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Application of the GT35 industrial gas turbine for the propulsion of fast ferries
Bo S Svensson
ABB STAL
Finspong, Sweden
ABSTRACT
The paper describes the modifications required to make the 0135
industrial gas turbine suitable for use in fast ferries as propulsion
machinery. The modifications made to get the unit to meet pitch and
roll requirements are dealt with, as well as the engine support system
modifications.
The 0135's capability to burn low quality, liquid fuels is discussed,
and a close look is taken at the effect such fuel has on the life of the
unit and the time between service.
to facilitate power production on the ship, the 0135 has
been equipped with a starting motor which during operation is used
as a shaft driven generator. The generator is driven by the low
pressure rotor. Each generator can produce 500 kW, which means
1000 kW for the ferry. The effect of the arrangement on the rotor
system behavior is described.
In order
0135
The 0135 is built up of a gas generator and a free power turbine.
The gas generator is of a twin-spool design, with a low-pressure and
a high- pressure compressor driven by a two-stage turbine and a onestage turbine, respectively. The combustor system consists of 7 cans
exhausting into an uncooled turbine section. The 0135's normal
output is 17 MW, with a maximum continuous rating of 18.3 MW.
The GT35 has been used in power generation applications for over
40 years, and for land-based mechanical drive applications for over
25 years. Since it has been designed for long-term use at high output
levels, it is ideally suited for fast ferry and cargo ship propulsion.
At the time of writing this paper ABS has sold 6 GT35 units for
operation in 3 fast ferries. The speed of the ferries varies between 40
knots and 60 knots. At the time of writing this paper, the first of the
two HSS 900 ferries for Siena Line, Sweden, has just completed its
first set of' sea trials.
INTRODUCTION
In both the passenger and cargo segments, ships with speeds above
25 ',mots are attracting more and more interest. Due to their low
weight and volume in relation to output, gas turbines are moving into
this growing market to become a strong alternative to diesel
propulsion machinery.
Light industrial gas turbines such as ABB's 0135 also meet other
demands of fast fern, operators, such as low life-cycle costs, low
maintenance requirements, low fuel costs and high availability.
while the total fuel cost for a 0T35 package over the same period
will be:
0.258 x 34 x 6000 x 100 = US$ 5.26 million.
This implies a saving in fuel cost of just over US$ 2 million per year.
When allowance is made for the lower level of power degradation
experienced by the 0135, the annual fuel cost savings will rise to
well over US$ 2 million.
The fuel flexibility of the 0135 is based upon two factors: the size of
the combustors and the low turbine inlet temperature.
COMBUSTORS
When compared with gas fuels, liquid fuels require longer times to
complete combustion. Since the ans is equipped with large
combustors, there is no danger of flames propagating into the turbine
and reducing component life.
The ability of the 0135 to bum low-quality fuel means that the
economic effect of its slightly higher SFC is more than offset by the
lower fuel cost, ( Figure 2). For Steno Line's HSS 900, the cost of
the heavy distillate suitable for the 0T35 was around US$ 4050/tonne lower than the cost of the fuel quality required for the aeroderivative units which were also being considered.
The large combustors are also important because of the need to have
ample space in order to lessen the heat load on the combustor walls.
In a 17 MW gas turbine, around 50 MW of heat is released in the
combustor section. The lumination index for burning a liquid fuel is
much higher than that for gas fuel bunting.
Figure 3 shows a comparison between one of seven 0T35 combustor
cans with one of eight cans of an older type of aero-derivative gas
turbine with a similar output. A modem aero engine, with even more
compact combustors than those of the older type of aero engine
shown in Figure 3, will be more sensitive to the combustion of liquid
fuels.
The attached diagram (Figure 5) shows that most gas turbines on the
market operate with temperatures much higher than 884C. With
various types of cooling and sophisticated materials, the sulfidation is
kept under control as long as the cooling actually works. In many
designs, however, the flow and distribution of cooling air is very
sensitive to the fouling of the flow paths, which in turn results in hot
spots and sulfidation.
0T35 units have also been operating on North Sea oil and gas
production platforms for over 15 years, with no engine failures or
major overhauls. These are dual-fuel units, some of which have spent
significant periods operating on liquid fuels. On BPs Ula platform,
for example, three GT35 generating sets were installed in 1985.
During the first year of operation, liquid fuel of diesel type was used
After the rust year, the units have mainly operated on natural gas,
with diesel used as a standby. When the units had their first major
inspections, after 40,000 hours, no negative effects of the rust year's
liquid fuel operation were found. The deterioration of performance
over the period and before dismantling was proven to be only 1.3 % .
The units have now operated for more than 70,000 hours each, with
over 98% reliability. It is common for gas turbines in offshore
oil/gas installations to spend the first year operating on liquid fuels,
and some offshore operators have seen the lifetimes of their aeroderivative gas turbines reduced considerably as a result
_AO*
4:egoief
MODIFICATIONS
It was necessary to make several minor modifications to the GT35 in
order for it to meet the requirements of the marine sector. These
modifications have meant that the 0T35 can now be offered for other
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In order to meet the relevant pitch and roll, as well as list and surge,
criteria, one of the bearing housings (the one before the high-pressure
turbine) has been equipped with a scavenge pump to evacuate oil
when necessary. The oil tank has also been located one deck below
the turbine in order to ensure that drainage can occur in all
circumstances.
"C.1
Rt
it.PitruOczttr
When used for starting, the motor runs at up to 2000 rpm, at which
point the engine reaches its self-sustaining speed. The system then
begins to draw power from the motor, so that it acts as a generator.
Starting requires around 75 kW and when the motor works as a
generator it produces power of up to 500 kW. For a typical fast ferry
installation with two GT35 units, this means I 1v1W can be generated
for the ship's electricity system, tyPically at 60 Hz.
The electric system is smaller and lighter than the pneumatic one
used for the GT35 over many years. Another advantage is that perhaps surprisingly - the starting temperature is even lower than
previously. This is because both the low-pressure and high-pressure
compressors arenui up to ignition, making the airflow through the
turbine considerable, thus reducing the temperature. Low starting
temperatures imply a reduction in low-cycle fatigue stresses and
longer component life.
The addition of the motor/generator, with the resulting power takeoff from the low-pressure shaft, has had no negau ve effects on the
behavior of the rotor system. In fact, for both the Ion -pressure and
high- pressure compressors, the operating ranges have moved even
further away from their surge lines.
SHAFT GENERATORA
A major development for marine propulsion applications has been
the replacement of the GT35's pneumatic starting system with
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The installation of the electric motor means that the 0T35 is selfsufficient in that the gas turbine propulsion unit and the driver can
pick up auxiliary power from the shaft generator. Any disturbances
in a ship's electrical system will therefore not trouble the GT35, since
it is able to operate in isolation. The importance of this in terms of
safety is clear,
Lts
End of paper
CONCLUSION
The gas turbine has proved to be a competitive alternative to diesel
units for fast ferries. The 0T35 has in its turn proved to be a strong
contender against aero-derivative units. The robustness of the 0135
and its ability to burn less expensive fuels have been the keys to its
success so far. The slightly heavier design of the 0T35 in comparison
with aero-derivative units has not created any major problems for
shipbuilders.
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