Fuel selection for Ro-Ro

Vessels
Oskar Levander
Director, Concept Design
Ro-Ro Shipping Conference 2011
10.3.2011, Copenhagen

Wrtsil

11 March 2011

Oskar Levander

Content

Introduction
Fuel scenarios
Fuel comparison
Example: Large RoRo
EEDI and fuel choice
LNG as a marine fuel
Can LNG be an option for ocean going vessels?
Example:Next generation PCTC
Conclusions

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Environmental challenge

NOx

SOx

CO2

PM

Acid rains

Acid rains

Greenhouse
gas

Harming humans
and animals

Tier II (2011)
Tier III (2016)

3.5% (2012)
ECA 0.1% (2015)

Under evaluation
by IMO

Along with SOx

reduction

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NOx reduction IMO requirements and methods

Specific NOx emissions (g/kWh)

Tier I (present)

18
16

Dry methods (engine optimization)

14

- Concepts are ready

12

Ships built 2000 onwards

Engines > 130 kW
Retrofit: Ships built
1990 2000
Engines > 90 litres/cylinder
and > 5000 kW
Wrtsil: RTA, W46, W64

10
8

- SCR Catalyst
- Alternative pathways under

6
4

Tier III (ECAs 2016)

0
0

200

400

600

800

1000 1200 1400 1600 1800 2000

Rated engine speed (rpm)

Wrtsil

Ships keel laid 2011 onwards

Engines > 130 kW

investigation (Combined measures)

Tier II (global 2011)

11 March 2011

Oskar Levander

Ships in designated
areas, keel laid 2016
onwards
Engines > 130 kW

IMO Sulphur Limits

4,5%
World

3,5%

1,5%
ECA

1,0%
0,5%
0,1%

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2022

2021

2020

2019

2018

2017

2016

2015

2014

2013

2012

2011

2010

2009

2008

EU in ports

Greenhouse emission reductions

The public is demanding lower CO2 emissions from ships

IMO is trying to respond the demand by introducing guidelines for:
Energy Efficiency Design Index (EEDI)
Energy Efficiency Operational Index (EEOI)

3 paths to CO2 emission reduction:
Reduce power demand
Improve efficiency
Change to alternative fuels

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New regulations: how to meet compliance?

Greenhouse gases (GHG)

global warming caused by human activities

Regional
pollutants

NOx
- Primary dry
methods (engine
technologies)
-Primary wet methods
(water use)
- Secondary methods
(after treatment)

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SOx (& PM)

GAS

- Primary methods
(low sulphur fuels)
- Secondary
methods (after
treatment)

Three scenarios to 2020-2025

Abatement technologies not

completely accepted by the
market and/or regulators
Not sufficient supply of distillates
and/or high price premium of
distillates vs. other fuels
LNG infrastructures developed:
terminals, bunkering facility
Competitive LNG price
Successful development of
technologies to use nonconventional marine fuels,
including renewable energy

Fuels
mix

Majority
Low S
fuels
Stable or decreased demand for
distillates from road transportation
(electric cars)
Downstream investment in additional
refining capacity (M-E, India, China);
investments supported by availability
of engineering skills / materials
Regulators or market not accepting
exhaust abatement technologies

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Majority
HFO

Regulators + market acceptance of

exhaust abatement technologies
High demand from road transportation
high pressure on refining capacity
high price of distillates
Slow downstream investment
CO2 taxes limiting expansion of energy
intensive refineries

Mapping of fuels
Sulphur emission regulations impact the choice of fuel
The choice of fuel is not a simple one!

HSFO

Distillates
(MDO - MGO)

Wrtsil

Biofuels*

Cost comp. to
MGO
Availability

Low emissions
No treatment on
board

Very low
emissions
High efficiency
Low ship
operating costs

Low SOx and CO2

emissions

Requires
scrubber in SECA
Treatment on
board

Price
Long term
availability
Viscosity issues

Availability /
logistics
Space on board

Price
Availability
Not sustainable
from food crops

* Includes raw vegetable oils, biodiesel, synthetic fuels (BTL)

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Marine Fresh Water Scrubber System

Exhaust
Gas

Closed loop works with

freshwater, to which
NaOH is added for the
neutralization of SOx.

CLOSED LOOP
=
Zero discharge
in enclosed area

pH

NaOH unit
pH

Fresh water

Scrubber

Water Treatment

Cooling
Holding tank
Process tank

Seawater

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Sludge tank

Fuel prices
35
LNG Japan average [USD/MBtu]

30

NG Henry hub [USD/MBtu]

HFO 380cst Rotterdam [USD/MBtu]

25
USD/MBtu

MGO Rotterdam [USD/MBtu]

20
15
10
5

ct
-0
Fe 1
b0
Ju 2
n0
O 2
ct
-0
Fe 2
b0
Ju 3
n0
O 3
ct
-0
Fe 3
b0
Ju 4
n0
O 4
ct
-0
Fe 4
b0
Ju 5
n0
O 5
ct
-0
Fe 5
b0
Ju 6
n0
O 6
ct
-0
Fe 6
b0
Ju 7
n0
O 7
ct
-0
7
Fe
b0
Ju 8
n0
O 8
ct
-0
Fe 8
b0
Ju 9
n0
O 9
ct
-0
Fe 9
b1
Ju 0
n1
O 0
ct
-1
0

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

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Expected LNG prices

Energy price

Price between HFO-LNG

1,4 x price HFO

Price similar
to HFO

"SMALL SCALE" LNG

Purchase price (gas or LNG)

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DISTRIBUTION FROM LNG TERMINALS

LNG production

Freight and terminal costs

Bunkering

Example:
RoRo vessels concept for
operation inside ECA

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Efficient RoRo concept

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RoRo main particulars

16

Size

Length

225 m

Length, bp

213 m

Beam

28.2 m

Draft

7.0 m

Depth, main deck

9.7 m

Speed, service

Lane meters

4 500 m

Deadweight

12 500 tons

Propulsion power

Aux power

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35.000 GT

~21 knots

17.5 MW (installed)
3 MW (installed)

Oskar Levander

RoRo vessel cargo arrangement

Large cargo deck areas

Ramps to upper deck located on outside of ship
Faster loading and unloading
Ramps do not block the loading of the main deck

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Ramp arrangement
Conventional RoRo
The new cargo deck and
ramp arrangement allow for
faster loading

To upper deck
To lower hold
To main deck

More free lanes, since the

ramp to the upper deck is
moved outside the hull

New RoRo arrangement

To upper deck
To main deck
To lower hold

To main deck

To upper deck

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Triple screw

With almost the same appendage resistance as twin shaft lines, why
not have 3 propellers?
Centre propeller shaft inside the skeg, no shaft supports needed
A skeg is anyway needed for course stability
Lower propeller loading with 3 propellers
Better open water efficiency!
7% lower power demand compared to twin shafts
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Better manoeuvring with triple screw

LIFT

Twin screw
One propeller is driving
forward and one is reversing
Only one rudder is generating
side force

LIFT

Triple screw
The two side propellers are
driving forward and the centre
one is reversing
Two rudders are generating
side force

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LIFT

Machinery comparison: Cases

21

Case 1:

MGO + SCR

Case 2:

HFO + SCR + Scrubber

Case 3:

LNG

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Case 1
MGO
SCR

SCR

5.8 MW

SCR

SCR

GEAR
8L38

SCR

1.11 MW

SCR

6L20

5.8 MW

PTO
2.5 MW

1.11 MW

GEAR
8L38

6L20
5.8 MW

GEAR

6L20

8L38

2 x 1.2 MW

17.4 MW
3.3 MW

MDO
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1.11 MW

MSB

Installed propulsion power:

Installed aux power:

HFO

Case 2
HFO

Integrated
Scrubber

SCR

SCR

5.8 MW

SCR

SCR

GEAR
8L38

SCR

1.11 MW

SCR

6L20

5.8 MW

PTO
2.5 MW

1.11 MW

GEAR
8L38

6L20
5.8 MW

GEAR

6L20

8L38

2 x 1.2 MW

17.4 MW
3.3 MW

MDO
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1.11 MW

MSB

Installed propulsion power:

Installed aux power:

HFO

Case 3
LNG
5.85 MW

GEAR
6L50DF
1 056 kW

6L20DF

5.85 MW

PTO
2.5 MW

1.056 kW

GEAR
6L50DF

6L20DF
5.85 MW

GEAR

6L20DF

6L50DF

2 x 1.2 MW

17.55 MW
3.17 MW

MDO
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1.056 kW

MSB

Installed propulsion power:

Installed aux power:

LNG

Fuel prices

USD/ton

EUR/ton

USD/MBtu

HFO

415

340

10.8

MGO

660

540

16.2

LNG

510

420

11.0

Source: www.bunkerworld.com (June 2010), LNG price estimated

1 EUR = 1.22 USD

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Annual operating cost

12 000

SCR operating costs

-2.4%

-3.9%
Lubrication oil costs

Annual operating cost [kEUR]

10 000

- 2.7 M

- 3.7 M

8 000

Scrubber operating
costs (NaOH + Fresh
Water)
Fuel costs

6 000

Used fuel prices:

4 000

HFO

340 /ton
(415 USD/ton)

MGO

540 /ton
(660 USD/ton)

LNG

420 /ton
(11 USD/mBTU)

Consumables:

2 000

Urea (40%) 240 /ton

0
MGO

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HFO

LNG

NaOh

225 /m3

FW

3 /m3

Machinery investment cost indication

20 000
18 000
Scrubbers
16 000

Machinery first cost [kEUR]

SCR
14 000
Fuel system (LNG
tank etc.)

12 000

Steering
10 000
Propulsion train
8 000
Aux engines
6 000

Propulsion engines

4 000
2 000
0
MGO

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HFO

LNG

Annual machinery related costs

14 000

12 000
Operating cost

Annual operating cost [kEUR]

-2 380 k
-2 850

10 000

Capital cost
8 000

6 000

4 000

2 000

Time:

10 years

Interest rate: 6 %

0
MGO

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HFO

Oskar Levander

LNG

Exhaust emissions
CO2

NOx

SOx

140%

Relative exhaust emissions

120%

100%

80%

60%

40%

20%

0%
MGO

HFO

LNG

Note that all cases fullfills IMO NOx Tier III, For MGO concept
the NOx reduction is IMO Tier II 90%.
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Transport efficiency - EEDI

EEDI value [CO2 ton / dwt * kn]

40

30
DNV baseline proposal (2009)

20

10

0
MGO

HFO

NOTE: The values are based on the proposed formula. Not yet finalised.
Ice class is not included in the values
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LNG

EEDI and fuel selection

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IMO Energy Efficiency Design Index (EEDI)

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IMO Energy Efficiency Design Index (EEDI)

CO2 emissions
EEDI =
Transport work

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EEDI the speed limit

The EEDI is penalising speed to a high

degree
A ships EEDI value is more dependent
on the speed than on how well the ship
has been designed
EEDI is a power limit and thereby
virtually a speed limit at sea
Can it cause an undesired modal shift
away from sea transportation to land
based transportation?

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Propulsion power in existing RoRo vessels

Propulsion power - DWT
Ro-Ro vessels, +20 knots
30000

Main engine power [kW]

25000

Min power in current designs

20000

New RoRo concept

15000

10000

Max allowed main engine power

for 20 knots at 75% MCR *

5000

0
0

2000

4000

6000

8000

10000

12000

14000

DWT, design [tonnes]

Existing RoRo vessel with a service speed of 20 knots or more have clearly
more installed power than what is allowed by the EEDI (HFO operation).
* The max allowed main engine power is calculated with the baseline proposed by DNV. It is assumed that there is
not PTO, ice class or any energy saving device onboard. The speed is assumed to be 20 knots at trial conditions
with 75% MCR. The SFOC is based on values for typical diesel engines in the 5000 -12 000 kW range
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Assumptions:

EEDI vs speed estimation

Length, wl

220 m

Beam

28.2 m

Draft
DWT

7 m
12 500 ton

EEDI value for RoRo

50
45

[g (CO2) / dwt*kn]

40

Calculated EEDI
(HFO)

35
30
Limit according to the proposed baseline

25

NOTE: not yet approved by IMO

20

EEDI requirement
at 12 500 dwt

15
10

Speeds resulting in EEDI value

exceeding baseline limit!

Speeds with
OK EEDI

5
0
16

17

18

19

20

21

Speed [kn]
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22

23

24

25

Assumptions:

EEDI vs speed estimation HFO vs LNG

Length, wl

220 m

Beam

28.2 m

Draft
DWT

7 m
12 500 ton

EEDI value for RoRo

50
45

[g (CO2) / dwt*kn]

40

Calculated EEDI
(HFO)

35
30

-26%

Calculated EEDI
(LNG)

Proposed baseline

25
20
15

EEDI requirement
at 12 500 dwt

~2.5 knot speed

increase possible
with LNG!

10
5
0
16

17

18

19

20

21

Speed [kn]
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22

23

24

25

EEDI advantage with LNG

If the current EEDI proposal will come into force for RoRo vessels:

LNG will offer clear advantages for ships requiring high

installed power!

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LNG

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Cleaner Exhaust Emissions with LNG

25-30% lower CO2

Thanks to low carbon to hydrogen ratio of fuel

85% lower NOX

Lean burn concept (high air-fuel ratio)

No SOX emissions
Sulphur is removed from fuel
when liquefied

Very low particulate emissions

No visible smoke
No sludge deposits

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Dual-fuel engine range

20DF

6L20DF

1.0 MW

8L20DF

1.4 MW

9L20DF

34DF

6L34DF
9L34DF
12V34DF

1.5 MW

2.7 MW
4.0 MW
5.4 MW

16V34DF

7.2 MW

20V34DF
50DF

6L50DF

9.0 MW
Higher output for 60Hz / Main engines

5.85 MW

8L50DF

7.8 MW

9L50DF

8.8 MW

12V50DF

11.7 MW

16V50DF

15.6 MW

18V50DF
0
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17.55 MW
5

10

15

LNG fuelled PSV: Viking Energy & Stril Pioneer

Viking Energy / Stril Pioneer

Designed by: Wrtsil Ship Design
LNG tank = 220 m3
4 x Wrtsil 6L32DF gensets = 8080 kW

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LNG fuelled PSV: Viking Queen & Viking Lady

Viking Queen / Viking Lady

Designed by: Wrtsil Ship Design
LNG tank = 220 m3
4 x Wrtsil 6L32DF gensets = 8080 kW

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Conversion of Bit Viking

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Conversion of Bit Viking

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Conversion of Bit Viking

25,000 dwt Twin Screw Chemical Tanker by Wrtsil Ship Design
Classification society GL
Main Engines:
2 x Wrtsil 6L46 / 5850 kW

2 x W6L50DF / 5700 kW
Autonomy = 12 days operation on ~80% load
2 x 500 m3 LNG tanks

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LNG fuelled ferries

Large ferries running on LNG

Coming soon to a port near you.

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LNG development pax vessel projects

Wrtsil is actively developing solutions for
LNG fuelled passenger vessel:
Fast LNG RoPax (2001)
40 000 gt
Cruise Ferry (2005)
10 000 gt
RoPax (2006)
30 000 gt
PaxCar Ferry (2007)
65 000 gt
Cruise ship (2007)
125 000 gt
Cruise Ferry (2009)
60 000 gt
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Wrtsil LNG fuelled ships

Bridge

LNG tank (pressurized - IMO type C) + tank room

Bunker station with valves and connections to shore
Vacuum insulated pipes (liquid LNG)
Process skid (valves and evaporators)
Gas ramp (gas valve unit)
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Water/glycol system design

Automation and controls
Gas detection system
Operating manual and class approval

LNGPac Simplified P&ID

LNG
Gas
Anti - freeze heating media
Bunkering station

LT - water

Product
evaporator
PBU

Tank room

LNG heating circuit connected

to AC cooling circuit
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To GVU
Stop valve &
master valve

LNG storage
Storage volume (Relative)
4,5
Volume relative to MDO in DE

4,0
3,5
3,0
2,5
2,0
1,5
1,0
0,5
0,0
Diesel

Fuel

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Tank

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LNG (10bar)

Tank Room

Oskar Levander

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

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Conventional tank location

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LNG tanks located vertically

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LNG tanks located outside

The LNG tanks can be located outside

Does not take up space inside ship
Good ventilation
No ventilation casing needed
trough accommodation
Visible location for good PR

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LNG containers lifted onboard

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Bunkering

Tanker truck
Containers lifted onboard
Trailers loaded onboard
Land based storage tank
Tanker ship / barge

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Bunkering from LNG truck

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LNG bunker barge/tanker

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LNG barge carrier operation principle

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LNG barge carrier operation principle

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Total Concept Optimization

Wrtsil engineers solutions for LNG delivery, storage,

transportation and utilization onboard.

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Can LNG also be an option for

ocean going vessels?
Example: New PCTC generation

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Next generation PCTC

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PCTC and Panama canal locks

Present locks
Chamber Length
Max vessel LOA
Max vessel B
Max vessel T
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305.0 m
294.0 m
32.2 m
12.0 m

Oskar Levander

New locks
Chamber Length
Max vessel LOA
Max vessel B
Max vessel T

427.0 m
366.0 m
49.0 m
15.2 m

PCTC - Improved cargo handling

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Main deck Lay-out

Ramp up
Ramp down ramp cover

DECK 5

Ramp up
Quarter ramp

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Side ramp

PCTC - Midship section

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LNG

Consumption per day at 17 knots

Incl. 10% Margin
Total demand for 12 500 NM range
Tank configuration: 6 x 530 m3 (net)

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39 tons
90 m3
100 m3
3 100 m3
3180 m3

Capacity
Medium speed engines are lower than low
speed main engine
One cargo deck more on top of engine
room
1 170 m2
Exhaust is located outside of superstructure
No casing inside ship
Added deck area
1 130 m2
Area savings: 2 300 m2
2 400 m2 of deck area needed for the LNG
tanks (3 180 m3)

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Machinery configuration

1 MW

5.85 MW

6L20DF

6L50DF
GEAR

1 MW
5.85 MW

6L20DF

PTO
2 MW

6L50DF

MSB
2 x 1 MW

MDO

11 March 2011

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1 MW

6L20DF

Oskar Levander

LNG

Emissions per transported car

CO2

NOx

SOx

120%
100%
80%
60%
40%
20%
0%
Conv (HFO, 19 knots)

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Conv. (HFO, 17 knots)

New concept (LNG, 17

knots)

NPV 20 years - relative to reference vessel

60000

Assumptions:
Servicing only Japan Europe route

NPV M$

50000

Fuel prices (2 % escalation p.a.)

HFO: USD 630 /ton
(16,4 $/mBTU)
LNG: USD 540 /ton
(12 $/mBTU)

40000
30000

Manning, spares, lube oil and voyage

costs (excl. fuel) are fixed (price
escalation 2-3 % p.a.)

20000

Finance 50 % with amortizing loan

Interest rate 7,5 %
Maturity of 6 years

10000

Required return on equity: 15 %

0
Conv (HFO, 19 Conv. (HFO, 17 New concept
knots)
knots)
(LNG, 17 knots)

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Conclusions

Both HFO + Scrubber and LNG offer clear advantage over MGO
LNG has most potential for new short sea shipping vessels
Proven technology available
New bunkering solutions will be introduced

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www.wartsila.com

Contact:
Oskar Levander
Director, Concept Design, MLS
+358-40-832 2256
oskar.levander@wartsila.com
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