DUAL-FUEL-ELECTRIC LNG CARRIER PROPULSION

Barend Thijssen, Sales Director, Wärtsilä Ship Power Solutions, Finland

SUMMARY

Steam turbine installations have dominated LNG carrier propulsion and electric power generation for the past forty years.
The ease with which these installations can utilize boil-off gas and their apparent reliability have kept them in a position
that has long been lost to diesel engines in all other segments of the shipping industry. Steam turbine installations are
however not very efficient. This has a negative impact on both the ship’s operating economy and its exhaust gas
emissions. Exactly these issues play an increasingly important role in LNG shipping today.

Encouraged by the latest developments in its gas engine technology, Wärtsilä started looking for a more economic and
environmentally friendly way to power LNG carriers. Machinery alternatives with two- and four-stroke diesel, high-
pressure gas-diesel and low-pressure dual-fuel engines, in mechanical and electric propulsion arrangements, with and
without boil-off reliquefaction, were studied. Dual-fuel-electric installations were found to be the most attractive
alternative to steam turbine installations.

The first dual-fuel-electric LNG carrier, Gaz de France Energy, will take to the sea later this year and two more dual-
fuel-electric LNG carriers are on order.

1. INTRODUCTION

After having been predominantly flared off or re-injected

for decades, natural gas is playing an increasingly
important role in global energy consumption today.
Clean combustion properties and abundant reserves are
the main benefactors for this evolution from unsolicited
by-product of oil production to preferred energy source.

With natural gas reserves often located far away from

energy consumers and pipelines expensive or impractical
to build, seaborne transportation of natural gas is on the
rise as well. The most economic and common way to
transport natural gas by sea is in liquefied form.
Liquefied Natural Gas (LNG) is today transported by a
fleet of some two-hundred dedicated LNG carriers.

With seaborne transportation of LNG expected to double

within this decade, a vast expansion of the LNG carrier
fleet is imminent. At the same time, increasing cargo
volumes offer the possibility to apply economies of scale,
and ships are about to significantly grow in size. These
circumstances create the need to verify the technical
solutions that have been applied in LNG carriers so far.
For the past forty years, steam turbine installations have
dominated onboard LNG carriers. The ease with which
steam turbine installations can burn boil-off gas and their
apparent reliability have kept them in the controlling
position that has been taken over by diesel engine
installations a long time ago in all other segments of the
shipping industry.
A typical steam turbine installation consists of two
boilers, most commonly fired with boil-off gas and heavy
fuel oil (HFO). A steam turbine is driving a fixed-pitch
propeller through a high-speed gearbox. Two additional
steam turbines and one or two diesel engines are driving
alternators to generate electric power (Fig. 1).
Fig. 1 - Steam turbine propulsion
Steam turbine installations are however not very efficient.
This has a negative impact on the operating economy and
exhaust gas emissions of the ship. Exactly these issues
play an increasingly important role in LNG shipping
these days.
2. MARKET REQUIREMENTS
An attractive alternative should be outperforming the
steam turbine installation with respect to its apparent
disadvantages, while at the same time at least matching it
with respect to its advantages. It is therefore important to
study these advantages and disadvantages.
The main reason to remain faithful to the steam turbine
installation in LNG carriers is the ease with which they
can burn boil-off gas.
Boil-off gas is an unavoidable by-product of the seaborne
LNG transportation concept. A small amount of cargo,
approximately 0.13% per day in laden condition, is left to
evaporate in order to control temperature and pressure in
the ship’s cargo tanks. Both quantity and quality of the
boil-off gas are subject to variation.
2.1 OPERATING ECONOMY
Although steam turbine installations can utilize boil-off
gas very easily, they do not use it very efficiently. Losses
in the boilers, steam turbine, high-speed reduction gear
and shafting bring the efficiency of the propulsion
machinery to a level below 29% at full load. The
efficiency of the electric power generation machinery is
below 25% at full load. Part-load efficiencies of both the
propulsion and electric power generation machinery are
even lower.
Such low machinery efficiencies lead to a substantial
amount of HFO being required for complementing the
available boil-off gas. In laden conditions, some 50% of
the ship’s energy requirement is covered with HFO. In
ballast condition, this share grows to 80%.
Also for LNG carriers, like for any other kind of ship,
fuel costs are one of the most important components of
the ship’s operating costs.
2.2 ENVIRONMENTAL-FRIENDLINESS
The low efficiency and the need to use large amounts of
HFO have a negative impact on the ship’s CO2 and SOx
emissions. CO2 emissions are already the focus of
attention these days, and can be expected to get even
more attention in the near future.
2.3 SAFETY
Gas tankers attract lots of attention from safety regulators
worldwide. The safety of crew, ship and environment is
of utmost importance. Onboard LNG carriers, steam
turbine installations have a very decent safety record. No
major calamities have been reported.
2.4 RELIABILITY
Except for some well-documented problems with high-
speed reduction gears, steam turbine installations have
proven reliable in operation.
2.5 REDUNDANCY
In LNG shipping, it is common practice to tie up small
fleets of ships on long-term charters on fixed routes with
fixed sailing schedules. As the buffer capacity of such a
supply chain is limited and punctual cargo operations are
important, these kinds of trades require ships with amply
redundant machinery.
Although steam turbine installations have proven reliable,
they do not have too much redundancy incorporated.
2.6 ‘MAINTAINABILITY’
Due to the nature of the LNG trade, it is also important
that maintenance of the machinery installation does not
interfere with the sailing schedule of the ship or influence
its performance.
Steam turbine installations require a modest amount of
well-schedulable maintenance. The timing can easily be
made to coincide with the wet- and dry-docking intervals
of the ship.
2.7 ‘CREWABILITY’
As all other segments of the shipping industry have made
the switch to diesel engine power during the last three
decades, the pool of experienced and skilled steam
engineers is rapidly shrinking. This poses a crewing
challenge which can even reflect in manning costs.
2.8 OTHERS
Ships with steam turbine installations have rather poor
manoeuvring characteristics. When considering transits
in light ice conditions and cargo operations offshore,
good manoeuvring characteristics become increasingly
important.
3. MACHINERY ALTERNATIVES
Alternative machinery installations for LNG carriers
could potentially be built around diesel engines, gas-
diesel engine, dual-fuel engines and gas turbines.
3.1 DIESEL ENGINE ALTERNATIVES
Since the nineteen-seventies, diesel engine installations
have become dominant in all shipping segments, except
LNG shipping. Experience gained from thousands of
diesel engine installations in service has resulted in the
development of highly-efficient, reliable and safe diesel
engines. The latest developments, like the application of
common rail fuel injection on both four- and two-stroke
diesel engines, are taking diesel engine technology yet
one step further.
As diesel engines can only burn liquid fuels like marine
diesel oil (MDO) and HFO, the boil-off gas on LNG
carriers has to be reliquefied in an onboard reliquefaction
plant and fed back into the ship’s cargo tanks. These
reliquefaction plants require a substantial amount of
electric power to operate and are costly, heavy and have
only been applied in the marine environment on a very
limited scale.
The most simple and straightforward diesel engine
installation for a ship the size of a conventional LNG
carrier or larger would be a single two-stroke engine in
direct-drive to a single fixed-pitch propeller. As the LNG
trade sets high standards with respect to ‘maintainability’
and redundancy, the most simple and straightforward
diesel engine installation onboard an LNG carrier will
likely feature twin two-stroke engines, each in direct-
drive to a fixed-pitch propeller. In order to keep the
complexity low and the operational flexibility high,
electric power will likely be generated by a group of
four-stroke diesel generating sets.
Devices for locking or disconnecting the propeller shafts
will be necessary to enable maintenance activities on one
engine while sailing. Having one engine out of operation
for maintenance will however still have a substantial
impact on the ship’s service speed. This impact can be
reduced by selecting controllable-pitch propellers, or by
using the tuning possibilities of electronically-controlled,
common rail two-stroke engines.
The exhaust emissions of two-stroke engine installations
are reasonable, but certainly not excellent. Without
additional equipment like SCR units or direct water
injection, NOx emissions are substantial. As an inevitable
consequence of using HFO as a fuel, SOx emissions are
high too.
More propulsion redundancy and operational flexibility
can be offered by applying multiple four-stroke diesel
engines driving controllable-pitch propellers through
reduction gears. A further enhancement can be realized
by applying electric propulsion. The application of
electric propulsion will at the same time result in a higher
part-load efficiency.
3.2 GAS-DIESEL ENGINE ALTERNATIVES
Gas-diesel engines act according to the Diesel principle
and can virtually burn any possible mixture of gas and
liquid fuel, with only a few restrictions to the quality of
the gas.
As the mixture of gas and liquid fuel is injected into the
combustion chamber during air compression (Fig. 2), the
required injection pressure is high. For four-stroke gas-
diesel engines, a gas pressure of around 350 bar is
required, while for two-stroke gas-diesel engines some
250 bar is deemed sufficient.
Exh Exh Exh
Fig. 2 - Gas-diesel engine working principle
Wärtsilä brought its first four-stroke gas-diesel engine,
the Wärtsilä 32GD, with an output of 410 kilowatt per
cylinder, to the market in 1987. The larger Wärtsilä
46GD, with an output of 975 kilowatt per cylinder, was
introduced in 1991.
In close cooperation with its licensee Diesel United,
Wärtsilä also tested a two-stroke gas-diesel engine in the
mid nineteen-eighties (Fig. 3). The project was however
discontinued when commercially feasible applications
could not be identified.
Fig. 3 - Sulzer two-stroke gas-diesel engine
Except for the reliquefaction plant, LNG machinery
installations based on gas-diesel engines look fairly
similar to concepts based on conventional diesel engines.
As boil-off gas is generated at atmospheric pressure,
large gas compressors are required to boost the gas
pressure to the appropriate level. These compressors
require a substantial amount of electric power to operate
and are costly and heavy. Additionally, the presence of
high-pressure gas in the engine room is a major safety
concern, especially on LNG carriers.
Emissions of gas-diesel engine installations are generally
lower than those of steam turbine and diesel engine
installations as a result of higher efficiency and cleaner
fuel, respectively.
3.3 DUAL-FUEL ENGINE ALTERNATIVES
When running on gas, dual-fuel engines act according to
the Otto principle. As the gas is mixed with air before
compression starts (Fig. 4), a gas pressure of about 5 bar
is sufficient. This gas pressure is in the same range as the
gas pressures in steam turbine installations. Close to top-
dead-centre a very small amount of MDO is injected in
order to trigger ignition.
Provided that an adequate gas supply system is installed,
dual-fuel engines can accept all gas qualities seen in
LNG shipping. In addition to running on gas, dual-fuel
engines can run on MDO. When running on MDO, the
dual-fuel engine acts as a normal diesel engine.

Exh Exh Exh
Fig. 4 - Dual-fuel engine working principle (gas mode)
In case the supply of gas is interrupted, the dual-fuel
engine automatically transfers to diesel mode, without
loss of engine power or speed. The transfer from diesel to
gas mode is carried out fully-automatic on demand.
Low-pressure dual-fuel technology is only available on
four-stroke engines. The first Wärtsilä dual-fuel engine,
the Wärtsilä 32DF, was brought to the market in 1996.
This engine, with a power of up to 350 kilowatt per
cylinder, is available in six- and nine-cylinder inline and
twelve- and eighteen-cylinder Vee-form configurations.
The larger Wärtsilä 50DF (Fig. 5) was launched in 1998.
This engine is available in six-, eight- and nine-cylinder
inline and twelve-, sixteen- and eighteen-cylinder Vee-
form configurations. With an output of 950 kilowatt per
cylinder, it delivers between 6 to 17 megawatt at full load.
Fig. 5 - Wärtsilä 6L50DF dual-fuel engine
The Wärtsilä 32DF and 50DF dual-fuel engines have
been derived from the Wärtsilä Vasa 32 and Wärtsilä 46
diesel engines respectively, which have proven their
reliability in various demanding marine installations. In
addition to this inherited reliability, burning clean fuel
has a positive impact on reliability.
As a result of higher efficiency and cleaner fuel,
emissions of dual-fuel installations are lower than those
of steam turbine, diesel and gas-diesel installations.
In combination with an electric propulsion system, dual-
fuel installations achieve optimum performance and high
efficiency at virtually any load.
3.4 GAS TURBINE ALTERNATIVES
Gas turbine installations could also potentially be applied
in LNG carriers. Their rather low efficiency at part-load,
difficulty in coping with high ambient temperatures, need
for high gas pressure and the required special skills and
procedures for maintenance, make them less attractive.
4. SELECTION OF ALTERNATIVES
The feasibility of gas-diesel engines for propulsion and
electric power generation onboard LNG carriers was
studied by Wärtsilä and others some ten years ago. The
need for gas compression turned out to be a too high
burden for the operating economy of the ship.
The quantifiable characteristics of the other alternatives
were compared using a specially developed comparison
tool, whereas their non-quantifiable characteristics were
discussed and compared together with major LNG carrier
owners, operators, managers and shipyards over the past
few years.
When comparing the operational economy of the various
alternatives, it is important to take the whole machinery
installation into account. Two-stroke diesel engines have
a high efficiency, but the need to reliquefy the boil-off
gas gives installations featuring this type of engines a
higher total energy consumption.
The most attractive alternative to the traditional steam
turbine installation turned out to be dual-fuel-electric
machinery. As a runner up but at clear distance to dual-
fuel-electric machinery, an installation featuring twin
two-stroke engines, each in direct-drive to a fixed-pitch
propeller, a reliquefaction plant, and a group of four-
stroke diesel generating sets emerged.
5. DUAL-FUEL-ELECTRIC LNG CARRIERS
Central in the dual-fuel-electric propulsion and electric
power generation solution (Fig. 6) are multiple dual-fuel
generating sets. The number and size of these sets of
course largely depends on the ship size and speed, but
also on the envisaged operating philosophy.
Other consumers Gas
Cargo pumps
Converter & Transformer G
FPP G
M
E-motors
G
M
G
Converter & Transformer
Dual-fuel generator sets
Cargo pumps
Other consumers
Liquid fuel
Fig. 6 - Dual-fuel-electric machinery
An LNG carrier with a cargo capacity of some 150’000
m3 will typically require one six- and three twelve-
cylinder Wärtsilä 50DF engines. An LNG carrier with a
cargo capacity of 200’000 m3 will typically require two
six- and four nine-cylinder engines, and a ship of
250’000 m3 cargo capacity will do with two six- and four
twelve-cylinder Wärtsilä 50DF dual-fuel engines.
The generated electric power is fed to an electric drive
fairly similar to those used on contemporary cruise ships.
Two ‘high-speed’ electric propulsion motors drive a
fixed-pitch propeller through a reduction gear. Twin
‘low-speed’ electric motors mounted on the same shaft
can be selected to drive the propeller without assistance
a steam turbine installation. A two-stroke diesel engine
installation will have a propulsion machinery efficiency
of about 48% and the efficiency of the electric power
generation machinery will be about 41%, but will
consume a substantially higher amount of electric power
due to the presence of the liquefaction plant.
Adding the cheaper fuel of the dual-fuel-electric LNG
carrier to the equation, this solution clearly excels in
terms of operating costs (Fig. 8).
125%
100%

of a gearbox alternatively. For the larger ships, twin-

screw arrangements can be selected without significantly 75%
increasing the complexity of the machinery installation.
50%
5.1 OPERATING ECONOMY

As dual-fuel engines have the ability to run on both gas 25%

and MDO, the choice of fuel is up to operator. Several

independent studies have however confirmed that forcing 0%
Steam Two- Dual-fuel-
additional boil-off gas to complement the natural boil-off stroke electric
gas is the way to profit most from the potential of the Fig 8. - Operating costs
dual-fuel-electric solution. Firstly, forced boil-off gas is
cheaper than alternative fuels. Secondly, it is lighter than 5.2 ENVIRONMENTAL-FRIENDLINESS
alternative fuels. Fuel ‘bunkers’ weight is thus reduced,
and at a given displacement, the ship will be able to carry When exclusively using natural and forced boil-off gas
more cargo weight. Carrying more cargo volume is as fuel, the dual-fuel electric solution shows unrivalled
enabled by the fact that the dual-fuel-electric solution emission values (Fig. 9). All other machinery alternatives
saves engine room space (Fig. 7). Even when using a suffer from the use of HFO, either used uniquely or in
small part of the cargo as fuel, a dual-fuel-electric LNG combination with natural boil-off gas.
carrier will deliver more cargo to the unloading port in
this way. 150%
SOx CO2 NOx

125%

100%

75%

50%

25%

0%
Steam Two- Dual-fuel- Steam Two- Dual-fuel- Steam Two- Dual-fuel-
stroke electric stroke electric stroke electric

Fig. 9 - Exhaust gas emissions

5.3 SAFETY

A ‘Safety Concept’ for dual-fuel-electric machinery

Fig. 7 - Dual-fuel-electric machinery
The efficiency of the propulsion machinery of a dual-
fuel-electric LNG carrier is approximately 41% and the
efficiency of the electric power generation machinery is
around 44%, compared to 29% and 25% respectively for
onboard LNG carriers has been developed by Wärtsilä to
make sure that the safety of the installation complies with
class and at least matches the safety of steam turbine
installations. The recent introduction of double-wall gas
piping on the Wärtsilä 50DF will further increase the
safety of the solution. With several potential customers
and class, safety studies including hazard identification,
FMEA and hazardous operations studies, have been The first dual-fuel-electric ships running on LNG, Viking
conducted to further validate the safety of the solution. Energy and Stril Pioner, are in operation since 2002 and
the first dual-fuel-electric LNG carrier, Gaz de France
5.4 RELIABILITY Energy, is currently nearing completion and is scheduled
to enter commercial operation in November this year.
The Wärtsilä 50DF has been derived from the Wärtsilä
46, a diesel engine that has proven its reliability in
various demanding marine applications, such as cruise
ships. The use of gas in the Wärtsilä 50DF as compared
to HFO in the Wärtsilä 46 further enhances this inherited
reliability.

5.5 REDUNDANCY

Electric propulsion systems are in their essence highly

redundant, as more or less all primary functions of the
system are distributed over more than one component.
The dual-fuel-electric installation features multiple
generating sets, potentially distributed over multiple
engine rooms, has twin transformers and converters, and
features twin electric propulsion motors with double
windings.

5.6 ‘MAINTAINABILITY’

Case studies for various customers have shown that the
required maintenance on dual-fuel-electric installations
can easily be carried out without affecting the ship’s
operational performance. Maintenance of dual-fuel-
electric installations is more costly than of steam turbine
installation, but does no harm to the ship’s operating
economy.
5.7 ‘CREWABILITY’
Fig. 10 - Wärtsilä 6L50DF endurance test engine
6.1 DUAL-FUEL ENGINES ON LAND
Seventeen Wärtsilä dual-fuel engines, with a combined
output of more than one-hundred megawatt, are in
operation in land-based power plants in Turkey, the
United Kingdom, Denmark, Russia, India, the United
States of America and Spain.

Dual-fuel-electric installations can be operated and 6.2 DUAL-FUEL ENGINES AT SEA

maintained by diesel engine crews. There is no need for
crew members with exceptional skills or experience. Eleven Wärtsilä dual-fuel engines are in service at sea,
and twelve more engines are about to follow.
5.8 OTHERS
6.2 (a) Petrojarl 1
The dual-fuel-electric installation provides excellent
propulsion characteristics for navigation in ice, due to the Off shore Norway, two eighteen-cylinder Wärtsilä 32DF
availability of full propeller torque at zero speed and engines, with an aggregate power of 12 megawatt, are
excellent manoeuvring characteristics. running on natural gas from the Glitne oil and gas field
onboard Petroleum Geo-Services’ FPSO Petrojarl I (Fig.
Dual-fuel-electric installations can easily cope with the 11).
power requirements of dynamic positioning systems.
This might become a valuable feature, as an increasing
amount of offshore LNG terminals is envisaged.

6. MARKET INTRODUCTION

Wärtsilä dual-fuel engines have already collected a vast

number of running hours in installations on land and at
sea without any significant problems. In addition to this,
a Wärtsilä 6L50DF dual-fuel engine is undergoing an
endurance test at Wärtsilä Ibérica in Bermeo, Spain, to
further validate its performance (Fig. 10).
Fig. 11 - Petrojarl I
6.2 (b) Sendje Ceiba
One eighteen-cylinder Wärtsilä 32DF dual-fuel engine,
rated at 6 megawatt, is running on natural gas from the
Ceiba oil and gas field off shore Equatorial Guinea
onboard Bergesen’s FPSO Sendje Ceiba (Fig. 12).
Fig. 12 - Sendje Ceiba FPSO
6.2 (c) Viking Energy and Stril Pioner
The platform supply vessel Viking Energy (Fig. 13),
delivered to Eidesvik of Norway by Kleven Verft of
Norway in 2002, is equipped with four six-cylinder
Wärtsilä 32DF dual-fuel engines. These engines, with a
combined output of 8 megawatt, are driving two
azimuthing thrusters through an electric drive.
Added to the fact that Viking Energy is the first ship to
apply dual-fuel-electric machinery, it is also the first ship
running on LNG. Using hot water vaporizers, natural gas
is forced to boil off from a 220 m3 insulated LNG fuel
tank underneath the ship’s deck.
Fig. 13 - Viking Energy
Viking Energy’s sister ship, Stril Pioner, was delivered to
Simon Møkster of Norway by the same shipyard during
the same year (Fig. 14). Both ships are on charter to
Statoil and are stationed in the port of Bergen in Norway.
Fig. 14 - Stril Pioner
6.3 DUAL-FUEL-ELECTRIC LNG CARRIERS
Three dual-fuel-electric LNG carriers have been ordered
so far.
6.3 (a) Gaz de France Energy
In February 2002, the French utility Gaz de France
placed on order for a 74’130 m3 dual-fuel-electric LNG
carrier at the French shipyard Chantiers de l’Atlantique.
This ship, Gaz de France Energy (Fig. 15), is currently
nearing completion and is scheduled to enter service in
November 2004.
Four six-cylinder Wärtsilä 50DF dual-fuel engines, with
an aggregate power of 22.8 megawatt, will power the
ship to a service speed of 17.5 knots. Natural boil-off gas
complemented by forced boil-off gas will serve as fuel in
normal operating conditions. In case no gas is available,
the engines will run on MDO.
Gaz de France Energy will primarily trade between
Algeria and France.
Fig. 15 - Gaz de France Energy
6.3 (b) Provalys
In September 2003, Gaz de France ordered a second DF-
electric LNG carrier at Chantiers de l’Atlantique. This
ship, Provalys (Fig. 16), will have a cargo capacity of
153’500 m3 and upon delivery at the end of 2005 be the
largest LNG carrier afloat.
In this ship, three twelve- and one six-cylinder Wärtsilä
50DF dual-fuel engines, with a combined output of 39.9
megawatt, will generate the required electric power to
give the ship a service speed of 19 knots. These engines
are currently in production at Wärtsilä Italia in Trieste.
Also in Provalys, forced boil-off gas will complement
the natural boil-off gas in normal operation conditions,
while MDO will serve as fuel in conditions were no gas
is available.
The ship will primarily trade between Egypt and France,
and Norway and France.
Fig. 16 - Provalys
6.3 (c) Chantiers de l’Atlantique #P32
In July 2004, a joint-venture of NYK of Japan (60%) and
Gaz de France (40%) ordered a sister ship to Provalys at
Chantiers de l’Atlantique, which is scheduled for
delivery at the end of 2006.
Dual-fuel-electric machinery is presently being evaluated
by ship owners and shipyards around the world for a vast
number of LNG carrier newbuilding projects. The cargo
capacities of the envisaged ships are ranging from the
conventional 150’000 m3 to 200’000 and even 250’000
m3. Port-to-port sailing distances are ranging from
several days to several weeks.
In addition, dual-fuel engines are under consideration for
application in various kinds of offshore installations,
including floating liquefaction units, as well as floating
regasification units.
7. CONCLUSIONS
Steam turbine installations have dominated LNG carrier
propulsion and electric power generation for decades
because no suitable alternatives were available. With the
market introduction of low-pressure, four-stroke dual-
fuel engines came the chance to challenge the steam
turbine dominance.
Dual-fuel engines in combination with an electric drive
have turned out to be the most attractive alternative to the
traditional steam turbine installation, especially in terms
of operating economy and environmental friendliness.
The first dual-fuel-electric LNG carrier is about to enter
commercial operation, a second vessel is on the building
blocks, and a third ship is in the order book. More orders
for dual-fuel-electric LNG carriers are imminent.
8. ACKNOWLEDGEMENTS
The author wishes to thank Chantiers de l’Atlantique for
the computer generated images of Gaz de France Energy
and Provalys.
9. AUTHORS’ BIOGRAPHY
Barend Thijssen graduated as a Naval Architect M.Sc.
from Delft University of Technology in the Netherlands
and joined Wärtsilä in 1997. After assignments in
Switzerland and Greece, he now leads the sales activities
of Wärtsilä Ship Power Solutions from Raisio in Finland.
Wärtsilä Ship Power Solutions takes a holistic approach
in engineering, marketing, selling and delivering ship
power installations to the marine industry. Installations
for LNG carriers are one of the cornerstones of Wärtsilä
Ship Power Solutions.
Article reproduced with the kind permission of The
Royal Institution of Naval Architects from their Design
and Operation of Gas Carriers Conference September
2004.