CMA CGM’s headline-grabbing new vessels will feature the latest engines from WinGD
The news that French shipping line CMA CGM had contracted nine mega-containerships, each with a record capacity of 22,000 TEU, to run on liquefied natural gas (LNG) drew such attention that it would have been easy to overlook which engines would be powering them.
The answer is that they will feature WinGD’s low-speed X-DF dual-fuel engines with low-pressure gas admission. To be specific, CMA CGM has chosen WinGD’s largest, 92 cm bore, dual-fuel low-speed engine to power the largest containerships ever ordered.
The vessels ordered by CMA CGM will be built at the yards of Hudong-Zhonghua Shipbuilding and Shanghai Waigaoqiao Shipbuilding. They are due to enter service in 2020 on routes between Asia and Europe, and are designed to have the potential to sail complete Asia-to-Europe voyages on LNG. The 12X92DF engines will be rated 63,840 kW at 80 rpm, making them the most powerful gas and dual-fuel engines ever built.
“Given the low NOx emissions of dual-fuel engines using lean-burn combustion and the extremely low sulphur content of natural gas, by choosing our X-DF engines and LNG, CMA CGM is automatically complying with all existing and future emissions regulations,” said WinGD general manager of sales Volkmar Galke.
CMA CGM vice president of owned feet Ludovic Gérard commented: “We selected WinGD's engines for the main propulsion on the grounds of their experience in dual-fuel engines and our positive feedback on the two-stroke Generation X engines.”
The regulations already met by the WinGD X-DF dual-fuel engines include the limits on NOx in emission control areas (ECAs) imposed by IMO Tier III and the 0.5% limit on sulphur in fuel that will be introduced in 2020, as well as possible limits on particulates. “The built-in efficiency of our lean-burn dual-fuel engines is complemented by the favourable ratio of carbon-to-hydrogen in methane (the main constituent of natural gas), which means that our X-DF engines are already low emitters of CO2 compared with liquid-fuelled engines,” Mr Galke continued.
Looking at the overall total cost of ownership (TCO) of the new vessels, as well as operating expenditure (OPEX), capital expenditure (CAPEX) is also reduced because the emission levels of WinGD X-DF engines are achieved without the need to install exhaust gas after-treatment systems, and by the application of the low-pressure gas admission feature of the X-DF engines, which uses less expensive, more energy-efficient gaseous fuel compression equipment compared with low-speed dual-fuel engines requiring high-pressure gas injection.
In addition, WinGD’s Generation X engines feature a series of designed-in measures that target increased ease-of-maintenance. It is these aspects that have helped WinGD substantially increase its market share since the introduction of its new diesel and dual-fuel engines. WinGD has received more than 75 orders for X-DF engines since their introduction to the market at the end of 2013. Besides being popular for application in LNG carriers for main propulsion, the number of orders received for cargo ships operating on LNG has increased substantially in 2017, with over 25 engine orders received in the year to date.
To address demand for low-speed dual-fuel engines, WinGD has further developed for its two-stroke engines the lean-burn Otto combustion process with low-pressure gas admission and micro-pilot ignition, which is the global standard technology on medium-speed dual-fuel engines.
WinGD’s low-pressure dual-fuel technology is offered on all Generation X engines. It enables the very stable combustion, high fuel efficiency and low noxious and greenhouse gas emissions typical of lean-burn gas combustion. X-DF engines comply with IMO Tier III limits on NOx in gas mode and IMO Tier II in liquid fuel mode, both without EGR or SCR.