6 months ago


Marine Engineers Messenger, Volume 3, Issue 54


WINGD X-DF DEMONSTRATOR BURNS NG-VOC MIX IN GASEOUS FUEL MODE WinGD and Wärtsilä Gas Systems have successfully tested a NG-VOC (Natural Gas-Volatile Organic Compounds) fuel mix for the WinGD X-DF engine, selected to power two 125,000dwt Shuttle Tankers for AET. The test, in in Trieste, Italy, demonstrated the engine’s capabilities under various load scenarios with up to 20% VOC in the fuel ratio. The engine sustained high performance throughout transfers from pure NG to a VOC mix, as well as transferring to diesel mode and back again. Notably, while maintaining efficiency, NOx emissions remained significantly below IMO Tier III levels while operating on the NG- VOC mix. The capability demonstrated, and already specified by AET for its shuttle tankers, has considerable implications for both the oil and gas industry and the environment. VOCs are a waste product from crude oil handling and transport which represent both a hazard and a loss of revenue to oil and gas producers and shippers. Historically, they were either discharged into the atmosphere or burned off. Now, with the development of the X-DF engine’s new fueling mode, VOC can be turned into a viable source of energy. “An early finding on the first X-DF engines with low-pressure gas admission to enter service was that their inherently stable combustion gave scope to run the engines on gas with lower methane numbers. Working with our partners from Wärtsilä Gas Systems from Norway and the local team at the Wärtsilä test facility in Trieste, we have applied this knowledge to the new fuel combination,” said Marcel Ott, Senior Project Manager DF Technology, Research & Development at WinGD. “There are no significant changes in performance and emissions behaviour – the engines are fully IMO Tier III compliant burning the natural gas- VOC mix. In fact, aside from a few precautions according to ambient and boundary conditions, no hardware modifications and no applicationspecific control functions are required on the engine, and standard tuning can be retained. Likewise, the gas handling safety philosophy is identical with X- DF dual-fuel engines burning natural gas solely,” explained Ott. It was also established during the project that, in contrast to a highpressure system, the low-pressure gas admission feature the X-DF engines is beneficial for mixing VOC into the natural gas fuel, since condensation of the heavy hydrocarbons in the VOC can be avoided. WinGD’s capability to run X-DF engines on the NG-VOC could place the company at the leading-edge of green propulsion solutions. WinGD’s Vice President R&D, Dominik Schneiter, noted: “Our X-DF engines now offer ship owners a further way to improve their environmental footprint while at the same time, reducing fuel cost – and without increasing the basic simplicity of our X-DF engines with low pressure gas admission. “The NG-VOC capability will add a further dimension to the benefits that make our X-DF engines such a strong contender for ship owners facing tighter emissions controls and increased operating costs.” SAVE MILLIONS IN DRYDOCK COSTS AND OFF-HIRE TIME Hull of cruise ship after 5 years with Ecospeed coating with no replacement or major repair. This is the state of the hull when the ship came out of the water, without any cleaning or touch-up in drydock. When your hull coating never needs replacing or major repair, you can save a lot of money in drydock fees, offhire time, materials and labour. Most hull topcoats are designed to be replaced once or twice every five years. The full hull coating scheme has to be fully replaced every 10 - 15 years down to bare steel. Over that time period, the coating degrades and becomes rougher until it’s no longer worth trying to patch it up. EU Office Phone: + 32 3 213 5318 Fax: + 32 3 213 5321 And it costs you a fortune in fuel to compensate for the additional hull friction. Imagine a coating that’s guaranteed for 10 years and is expected to last 25 without replacement or major repair. A coating that gets smoother over time, not rougher! Imagine coming into drydock after 3 or 5 years and finding that your hull coating only requires a few minor touch-ups and doesn’t even need to be washed off. Call us today for a quote to convert your hull to Ecospeed or start off right, with Ecospeed, on a new build. US Office Phone: + 1 727 443 3900 Fax: + 1 727 443 3990 10

INDIA TO BUILD MTU 8000 SERIES Rolls-Royce and Goa Shipyard Limited (GSL), a defence shipbuilding yard in India under the Ministry of Defence, have agreed to cooperate in the local manufacturing of MTU Series 8000 engines in India. Under the agreement, the companies will assemble the 16-cylinder and 20- cylinder MTU Series 8000 engines at GSL’s new facility in Goa. The agreement includes transfer of MTU technology related to localising of engine components, engine assembly, testing, painting and major overhauls. MTU Series 8000 engines are the largest and most powerful in the MTU diesel range with a power output of up to 10MW. They are fitted onboard all Offshore Patrol Vessels (OPV) recently constructed or currently under construction in India. This includes 11 Coast Guard OPVs by GSL (six completed and five under construction), five Naval OPVs under construction at Reliance Defence Engineering and seven Coast Guard OPVs by L&T. RAdm (Retd) Shekhar Mital, NM, Chairman & Managing Director of GSL said: “In line with the thrust on indigenization and ‘Make in India’ initiative of the MoD, Government of India, GSL has been on the forefront for increasing the indigenous content onboard vessels constructed at GSL. “For some time we have been on the lookout for acquiring such technology and we are thankful to our partners Rolls-Royce and MTU Friedrichshafen for choosing us as collaborator.” Under the agreement GSL will be serving the marine propulsion requirements within the country for units in the 7 to 10MW range. The new facility being created by GSL will also undertake all major overhauls of these engines. "This venture will be a game changer,” said Mital. “Plans are in place to progressively increase the indigenous content and with a strong manufacturing base in India, we are confident of achieving significant indigenous content in these engines. Praveen Mohan, Director & CEO, MTU India, said: “The agreement with GSL to manufacture MTU’s most-advanced Series 8000 engines in India is a significant milestone and further reinforces our commitment to ‘Make in India.’ “We have been working with the Indian defence sector for several decades and our well-proven MTU engines propel and power many vessels of both the Indian Coast Guard and Indian Navy. We are committed to collaborating with our stakeholders to help support the country’s vision of indigenisation and self-reliance.” FIRST COMMERCIAL LP-SCR SYSTEM DELIVERED Japan Engine Corporation (J-ENG) has delivered the first commercial LP-SCR (low-pressure, selective catalytic reduction) system for a 6UEC33LSE-C2 engine, following factory tests at J-ENG’s Chinese licensee, China Shipbuilding Industry Corporation Diesel Engine Co (CSE). The engine will be installed on a 600TEU container vessel under construction at Taizhou Kouan Shipbuilding Co. J-ENG has been developing the LP-SCR system and carrying out full-scale ship tests on a marine twostroke diesel engines since 2010. It found that when adopting an LP-SCR system to a low speed main engine, an increase in exhaust gas temperature might be an issue to be considered. As a solution, however, J-ENG’s LP-SCR system works in concert with an EGB valve incorporated MET turbocharger to automatically control exhaust gas temperature when the SCR is operated. Installation of the LP-SCR is relatively easy in a small-sized vessel with limited space for SCR system, says the manufacturer. J-ENG has already obtained a General Design Appraisal (GDA) from Lloyd’s Resister. 11