Turning the page in ship propulsion, by switching to LNG

Turning the page in ship propulsion, by switching to LNG Oskar Levander Director R&D Operational Performance / Ship Power R&D Gas as fuel for propulsion of ships - status and perspectives Copenhagen, March 3 rd, 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 NO X emissions SO X emissions SECA areas EU ports The next step will be climate change Greenhouse gases Focus on CO 2 emissions Particles Fuel cost Increasing oil prices

Greenhouse emission reductions CO 2 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 Effective power Utilised energy (32.5%) Estimation for sea mode at 22 knots Additional resistance from waves, wind and hull fouling 3.5% 23.6% Electric power 4.2% Utilised exhaust heat recovery 2.8% Utilised HT water heat recovery 1.9% Losses and unused energy Propulsion losses 14.0% 45.3% Brake power 46.5% Transmission losses 1.2% Heat and losses Surplus recoverable exhaust heat 8.0% 53.5% 42.7% Surplus recoverable HT water heat Losses 28.8% 12.0% Losses and unused energy Energy in fuel 100%

Alternatives to oil What are the alternatives to oil? Biofuel Hydrogen Synthetic fuels Natural gas

What is natural gas? Natural gas is mostly methane (CH 4 ) Methane contains the highest amount of energy per unit of carbon of any fossil fuel Carbon to hydrogen ratio 1 / 4 (gasoline: 1 / 2,25) Lower CO 2 emissions H Natural gas is: A very safe fuel Non-toxic Lighter than air H C Ethane (C 2 H 6 ) H H Methane (CH 4 )

Cleaner Exhaust Emissions with LNG 30% lower CO 2 Thanks to low carbon to hydrogen ratio of fuel 85% lower NO X Lean burn concept (high air-fuel ratio) No SO X emissions Sulphur is removed from fuel when liquefied Very low particulate emissions No visible smoke No sludge deposits

Fuel prices 25 LNG Japan CIF [USD/MBtu] HFO 380cst Rotterdam [USD/MBtu] 20 MGO Rotterdam [USD/MBtu] USD/MBtu 15 10 5 0 Jan-00 Apr-00 Jul-00 Oct-00 Jan-01 Apr-01 Jul-01 Oct-01 Jan-02 Apr-02 Jul-02 Oct-02 Jan-03 Apr-03 Jul-03 Oct-03 Jan-04 Apr-04 Jul-04 Oct-04 Jan-05 Apr-05 Jul-05 Oct-05 Jan-06 Apr-06 Jul-06 Oct-06 Jan-07 Apr-07 Jul-07 Oct-07 Today LNG is cheaper than HFO (Price / energy content) Sources: www.lngoneworld.com, www.bunkerworld.com, LR Fairplay

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 Gas mode: Ex. In. Ex. In. Ex. In. Otto principle ** ** Low-pressure gas admission ** * * * * * * ** * *** * * Pilot diesel injection * 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 Compression of air Injection of diesel fuel

Engine characteristics - Operating mode changes Diesel mode Running on HFO or MDO and MDO pilot fuel injection Transfer to gas operation at loads up to 80% Pilot fuel injection in operation 100 80 % Load 15 0 Diesel mode Gas mode Gas mode Automatic and instant trip to diesel operation in alarm situations Trip to diesel operation on request at any load Automatic trip to diesel mode after 3 minutes at engine 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 34DF 50DF 6L34DF 9L34DF 12V34DF 16V34DF 20V34DF 6L50DF 8L50DF 9L50DF 2.7 MW 4.0 MW 5.4 MW 7.2 MW 9.0 MW 5.7 MW 7.6 MW 8.6 MW 12V50DF 11.4 MW 16V50DF 15.2 MW 18V50DF 18V50DF 17100 kw 17.1 MW 0 5 10 15

Dual-fuel engine references at sea Petrojarl 1 FPSO Petrojarl 2x 18V32DF 2x 32 000 running hours Viking tbn (Gass Avant) and hull 30 DF-electric offshore supply vessel Eidesvik West Contractors 4x 6R32DF Ship deliveries 2007 & 2008 Sendje Ceiba FPSO Bergesen 1x 18V32DF 18 000 running hours Provalys and Gaselys DF-electric LNG Carrier Gaz de France Alstom Chantiers de l Atlantique 2x 12V50DF + 2x6L50DF Total 20 000 running hours for 2 ships Viking Energy DF-electric offshore supply vessel Eidesvik Kleven Verft 4x 6R32DF 4x 19 500 running hours Gaz de France energy DF-electric LNG Carrier Gaz de France Alstom Chantiers de l Atlantique 4x 6L50DF Total 16 000 running hours Stril Pioner DF-electric offshore supply vessel Simon Møkster Kleven Verft 4x 6R32DF 4x 16 500 running hours British Emerald DF-electric LNG Carrier BP Shipping Hyundai Heavy Industries 2x 12V50DF + 2x9L50DF Delivered 2007

LNG fuelled vessel: PSV Viking Energy & Stril Pioneer PSV Viking Energy / Stril pioner (2003) Owners: Builder: Eidesvik AS Mökster Shipping Kleven Verft Main particulars: Gross 4000 GT Length 94,9 m Beam 20,4 m Speed 17,2 knots LNG tank 220 m 3 4 x Wärtsilä 6L32DF gensets Power 4 x 2020 kw Total 8080 kw

Dual-fuel-electric LNG carrier deliveries 2250 7 shipyards 11 ship owners 52 ships 2000 1750 1500 1250 1000 750 500 Installed power [ MW ] 250 2006 2007 2008 2009 2010 2011 Estimated ship delivery date 0

LNG development projects Wärtsilä is actively developing solutions for LNG 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 ship 125 000 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) 600 Fuel relative volume, energy content equal 10 9 8 7 6 5 4 3 2 1 0 NG 1 bar LNG 10bar CNG 200bar

LNG tank space demand 4,5 STORAGE VOLUME (RELATIVE) Volume relative to MDO in DB 4,0 3,5 3,0 2,5 2,0 1,5 1,0 0,5 Tank room Tank Fuel 0,0 DIESEL LNG (10 bar) Energy content equal

LNG storage location Gas storage below deck LNG tank Min. B/15 or 2 m (the lesser) Never less than 760 mm Min. B/5 or 11,5 m (the lesser) LNG tank Never less than 760 mm

General arrangement OBSERVATION LOUNGE TECH SPACE OBSERVATION LOUNGE DECK 13 49 200 mm DECK 12 46 200 mm LIDO CAFE CHILDRENS AREA GYM SPA DECK 11 43 200 mm PAX CABINS PAX CABINS PAX CABINS PAX CABINS OFFICER CABINS BRIDGE DECK 10 39 400 mm PAX CABINS PAX CABINS PAX CABINS PAX CABINS PAX CABINS DECK 9 36600 mm PAX CABINS PAX CABINS PAX CABINS PAX CABINS PAX CABINS DECK 8 33800 mm PAX CABINS PAX CABINS PAX CABINS PAX CABINS PAX CABINS DECK 7 31000 mm PAX CABINS PAX CABINS PAX CABINS PAX CABINS PAX CABINS DECK 6 28200 mm PAX CABINS PAX CABINS AC ROOM PAX CABINS PAX CABINS DECK 5 25400 mm CREW RECREATION DECK ALT RESTAURANTS SHOW LOUNGE MOORING DECK DECK 4 21400 mm DECK 3 17400 mm MOORING DECK DECK 2 14600 mm DECK 1 11600 mm BOW THRUSTER MACHINERY DECK 0 8 800 mm PW SEWAGE HOLDING TANK SERVICE TANK MDO PW SEWAGE HOLDING TANK PW PW PW PW TWEEN DECK 5 800 mm TANK TOP 2 500 mm -10 0 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 190 200 210 220 260 270 280-20 10 180 230 240 250 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 Frame spacing 700 mm 3100 3100 3100 3100 3100 3100 3100 3100 3100 3100 3100 11500 14000 14300 17100 11200 14300 14300 14000 14300 14300 16800 14300 14300 16800 14300 14300 11200 11200 11200 Web frame spacing 2800 mm 39800 42600 42600 45400 45400 47900 281879 305473 PAX CABINS 40 SL SL PAX CABINS 50 OFFICER CABINS 20 PL PL SL PL POOL MACHINERY POOL MACHINERY PL PL SL PL 0 20 30 40 50 60 70 80 90 PL PL SL 310 PL SL 100 110 120 130 140 150 160 170 190 200 210 220 260 270 280 10 180 230 240 250 290 300 320 330 340 350 360 370 380 PL PL SL PL SL PAX CABINS 50 SL SL PAX CABINS 40

DF-electric machinery 3 x WÄRTSILÄ 12V50DF 11 400 kw 3 x WÄRTSILÄ 12V50DF 11 400 kw FPP Thruster integrated into skeg Feathering CPP 5 000 kw Bow thrusters 4 x 3000 kw Stern thrusters 2 x 3000 kw E-motors 2 x 21 000 kw FPP Total installed engine power 68 400 kw

Power requirement total plant 50 000 45 000 40 000 35 000 Propulsion Hotel 30 000 kw 25 000 20 000 15 000 10 000 5 000 0 Port Man 10.5 kn 13.5 kn 17.5 kn 18.5 kn 20 kn 21.5 kn

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 the fuel of an entire tank

Fuel gas diagram Pressure relief valve Gas Mast LNG tank 320m 3, 10 bar Bunkering station To tank group 2 Pressure build-up heater Extra Drip Tray Glycol-Water circuit connected via heat exchangers to AC cold water circuit Dual Fuel steam boiler Dual Fuel-Engine Gas Valve Unit Evaporator To engine room 2 LNG NG Glycol-Water Glycol-Water circuit

Gas system components LNG tanks Gas valve units Heat exchanger for pressure build up Evaporator

LNG tanks Capacity Daily LNG consumption: 100 ton 220 m 3 Capacity for 7 day cruise: 1 560 m 3 consumption 20% margin filling ratio 95% 2 000 m 3 tank volume Back-up and extended range is 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

LNG in Caribbean and Alaska Import terminal Export terminal

LNG in Asia Pacific LNG Regasification facility: Existing Proposed Under construction

Fuel prices USD/ton EUR/ton USD/MBtu LSHFO 460 312 12.0 MDO 720 490 17.8 MGO 790 537 19.5 LNG 470 317 10.0 Source: www.bunkerworld.com (Rotterdam 29.1.2008), LNG price estimated 1 EUR = 1.47 USD

Fuel consumption and cost 120% 100% tons cost 80% 60% 40% Assumed fuel prices: LSHFO 312 /ton (460 USD/ton) MDO 490 /ton (720 USD/ton) LNG 317 /ton (10.0 USD/MBtu) 20% 0% HFO DF

Energy consumption 120% 100% 80% - 5 % MWh 60% 40% 20% 0% HFO DF Energy consumption is lower for DF thanks to: - Lower heat demand (no HFO) - Lower electrical power demand (AC)

Machinery investment cost 140% + 29% 12 M 120% 100% 80% 60% 40% Fuel system Steering Propulsion train Electric propulsion Propulsion engine 20% 0% HFO DF

Annual machinery related costs 120% 100% - 7% 1.4 M Maintenance costs Lub oil costs 80% Fuel oil costs Annual costs 60% 40% 20% 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 0% HFO DF Maintenance cost: Calculation period 15 years

Emissions 120% CO 2 NO X SO X 100% 80% 60% CO 2-30% NO X -85% SO X -99.9% 40% 20% 0% HFO DF

LNG challenges Challenges: Space for tank locations Cost Investment Operation Rules Availability of LNG Alternative locations New tank types Design for actual use LNG price can be competitive DNV and LR rules Draft 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) SO X NO X 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

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 high voltages Limitations of local power-distribution network Risk for power loss during changeover

Alternatives to shore power HFO + Exhaust gas treatment SCR NO X Seawater Scrubbers SO x (and Particles) MGO Only meets the regulation for sulphur content Does not comply with the demands in certain ports LNG

Fuel prices 22 20 18 16 LNG Japan CIF [USD/MBtu] NG Henry hub [USD/MBtu] HFO 380cst Rotterdam [USD/MBtu] MGO Rotterdam [USD/MBtu] 14 USD/MBtu 12 10 8 6 4 2 0 Jan-00 Apr-00 Jul-00 Oct-00 Jan-01 Apr-01 Jul-01 Oct-01 Jan-02 Apr-02 Jul-02 Oct-02 Jan-03 Apr-03 Jul-03 Oct-03 Jan-04 Apr-04 Jul-04 Oct-04 Jan-05 Apr-05 Jul-05 Oct-05 Jan-06 Apr-06 Jul-06 Oct-06 Jan-07 Apr-07 Jul-07 Oct-07 Today LNG is cheaper than HFO (Price / energy content) Sources: www.lngoneworld.com, www.bunkerworld.com, LR Fairplay

NG in port philosophy One engine is of DF-type In port vessel is connected to gas pipe network or 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

LNG auxiliary power in port for cruise vessels LNG auxiliary power for cruise vessels 14 Electricity production cost in port Significant reduction of local emissions Economically feasible cent(usd)/kwh 12 10 8 6 4 Technology is available 2 0 Shore power MGO MDO LNG

Case study SCHIFFKO CV 7300

Case study Reference vessel SCHIFFKO CV 7300 Length over all 322.34 m Breadth 40.00 m Draught 14.00 m Deadweight 84 500 ton Main engine Wärtsilä 11RT-flex96C Propulsion power 62 920 kw Speed (trial) 25.5 kn Cargo capacity 7 300 TEU Reefer plugs 1 300 FEU

SCHIFFKO CV 7300

Electrical load 14 000 12 000 10 000 [kw] 8 000 6 000 4 000 2 000 0 Port Manoeuvring Cruise

Machinery Diesel (reference) WÄRTSILÄ 6L32 2 880 kw WÄRTSILÄ 9L32 4 320 kw WÄRTSILÄ 11RT-flex96C 62 920 kw Bow thruster 2 900 kw Auxiliary engine loading (% of MCR) Harbour Manoeuvring Cruise 6L32 78% 88% 86% 6L32-88% - 9L32 78% 88% 86% 9L32 78% 88% 86% WÄRTSILÄ 9L32 4 320 kw WÄRTSILÄ 6L32 2 880 kw Installed auxiliary power: 14 400 kw

Machinery DF WÄRTSILÄ 9L34DF 3 760 kw WÄRTSILÄ 9L34DF 3 760 kw WÄRTSILÄ 11RT-flex96C 62 920 kw Bow thruster 2 900 kw Auxiliary engine loading (% of MCR) Harbour Manoeuvring Cruise 9L34DF 80% 85% 88% 9L34DF 80% 85% 88% 9L34DF 80% 85% 88% 9L34DF - 85% - WÄRTSILÄ 9L34DF 3 760 kw WÄRTSILÄ 9L34DF 3 760 kw Installed auxiliary power: 15 040 kw

Installed Auxiliary engine power 16 000 14 000 12 000 10 000 [kw] 8 000 6 000 4 000 2 000 0 Diesel DF Diesel with Shore power

Operation route Los 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 LNG consumption Running hours per roundtrip Consumption per roundtrip OP MODE ton/h hours tons Loading & Unloading 1.5 138 207.0 Manoeuvring 2.1 6 12.6 Slow with clean* 1.6 10 16.0 236 * Only in US West Coast (2 port calls) 523 m 3 2 x 190 m3 fixed tanks 380 m3 bunkering 2 (1.4) times per roundtrip

LNG consumption only in US west coast OP MODE LNG consumption ton/h Port calls Los Angeles and Oakland hours tons Loading & Unloading 1.5 58 87.0 Manoeuvring 2.1 2 4.2 Slow with clean 1.6 10 16.0 108 240 m 3 40ft LNG containers a 31.5 m 3 8 units www.gas-logistics.no

LNG tank arrangement with fixed tanks 2 x 190 m 3 vertical tanks Total capacity: 380 m 3 Cargo capacity: - 20 TEU

LNG tank

LNG tank

Tank arrangement with containers 8 x 31.5 m 3 40ft LNG containers Total capacity: 250 m 3 Cargo capacity: - 8 FEU

Fuel prices USD/ton EUR/ton USD/MBtu HFO 350 259 9.1 MDO 600 444 14.8 MGO 700 519 17.3 LNG 336 249 7.2

Operating profile 90% 80% 70% Operating hours [%] 60% 50% 40% 30% 20% 10% 0% Loading & unloading Manoeuvring Slow Slow with clean fuel* Service speed Clean fuel is to be used in aux engines in these modes * Closer than 24NM from coastline, US west coast only

Annual fuel cost of aux engines in selected modes 2 000 1 800 Shore power costs not included! keur 1 600 1 400 1 200 1 000 800 600 400 200-960 k - 1 400 k 0 Diesel DF Diesel with shore power - Aux engines are running on MGO (+ LNG) in selected modes

Total annual fuel cost (ME +AE) 25 000 20 000-870 k - 1 400 k keur 15 000 10 000 5 000 0 Diesel DF Diesel with shore power - 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

Auxiliary engines investment cost* 9 000 8 000 7 000 6 000 keur 5 000 4 000 3 000 2 000 1 000 0 Diesel DF Diesel with shore power *Investment cost for aux engines includes: - Engines + Generators - LNG system - Shore power connection

Annual cost in selected modes 2 500 Auxiliary engine fuel cost in selected modes + aux engine investment cost* 2 000-600 k - 300 k keur 1 500 1 000 Shore power Investment Fuel 500 0 Repayment time 15 years Interest rate 6% Diesel DF Diesel with shore power** *Investment cost for aux engines includes: - Engines + Generators - LNG system - Shore power connection ** Shore power 0.09 USD / kwh

Exhaust emissions selected modes 120% CO2 NOx SOx 100% 80% - 17%, 1900 ton - 80%, 190 ton Shore power emissions not included! 60% -50%, 7 ton 40% 20% 0% Diesel DF Diesel with shore power Includes Aux and Main engine emissions in selected modes (ME: LSHFO, AE: MGO)

Summary LNG is a economical solution for generating auxiliary power in port conditions 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 back in 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 in port 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

CRUSING ON GAS INTO A CLEANER FUTURE