an engine-driven
lubricating oil pump and is provided with
a wet sump oil system. Before entering the
engine, the oil passes through a full-ow
automatic back ushing lter. A duplex
cartridge lter is installed in the back
ushing line, and both lters are equipped
with dierential pressure switches.
A separate pre-lubricating system is used
before the engine is started to avoid
engine wear.
Pistons
The pistons are of the low-friction,
composite type, with a forged steel top
and nodular cast iron skirt. Their long
life is ensured through the use of a skirtlubrication system, a piston crown with
shaker-cooling, hardened piston ring
grooves, and low-friction piston rings.
in detail 17
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
18
in detail
Automation
All engine functions are controlled by
the UNIC C3 engine control system,
a microprocessor-based distributed
control system mounted on the engine.
The various electronic modules are
dedicated and optimized for specic
functions, and they communicate
with each other via a CAN databus.
Monitoring modules
Monitoring modules are located close
to groups of sensors, which reduces the
amount of cabling on the engine. The
monitored signals are transmitted to the
main control module, and are used for
the engine control and safety systems.
The monitored values are also transferred
to the Wrtsil Operators Interface System
(WOIS) on the plant automation system.
Customer benets
In addition to higher eciency and
increased power output, another key
benet of the Wrtsil 50SG, as with all
Wrtsil engines, is its ability to run up
and down in load without aecting the
maintenance schedule. This is useful for
peak applications, or in markets where
there is a signicant amount of wind
power on the grid it can reach full
power in 10 minutes in the event of a
sudden drop in wind capacity. The engines
can also be stopped in one minute and
reloaded in just ve minutes, something
that is not possible with gas turbines.
Compared to gas turbines, the
performance of the engine is also less
sensitive to ambient conditions. There
is little drop-o in eciency or power
output at higher ambient temperatures.
Already customers are keen to take
advantage of this new engine. The rst
has been installed at the Aksa Samsun
power plant in Turkey, and will serve
as a pilot engine, allowing Wrtsil to
continue its eld testing. At the beginning
of March, an order was also placed by
Odas Elektrik Uretim, an independent
power producer, for the installation of
seven engines at its new plant at Urfa in
southeastern Turkey. Upon completion in
autumn 2011, the plant will supply 135
MW of electricity to the national grid.
The new Wrtsil 18V50SG sparkignited gas engine has been developed
in response to the increasing market
need for larger gas engines to run power
plants with outputs of up to the 500
MW range. It meets current and future
requirements for overall cost of ownership,
with very high simple and combined
cycle eciency. It is also designed for
easy maintenance and many hours
of maintenance-free operation.
in detail 19
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
The Aksa Samsun combined cycle plant will be equipped with the rst Wrtsil 18V50SG generating set.
20
in detail
in detail 21
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
Machinery
controls
Upgrade
recommended
15
Obsolete
in detail
Computer
systems
Minor upgrade
recommended
Obsolete,
Upgrade
required
Minor upgrade
recommended
10
22
Automation
system
Obsolete,
Upgrade
required
Major upgrade
recommended
Obsolete
Obsolete,
Upgrade
required
Security
patches
Regular
patching
required
in detail 23
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
Mitigation planning
Another critical part of OM is to dene
the appropriate obsolescence management
method approach for each critical
component. The approach may,
for example, be:
O Reactive, where no action is needed
before obsolescence occurs.
O Pro-active where, when early
warning signs are received, proactive actions are taken in order to
prevent obsolescence problems.
O Strategic, whereby the impact and
complexity of the case is high, and
strategic actions, like system or
component redesign, will be deployed.
This means that the obsolescence approach
may depend on the components, but also
on the renewal strategy of the owner of
the installation. In some cases, planned
modernizations may be chosen, whereas
for other situations a component repair
or minor replacement may suce.
Additionally, the mitigation methods
for a component may vary depending on
the complexity of the product, the ease
of replacement, and other factors. Typical
mitigation methods might include:
O Partial or full modular upgrades and
modernization solutions whereby
the systems are upgraded to current
design, and where the performance
and usability can be upgraded to
meet modern requirements.
O Last time buying of components, where
a stock of obsolete components secures
availability long after manufacturing of
the component has been discontinued.
O Re-design and re-manufacturing,
where old designs are updated
and the component can
continue to be produced.
O Refurbishment of used components,
including the repair of failed
electronics. Wrtsil can, through its
own electronics laboratories, refurbish,
repair, and re-manufacture specialized
electronics to keep systems operable.
As the warning time in which to react may
be very short (down to a matter of months
in some cases), it is important that the
method has been evaluated and decided
on beforehand. This is so that the plan can
be put into action immediately
obsolescence occurs.
24
in detail
Obsolescence resolution
Through continuous monitoring of the
obsolescence situation, Wrtsil can
inform the owner of upcoming situations,
and suggest the most feasible actions in
order to stay operative, even after
components become obsolete. Wrtsil
also actively resolves obsolescence problems
through re-design and last time buy
activities so as to support its customers
in the best way.
Case illustration
As a typical example of a modular
upgrade, a power plant equipped with
four Wrtsil 32 generating sets that were
commissioned in the mid 1990s, required
an upgrade in order to replace the now
obsolete PLC based controls and AVR.
Upon failure, these could have rendered
the plant inoperable as spares were no
longer available. At the same time, the PC
based HMI system based on Windows
NT required an upgrade to stay secure
and compatible with available hardware.
The modular obsolescence upgrade
was designed utilizing the original plant
design, but was based on recent hardware
and software platforms. This not only
ensured spare part availability, but also
modernized the functionality to the
same level as in modern power plants.
Due to accurate pre-design, the downtime for the PLC systems was able to be
limited to approximately one day per each
in detail 25
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
in detail
Chimney
Sootblowing
Engine
Reducing agent
feeding unit
Reducing agent
storage tank
in detail 27
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
Fig. 2 Pressure loss over plate type SCR during operation with high S fuel.
1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0
0
100
200
300
Operating time/h
28
in detail
400
500
in detail 29
[ ENERGY / IN DETAIL ]
[ ENERGY / IN DETAIL ]
in detail
CONCLUSION
in detail 31
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
S (%)
Global:
Sulphur Emission
Control Area (SECA):
CARB MGO:
CARB MDO:
4.5
4.0
4.5
3.5
0.5
1.5
1.5
2.0
1.0
1.5
0.5
0.1
0.1
0.1
3.5
3.0
2.5
2.0
1.5
1.0
0.5
2022
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2008
2009
0.1
IMO Tier I
IMO Tier II
20
18
17
16
14.4
14
12
45*n (-0.2)
10
44*n (-0.23)
Tier II: 1.1.2011, global
after 2016, outside Emission Control Areas
8
6
3.4
9*n (-0.2)
2
0
0
200
400
600
800
1000
Engine speed, rpm
32
in detail
1200
1400
1600
Cruise &
Ferry
6 242
24 095
2 408
2 015
2 066
392
Merchant
85 651
651 392
45 780
32 124
18 086
12 462
139
376
67
10
Offshore
5 003
29 184
2 452
2 053
556
1 232
Special
Vessel
14 742
78 723
7 401
6 124
1 739
2 999
Grand total
111 777
783 770
58 108
42 316
22 449
17 095
7.4%
5.4%
2.9%
2.2%
Navy
140,000
120,000
7
100,000
6
5
80,000
60,000
40,000
Number of
Total
Sum of
Sum of
Sum of
Sum of
vessels trips number of
ECA 1
ECA 2
ECA 3
ECA 4
counted
days at sea Total time Total time Total time Total time
Segment
20,000
1
0
0
15.4.2008 15.6.2008
15.4.2009
in detail 33
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
34
in detail
70%
60%
50%
Annual hours
40%
30%
20%
10%
0%
Port ECA
Port
At sea
in detail 35
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
SCRs
Scrubbers
4 x WRTSIL 6L38
4350 kW each
CPP 8700 kW
Thrusters
1x1850 kW +
1x 1850 kW
PTO 2400 kW
CPP 8700 kW
3 x WRTSIL 9L20
1800 kW each
PTO 2400 kW
2 x LNGPac 194
176 m3 at 90%
ll-in
4 x WRTSIL 9L34DF
4050 kW each
CPP 8700 kW
3
176 m at 90%
ll-in
Thrusters
1x1850 kW +
1x 1850 kW
PTO 2400 kW
CPP 8700 kW
PTO 2400 kW
4 x WRTSIL 9L20DF
1 314kW each
Total installed engine power: 21,456 kW
25,000
Scrubbers
20,000
SCR
Fuel system
(LNG tank etc.)
15,000
Steering
Propulsion train
10,000
Electric system
Gensets +
generators
5000
Propulsion
engine
0
W38 HFO
W34DF
Gas HFO
W38 W20
MDO SCR
W38 W20
MDO
W34DF
All gas
36
in detail
20,000
18,000
Annual machinery related cost [kEUR]
16,000
Scrubber
operating costs
(NaOH
+ Fresh Water)
14,000
12,000
SCR operating
costs
10,000
Maintenance
costs
8000
Lubrication oil
costs
6000
Fuel costs
4000
Annual capital
costs
2000
0
W38 HFO
W34DF
Gas HFO
W38 W20
MDO SCR
W38 W20
MDO
W34DF
All gas
Sulphur
Separation
Density
content (%) losses (%)
483
40 600
85
2.7
1.5
493
40 600
85
1.5
676
42 700
86
0.2
0.5
680
42 800
87,5
0.1
477
49 208
75
0.001
0,0
450
Fuels prices
Euro/ton
HFO
MDO
LNG
12 $/mmBTU
LNG/HFO
Jul.09
418
606
477
114%
446
638
477
107%
477
676
477
100%
483
685
477
99%
Feb.11
HFO
Gas in
MDO in
Scrubbers ECA HFO ECA HFO
SCR
outside outside
All gas
Table 3 Net present value over 10 years with 30% of the time in ECA zone.
in detail 37
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
All gas
Table 4 Net present value over 10 years with 50% of the time in ECA zone.
Gas
in ECA
HFO
W34DF
Gas
outside
HFO
MDO
in ECA
W38
W20HFO
outside
MDO
SCR
W34DF
All gas
All gas
Table 5 Net present value over 10 years with 10% of the time in ECA zone.
CONCLUSION
in detail
W34DF Gas
HFO
W38 W20
MDO SCR
W34DF
All gas
Table 6 Net present value over 10 years with 75% of the time in ECA zone.
in detail 39
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
in detail
Fig. 3 Console.
in detail 41
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
in detail
in detail 43
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
44
in detail
Fig. 2 The concept features a short superstructure with a wide and long hull.
Handy size
The new 65,000 GT cruise ship design
includes 780 passenger cabins. This handy
size was selected because of the
opportunities it oers, and because there
is potentially increasing demand for this
type of tonnage. Both big and smaller
regional operators are interested in this
size of vessel. The handy size will oer
good economic returns compared to small
vessels, as the economy of scale eect is
already sucient to oer competitive ticket
prices without having to focus on the ultra
luxury segments. Neither is the initial cost
out of reach for small and upcoming
operators. A medium sized vessel is also
suited for opening up new emerging cruise
regions, as it might be dicult to ll the
larger Post Panama vessels in the beginning.
Furthermore, there are many small ports
that cannot accommodate large vessels,
while ports of call need well developed
infrastructures and facilities to handle the
thousands of visitors coming ashore from
a large vessel. Many cruise passengers also
tend to prefer the atmosphere of smaller
vessels. Nevertheless, they still demand new
and modern vessels with the wide variety
of entertainment and dining options
not found in small or older vessels. The
small ultra luxury ships are beyond the
reach of many passengers budgets.
Design philosophy
There exists, therefore, a potential market
for such "handy" size vessels somewhere
between the small ultra luxury and the
large standard cruise ship categories. The
ship has a high percentage of balcony
in detail 45
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
Size
Length
Length, bp
Beam
Beam, max
Draft
Depth, main deck
Depth, upper deck
Speed, trial
Speed, service
Cabins
Lower beds
Pax capacity
Crew
Deadweight
Propulsion power
Installed engine power
46
in detail
65,000
260
240
34.0
43.2
7.0
10.8
17.3
~20.5
~19
780
1560
1900
650
5500
2 x 8 = 16
27.3
GT
m
m
m
m
m
m
m
knots
knots
pcs
pcs
pax
crew
tons
MW
MW
Machinery
The handy sized cruise ship is equipped
with propulsion machinery based on
four Wrtsil DF engines running
primarily on LNG, with diesel as a backup fuel. This is the most environmentally
friendly machinery in the cruise business
and would comply with the toughest
emissions legislations known today. The
NOX values are below the IMO Tier III
limit, which is 80% below todays Tier I
levels, without the need for any secondary
emissions reduction technology. It also
meets the toughest future regulations
for sulphur emissions in Sulphur
Emission Control Areas (SECAs), as
LNG does not contain any sulphur.
The ship is designed for a relatively low
service speed of 19 knots, and is propelled
by only two 8 MW electric propulsion
motors driving xed pitch propellers
on conventional shaft lines. The electric
transmission is based on Wrtsils Low
Loss Concept, oering notably lower
in detail 47
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
Fig. 5 Fast tender boats launched from storage compartments in the aft of the ship.
48
in detail
Bunker station
The bunker station is located in the stern,
close to the storage tanks to allow for short
piping. The stern location is also benecial
from a safety point of view, as there are no
cabins located above the bunker station.
Furthermore, passenger access can be
controlled since there are large windscreens
on the aft sun deck that prevent passengers
from accidently creating a source of
ignition close to the bunker station.
The intention is that the ship will be
bunkered from a barge or small LNG
tanker, as the volumes are so great that
fuelling from trucks would be impractical.
Dozens of trucks would be needed to
provide the required amount of fuel.
Availability
One of the other challenges related to the
introduction of LNG as a marine fuel is its
availability. This tends to be the proverbial
chicken and egg situation. It is often said
that operators do not want to buy LNG
fuelled vessels before the fuel is available
worldwide. Similarly, gas suppliers do not
want to invest too much in distribution
infrastructure before there are sucient
LNG customers. Happily, this is changing
in the marine market. People have come
to realise that the marine bunker market
holds great potential for LNG, and there
are active players willing to arrange bunker
supplies. A new build project takes a few
years to design and build, so there is time
enough to get the fuel supply in place.
Operators need to plan the bunkering in
advance, and to establish some long term
agreements with suppliers. Also, the
Fig. 7 The cruise ship is bunkering LNG from a special LNG bunker
and storage barge.
in detail 49
20,000
25,000
15,000
12,000
Scrubbers
Scrubber
operating costs
SCD
(NaOH + FW
+ Senitec Chem)
Fuel system
(LNG tank etc.)
SCR
operating
Installationcosts
+ outtting
10,000
Maintenance
Larger hull
costs
18,000
Annual
machinery
cost [k]
Machinery
rstrelated
cost [k]
16,000
20,000
14,000
Steering
Lubrication oil
costs
Propolsion train
10,000
8000
6000
Gensets
Fuel
costs
+ generators
5,000
4000
Annual capital
costs
2000
0
0
LNG
LNG
MGO
MGO
HFO
HFO
25,000
20,000
Scrubbers
SCR
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
Fuel system
(LNG tank etc.)
15,000
Installation
+ outtting
10,000
Larger hull
Steering
5000
Propolsion train
Gensets
+ generators
0
LNG
MGO
50
in detail
HFO
50,000
45,000
40,000
35,000
30,000
25,000
20,000
15,000
10,000
5000
0
LNG
MGO
HFO
Fig. 10 Net present value (NPV) for the machinery options relative to
the MGO case for a 10 years period.
in detail 51
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
52
in detail
Table 1 The regulations in brief. It seems likely that the US Coast Guard regulations will come into force earlier than
the IMO regulations, meaning vessels destined for US ports will need to comply earlier than vessels in other areas of the world.
IMO
US Coast Guard
Phase 1
Phase 2
Organisms > 50 m
< 10
< 10
< 0,01
/ m
Organisms 10 50 m
< 10
< 10
< 0,01
/ ml
Escherichia coli
< 250
< 250
< 126
cfu* / 100 ml
Intestinal enterococci
< 100
< 100
< 33
cfu* / 100 ml
<1
<1
<1
cfu* / 100 ml
2012
2012
2016
in detail 53
Table 2 Germicidal effectiveness. The highest results are achieved with UV wavelengths between 245 and 270 nm.
The Solo LampTM used in Wrtsils BWT solutions has a wavelength of 254 nm, shown as a red dot in the diagram.
Solo LampTM
100
90
80
Germicidal effectiveness [%]
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
70
60
50
40
30
20
10
Peak zone
0
210
220
230
240
250
260
Wavelength [nm]
54
in detail
270
280
290
300
Product
Capacity
Testing nalized
Type approval
BWT 250i
250 m/h
Nov 2011
Q4 2011
BWT 500i
500 m/h
May 2011
Q4 2011
BWT 750i
750 m/h
Nov 2011
Q4 2011
BWT 1250i
1 250 m/h
Aug 2011
Q4 2011
Table 3 The Wrtsil BWT product range with proposed release dates.
in detail 55
indeta
[ MARINE / IN DETAIL ]
[ MARINE / IN DETAIL ]
Fig. 1 The container vessel M/S Containerships VII will be equipped with a Wrtsils scrubber.
56
in detail
Working principle
The Wrtsil scrubber works with fresh
water boosted by NaOH to create a strong
alkaline solution. As a result of the
chemical process, SOX emissions, are
neutralised to sulphates in the scrubbing
water. A small amount of bleed-off,
extracted from the scrubbing water, is
cleaned in the bleed-off treatment unit.
Clean effluent, fulfilling all the quality
and monitoring requirements stipulated
by the IMO, can then be discharged
to the sea. The process is monitored
constantly. In so-called zero discharge
mode, the effluent is led to a buffer tank
for periodical discharge. Contaminants
removed in the bleed-off treatment
unit are always disposed of at the
appropriate reception facilities in port.
Containerships VII solution
Onboard the Containerships VII, fresh
water is produced using a fresh water
generator. NaOH is stored in the existing
heavy fuel oil tank, which will be modified
for NaOH storage purposes. The tank
will be coated internally, and heating
will be arranged in order to keep the
temperature between 25 - 35C, which
is the recommended storage temperature.
The alkali feed unit, located close to
the NaOH storage tank, automatically
monitors the pH value of the scrubbing
water, and thus its cleaning efficiency.
The scrubber unit, built entirely from
highly corrosion resistant materials, will
be located on the port side of the exhaust
gas funnel. The gas inlet to the scrubber
unit is arranged in the lower section.
Scrubbing water is pumped from the
wet sump, through the seawater heat
exchanger, to the top part of the scrubber
and sprayed into the exhaust gas flow.
The water absorbs the SOX, heat and
other components from the exhaust gas.
The 40 foot equipment container, which
includes amongst other things the bleed-
in detail 57
...
90W
45W
45E
90E
135E
WRTSIL NETWORK
75N
45N
45S
indetail
The information in this magazine contains, or may be deemed to contain forward-looking statements. These statements might relate to future events or our future nancial performance, including,
but not limited to, strategic plans, potential growth, planned operational changes, expected capital expenditures, future cash sources and requirements, liquidity and cost savings that involve known
and unknown risks, uncertainties and other factors that may cause Wrtsil Corporations or its businesses actual results, levels of activity, performance or achievements to be materially different
from those expressed or implied by any forward-looking statements. In some cases, such forward-looking statements can be identied by terminology such as may, will, could, would, should,
expect, plan, anticipate, intend, believe, estimate, predict, potential, or continue, or the negative of those terms or other comparable terminology. By their nature, forward-looking
statements involve risks and uncertainties because they relate to events and depend on circumstances that may or may not occur in the future. Future results may vary from the results expressed
in, or implied by, the following forward-looking statements, possibly to a material degree. All forward-looking statements made in this publication are based only on information presently available
in relation to the articles contained in this magazine and may not be current any longer and Wrtsil Corporation assumes no obligation to update any forward-looking statements. Nothing in this
publication constitutes investment advice and this publication shall not constitute an offer to sell or the solicitation of an offer to buy any securities or otherwise to engage in any investment activity.