3. Steam turbine and Boiler Steam turbine

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1 Year Book 21 : Progress of Marine Engineering Technology in the year Steam turbine and Boiler 3.1. Steam turbine Main engine turbine In 29 Kawasaki Heavy Industries, Ltd. delivered 1 unit of UA type main engine turbine for LNG tanker to Korean shipyard (Daewoo Shipbuilding & Marine Engineering Co, Ltd.) and 2 units to the domestic shipyard (Kawasaki Shipbuilding Corporation). In respect to the acquisition of orders, 1 unit was ordered from Chinese shipyard, although the construction of LNG tanker has been suspended since last year due to delay of LNG project. Also, as the actual results that the main engine turbines went into operation, 3 units for Korean shipyard (3 units for Daewoo Shipbuilding & Engineering Co., Ltd), 2 units for Chinese shipyard (2 units for Fudong- Zhonghua Shipbuilding (Group) Co., Ltd) and 6 units for the domestic shipyards (2 units for Kawasaki Shipbuilding Corporation, 2 units for Mitsubishi Heavy Industries, Ltd. and 2 units for Imabari Shipbuilding Co., Ltd.) can be enumerated. As regards Mitsubishi Heavy Industries, Ltd., the result of delivery was zero in 29 and the actual results of commencement of operation were 2 units of MS type main engine turbine for LNG tanker for domestic shipyard (2 units for Mitsubishi Heavy Industries, Ltd.) As to the acquisition of order, the actual result was zero under the situation as mentioned above. Although the acquisition of order has been sluggish in recent years, a number of transactions have become to be inquired in these days in the recent current of economic recovery of the world, and the real recovery of demand is expected to come in future. The promotions of large hull and the adoption of electric propulsion by diesel generation as propulsion main engine have been already realized up to the present. Also, the propulsion system by slow speed diesel has been investigated, and the future s prospect, as to how the propulsion main engine will change from now on, will greatly depend on the adoption results of these electric propulsions and the results of highly efficient reheat steam turbine of main engine. (Fig.3.1) Also, with the increasing demand of LNG, the plan of construction of floating facility (Floating-LNG) engaged in the production, storage and unloading of LNG on the ocean has been activated. The steam plant is often provided on this F-LNG, and the trends in future will attract attention. Fig. 3.1 Sectional drawing of re-heat turbine 1

2 Year Book 21 : Progress of Marine Engineering Technology in the year Auxiliary turbine As the actual production results of turbine for auxiliary machinery in 29, Shinko Ind. Ltd. completed their production of 589 units (generator turbines, cargo pump turbines, tank cleaning turbines) and Mitsubishi Heavy Industries, Ltd. completed their production of 3 units (all generator turbines) at their factories respectively. Shinko Id. Ltd. developed and manufactured the generator turbine suited for high pressure and high temperature for LNG tanker built by Kawasaki Shipbuilding Corporation on which reheat boiler was installed. The demand of exhaust heat recovery system as countermeasure against environmental conservation and energy saving has been increasing for recent years. Therefore, both Shinko Id. Ltd. and Mitsubishi Heavy Industries, Ltd. have concentrated in the development of the system including turbine which maximizes the exhaust heat recovery. Taking aim at the reefer container ship the electric consumption of which is high, Mitsubishi Heavy Industries, Ltd. has developed and produced the exhaust heat recovery system (Fig.3.2 and Fig.3.3) including exhaust gas economizer, steam turbine, power turbine and control system. In the conventional system, the load of power turbine is not controlled and so the surplus electric power may be generated, and such surplus power assists engine power through shaft generator being used as motor in the event that the electric power generated by steam turbine and power turbine would exceed the demand, however, shaft generator is extremely expensive. On the other hand, in this system the optimum load control is made on power turbine and steam turbine, and therefore, the shaft generator is not required, and further, it is pursued to improve the rate of fuel consumption. 38 units of this system have been already ordered by Korean shipyards, and the first unit has been completed and the verification test has been satisfactorily completed under the condition that steam turbine and power turbine were connected. Since the rate of fuel consumption can be saved about 1 % by this system in comparison with the ship on which the exhaust heat recovery system is not installed, it is considered that the merit is fairly great. [Seiji Utoh] Fig. 3.2 Waste heat recovery system 2

3 Year Book 21 : Progress of Marine Engineering Technology in the year 29 Fig. 3.3 Verification experiment of waste heat recovery system 3.2. Boiler General After Lehman shock, the transportation of seaborne cargo has been inactive and the large type container ship and PCTC have been forced to reduce speed and be laid up. Under the above circumstances, there have appeared a number of the requirements for the measures for long term storage of auxiliary boilers and exhaust gas economizers. This trend has still continued, although it has been mitigated to some extent at present. As regards the control of SOx exhausted from ships, the control sea area has been already decided by Annex VI of IMO MARPOL, and the areas of North Sea and Baltic Sea have been designated as the controlled areas in this connection since 26. As the precedent local rule of their areas, The State of California in U.S. and EU (European Union) have enforced on ships to use in their respective sea area and port the following fuel oil of low sulfuric content as the marine fuel oil for auxiliary boiler of marine diesel main engine generator. As for the control in their sea areas and ports, The State of California has presented that the use of the fuel oil of low sulfuric content [ 1.5%(MGO/DMA) or.5%(mdo/dmb)] has been already enforced from July, 29 in compliance with CARB and the further reinforcement [.1%(MGO/DMB) or.1%(mdo/dmb)] would be put in practice from 212. The control for the use of fuel oil of low sulfuric content [.1%(MGO)] in their sea areas and [.1%(All fuels)] in their ports has started in EU. In order to cope with these rules, the conversion works for boiler combustion control to make it possible to do the single fuel firing by gas and the conversion works to make it possible to carry out the firing of low sulfur fuel oil and so forth have been reported. Similarly, the various kinds of conversion works of auxiliary boiler for making it possible to fire low sulfur fuel oil have been carried out as well. Specially, the countermeasure against the poor lubrication of fuel pump has been taken Production quantity Figures 3.4 and 3.5 show the transits of the actual production results of marine boiler for 16 years (January~December) since 1994 which have been collectively arranged with the use of statistic figures of 3

4 Weight of production (tons) Sep-9 Number of production Year Book 21 : Progress of Marine Engineering Technology in the year 29 "The Statistics of Ship Machinery Industrial Products" issued by Ministry of Infrastructure, Land, Transport and Tourism (MLIT). However, the statistical figures of 29 are the cumulative figures from January to September, which details are 5 units of main boiler, 331 units of auxiliary boiler, 142 units of exhaust gas economizer and 445 units of others (heating medium oil boiler, hot water boiler, etc.) Others Exhaust gas economizer Auxiliary boiler Main boiler Proruction year Fig. 3.4 Boiler Production Fig.1 Boiler numbers production by The Statistics by annual of report Ship Machinery of MarineIndustrial Products Industrial Statistics Others Exhaust gas economizer Auxiliary boiler Main boiler Sep-9 Production year Fig. 3.5 Boiler Production weights by The Statistics of Ship Machinery Industrial Products Fig.2 Boiler Production by Annual Report of Marine Industrial Statistics Major trends The Energy Systems Committee of The Japan Institute of Marine Engineering has investigated the production and acquisition results of main and auxiliary boilers of 9 marine boiler makers in Japan (Mitsubishi Heavy Industries, Ltd., Kawasaki Plant Systems Ltd., Aalborg Industries K.K., Osaka Boiler MFG. Co., Ltd., Tortoise Engineering Co., Ltd., Miura Co., Ltd., Imex Co., Ltd., Nippon Thermoener Co., Ltd., Sasebo Heavy Industries Co., Ltd.). With the use of data of 29, the main trends of the boilers installed on the various kinds of ship are described as follows. 4

5 Number of production and order received (set) Number of production and order received (set) Year Book 21 : Progress of Marine Engineering Technology in the year Main boiler The production and acquisition results of main boiler in 29 are shown in Fig.3.6. The production results of main boiler for LNG tanker are 4 units of 5t/h class and 1 unit of over 7t/h of Mitsubishi Heavy Industries, Ltd., and 2 units of 5t/h class of Kawasaki Plant Systems, Ltd. and therefore 7 units were produced in total. The production results have substantially decreased in comparison with the production results 39 units of the year before last and 19 units of last year. The acquisition results in 29 were only 2 units in total, namely 2 units of 6t/h class of Mitsubishi Heavy Industries, Ltd., and Kawasaki Plant Systems, Ltd. has not been granted any order. As stated above, the production results and the order acquisition situations have radically worsen due to the diversification of main engine of LNGC. Two units of the new reheat boiler 55t/h of Kawasaki Plant Systems were delivered to Kawasaki Shipbuilding Corporation in 29 and the performance test will be carried out in Production Order received 1 under 3 3~49 5~59 6~69 7~1 Capacity (t/h) Fig. 3.6 Fig.3 Production Production and order and received order received of main boiler of main 29 boiler Auxiliary boiler Figure 3.7 shows the production and acquisition results of auxiliary boiler (oil firing boiler) in 29 by use of capacity standard. The production results of auxiliary boiler of 9 marine boiler makers in 29 were 283 units and order acquisition results were 241 units, and the production results have considerably decreased from 394 units of the production results of the previous year Production Order received or less 1.1~ ~2. 2.1~3. 3.1~5. 5.1~1 11~25 26~5 51~1 Capacity (t/h) Fig. 3.7 Production and order received of auxiliary boiler in 29 Fig.4 Production and order received of auxiliary boiler in 29 5

6 Noumber of produce and order received Number of production and order received (set) Year Book 21 : Progress of Marine Engineering Technology in the year 29 Figure 3.8 shows the production and order acquisition results of composite boiler in 29. As for composite boiler, the capacity of 1.5~3t/h has been adopted in many cases same as the previous year. The production results were 466 units and the order acquisition results were 494 units. As the production results in 28 were 289 units, the production results have considerably increased. It seems that the composite boilers have been chosen instead of auxiliary boiler in the sector of small capacity boiler Production Order received.5 or less.6~1. 1.1~ ~2. 2.1~3. 3.1~ and more Capacity of composite boiler (ton/h) Fig. 3.8 Production Fig.5 and order Production received and of order composite recived boiler in 29 of composite boiler in Exhaust gas economizer Figure 3.9 shows the production and order acquisition results of exhaust gas economizer in 29. The production results in 29 were 179 units (7 units of which was large type exhaust gas economizer for T/C) against 273 units (18 units of which was large type exhaust gas economizer for T/C) of the production results in 28, and therefore, the production results have considerably decreased. Further, the order acquisition results were 194 units (31 units of which were large type exhaust gas economizer) or less.6~1. 1.1~ ~2. Fig. 3.9 Production Fig.6 Production and order received and orders of exhaust recieved gas of economizer exhaust in 29 gas economizer in Heating medium boiler The actual production results in 29 were 23 units, and the order acquisition results in 29 were 26 units. Since the production results in the previous year were 34 units, the production units have decreased. In respect of boiler of large capacity, 7 units of heat output 2,4~3,5kW were manufactured. Almost of them were produced by Miura Co., Ltd. 2.1~3. Production Order received 3.1~5. 5.1~1 Capacity of exh. gas economizer (ton/h) 11~25 6

7 Year Book 21 : Progress of Marine Engineering Technology in the year The prediction of trends of marine boiler As mentioned at the beginning of this article, the conversion of oil fired boiler to use fuel oil of low sulfuric content as required by IMO rules will be continuously carried out. As to main boiler, the LNGC s trends parting from turbine ship have been further progressing with increasing speed as shown in the production results. Although the production of composite boiler has been remaining on the same level, the production of auxiliary boiler will become slightly decreasing. It is supposed that the large type exhaust gas economizer for TG will substantially decrease due to the inactive market of large container ship and VLCC. As mentioned above, the environment surrounding marine boiler in 21 is forecasted to be placed in extremely severe situation. Meanwhile, Miura Co., Ltd. has developed the new surveillance panel for composite boiler equipped with multiple functions and started to sell this new surveillance panel. They also plan to apply this surveillance panel to auxiliary boiler of 8~18t/h class and to commercially place it in the market. [Yoshiharu Itami] 4. Gas turbine and others 4.1 Marine Gas Turbine General The gas turbine has been used mainly for naval vessels, since the gas turbine has several advantages like high output density, low vibration, easy operation and easy maintenance. Also, the adoption of gas turbine has spread to the generator drive of large cruise ships, as environment-friendly and living comfort (low noise, low vibration) can be furnished. However, the adoption of gas turbine, which has the high fuel consumption and requires the expensive initial cost, to commercial ships has been slacking due to high fuel cost followed by simultaneous depression of the world economy. Nevertheless, the gas turbine has been stably adopted for the naval vessels which requires the compact and high output main engine Naval Market Looking at the domestic status, the helicopter-carried-destroyer 16DDH Hyuga (the first of class), whom equipped with 4 LM25 gas turbines - 2 shafts COGAG (COmbined Gas turbine And Gas turbine) system went into service. The 2nd vessel 18DDH Ise was launched in August and the hull-outfitting is carrying out. In overseas market, the new type of Littoral Combatant Ship (LCS) is under construction by US Navy. USS Freedom (LCS-1), the first of class built by Lockheed Martin, which is equipped the MT3 of Rolls-Royce (RR), and went into service and now on sea trial. USS Fort Worth (LCS-3), the second of class, has been re-started her construction in July in spite of the cancellation of contract in 27. USS Independence (LCS-2), the first of class, which was installed LM25 of General Electric (GE), has completed her trials by the shipyard General Dynamics, and will shortly go into service. USS Coronado (LCS-4), the second of class, has been started her construction. MT3 has been also adopted for DDG-1 class destroyer USS Zumwalt (under construction). The MT3 drives generator of USS Zumwalt and a part of the IPS (Integrated Electric Propulsion System). The IPS aims less engines and less running cost by using common gas turbine generators for both ship service power supply and propulsion. The Zumwalt class is built three vessels. Type 45 destroyer of Royal Navy is equipped with 2 off WR-21, inter-cooled recuperated cycle gas turbine, as main propulsion gas turbine alternator in order to improve fuel consumption. HMS Daring, the first 7

8 Year Book 21 : Progress of Marine Engineering Technology in the year 29 of class, went into service in July, HMS Dauntless, the second of class, is under sea trials. From HMS Diamond, the third of class, to HMS Duncan, the sixth of class, are under construction. In UK, the construction of the first of class HMS Queen Elizabeth of Queen Elizabeth class (QE class), which is the new type of aircraft carrier (CVF) has been started. QE class equipped two units of the open cycle gas turbine MT3 for gas turbine alternators (GTAs). Further four units of diesel generators are installed in consideration of the total onboard fuel consumption. On the other hand, the PA2, French new type of aircraft carrier, to be developed jointly with British QE class, is planned to equip with four units of LM25 gas turbine alternator of GE and 2 units of diesel generators. In Spain the sea trials of amphibious assault ship the Van Carlos I, on which LM25 GTA was installed, has begun. In addition to LM25 GTA, diesel generator was installed. The new type of multi-purpose frigates (FREMM) that are jointly developed by French and Italian Navies are planned to be installed one unit of GE s LM25 + G4, which are produced by Avion in Italy, and diesel generators for electric propulsion. As mentioned above, it seems that even in the naval market, based on the ship operation plan that using low fuel consumption diesels for cruising speed and using high output but high fuel consumption gas turbines for boost, ships has been planned and constructed Commercial Market After the second half of 199s, gas turbines have been adopted as the alternator drive for large cruise ships. In the last five years, Noordam (82, ton class) of Holland America Line built in 26 would be the last of gas turbine equipped cruise ship. From economic point of view it is clear that the gas turbine is no match for diesel, and therefore, it is considered that the influence of high fuel price and simultaneous global depression has been so serious Ship Service Power Supply In another market of marine gas turbine, which is for onboard power supply, 18DDH Ise is equipped with four units of M1A-35 GTA Summery The gas turbine has less emission of SOx and NOx than the diesel engine that makes the gas turbine suitable for cruise ships to operate in the area where the highly environmental controlled. However, it seems that every diesel manufacturer has been developing cleaner engines that are meet to the amendment of MARPOL 73/78 (reinforcement of emission control) in 28. In naval market gas turbine keeps firm sales in future as well due to its high power density. However in commercial market, it will be difficult to keep sales by reason of clean emission alone in addition to the superior power density described above. In order to expand the adoption of gas turbine for commercial ships in future, it will be required the high output industrial type gas turbine, which has low initial and maintenance cost, in addition to the conventional aero derivative type. Although there have been some examples, in order to attempt to spread the share of gas turbine in commercial market, it is much desired that the development of the small co-generation system and/or combined cycle system for onboard ship use, which is utilised gas turbine s special character of high temperature exhaust gas. of adoption so far. [Hitoshi Nishiue] 8