WRTSIL TECHNICAL JOURNAL 02.

2008

Modular design
A U T H O R S : J a n K a r l s s o n , G e n e r a l M a n a g e r, M o d u l a r i s a t i o n , W r t s i l Po w e r P l a n t s i n F i n l a n d
M a t h i a s B j r k l u n d , S e n i o r D e v e l o p m e n t E n g i n e e r, P r o c e s s D e s i g n , W r t s i l Po w e r P l a n t s i n F i n l a n d

Wrtsil has been delivering modular

power plant solutions for more than
three decades, and the degree of
modularity has increased over the
years. The current portfolio consists
of about 400 module types.

The essential focus for Wrtsil Power

Plants when producing modular solutions
is, as in all its activities, the needs of the
customer. After all, it is the customer who
will use the modularized solution. The two
other important issues when designing
modules are the interfaces and change
management. Change management is also
very much related to the standardization
process, which is a process for selecting
the correct bits and pieces within the
portfolio as modularization becomes a
way of thinking during the normal design
process. These two issues are often mixed
together, or seen as the same thing.

Denitions
Modularization is the design of a
system so that it can be constructed
using modules. It offers some important
advantages over the use of a monolithic
approach in the construction of systems.
In particular, it facilitates their assembly
(including large scale mass production),
exible arrangement, repair, upgrading
and expansion. Monolithic refers to
something that is created in a single
piece rather than from a number of
separate pieces, such as a sculpture that
is carved from a single piece of marble.
A Module is a self-contained component
of a system, which has a well-dened
interface to the other components;
something is modular if it includes or uses
modules which can be interchanged as
units without disassembly of the module.
Standardization represents the denitive
solution of a repetitive technical or

Expansion
vessels 1984

Exhaust
gas modules

Transfer
pump
units 1986

Lube oil units

1989

EGM 2004

Wrtsil
Cube
modules

Wrtsil 20
Power skid
2004

Gas Cube
auxiliary
module 2007

Pipe
module
1995

Pipe/
auxiliary
modules

EAU 2006

Wrtsil 32
module 1999

POWER PLANTS 1981

Pipe
racks

The Wrtsil-designed module

portfolio and its history
Power plant modules are used in
several locations, starting from the
unloading of fuel, lubricating oil,
and other process-related items. The
focus of modularization is around the
engine and inside the power house.
Of Wrtsils current 400 module
types, some 200 have been designed inhouse or by Wrtsils partners. The
different product families of Wrtsildesigned modules and some highlights from their history within Wrtsil
Power Plants are shown in Figure 1. p

Unloading
pump
units 1996

Small
units

Engine
supply
modules

organizational problem with the best

technical means available at the time.
A form of technical and economic
optimization limited by the time factor.

1980

EAM 2003
FOM 2003

Fuel oil
units
1997

Wrtsil 46
pipe racks
1998

1990

Wrtsil 32
booster
racks
2001

2000

CBU 2004

Wrtsil 46
pipe racks 2003

2010

Fig. 1 The history of modularization at Wrtsil Power Plants.

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Standard

Ready for shipment

X weeks

W COMP.
ORDERS

SUPPLIER
MADE
ORDERS

MANUFACTURING

TRANSPORT

INSTALLATION

COMMISIONING

Non-Standard
Ready for shipment
1.5 times X weeks

REDESIGN

Additional
step

W. COMP.
ORDERS

Longer
delivery
time

SUPPLIER
MADE
ORDERS

Longer
delivery
time

MANUFACTURING

Longer
assembly
time

TRANSPORT

Usually
Same as
Std.

INSTALLATION

Longer
istr.
time

COMMISIONING

Longer
comm.
time

Fig. 2 Delivery time for standard vs. non-standard modules.

Benets of using standard modules

Rapid installation time is one of
the main benets of using modules.
Prefabrication also ensures consistent
high quality. Other benets are compact
and predened sizes for container
transportation, and the use of well-proven
components from well-known suppliers.
With a good design most module
components can be used repetitively,
thereby offering obvious savings.
Cost reduction can be achieved
by the use of standard modules. For
example, it allows a better overview of
the parts in stock, and can increase their
commonality without jeopardizing the
variance the market requires. This also
leads to less specication complexity
during the procurement phase, and
more accurate cost estimate in the sales
phase, beneting both the customer
and Wrtsil. A larger share of the
documentation can be pre-made, thus
enabling a faster documentation process
and better documentation quality.
Furthermore, one should not overlook
the positive impact that modularization
has on the environment, through the
controlled manufacturing, cleaning,
and painting processes, as compared
to carrying out this work on site.
When looking at the overall time line
for the use of standard modules, the aim
is to have a zero re-design. Normally
it can be calculated that the use of
non-standard modules compared to
standard modules will increase delivery
time by a factor of 1.5, see Figure 2.
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in detail

Modularization as a way of thinking

As mentioned earlier, the two important
issues when designing modules, are the
interfaces and change management.
Interfaces can be divided into several
different categories, such as organizational,
technical, manufacturing, maintenance
and so on.
Change management
Change management can involve, for
example, scope changes, manufacturing
changes, or component changes.
In the early days of modularization, the
focus was very much on the systems to
which the different components belong.
For instance, some of the components
in the cooling system were combined
within one module, and some of the
components in the lubricating oil system
were integrated into another module. The

modularization was carried out based on

the technical processes. Today Wrtsil
has gone one step further to transcend
these system borders, and instead of
modularizing per system, we look at which
kinds of components could be combined
within particular areas of the plant. In
this way, modularization becomes a more
natural part of the plant environment.
There are of course risks in combining
a lot of functionality into one module.
Size restrictions are quite normal and by
combining too much functionality the
complexity increases, which might lead
to uncontrollable change management.
One way of coping with bigger modules
is to divide them into sub-modules.
This is normally more cost effective than
making several small modules. Smaller
modules normally have their own frames
and documentation packages, whilst submodules normally do not need rigid
frames and require less documentation.
This means savings in materials,
manufacturing, and documentation.
Organizational interfaces
In a large organization communication
within the organization is essential
when designing a new module. The
earlier different stakeholders within
the organization can be involved in
a development project, the better.
Technical interfaces
A good way of starting the design of a new
module or changing an existing one, is to
decompose the overall functionality of that
module. All the possible functional aspects
should be collected and evaluated.
When these functionalities have been
identied, one should look at the

Fig. 3 Exhaust gas module, base- and sub-modules.

WRTSIL TECHNICAL JOURNAL 02.2008

interfaces. All the interfaces between

different sub-modules and, of course, at
the outer boundaries, should be carefully
specied for the complete module.
In Figure 3 an example of how
this has been done for an exhaust gas
module is shown. Here, for example,
one can see the different expansion
vessel conguration options that could
be used for the exhaust gas module.
Manufacturing interfaces
One interface that is important to
remember during the early phase of
design is the manufacturing interface.
Both time and money can be saved by
taking the input from manufacturing
into account in the early phase when
designing a new module. There are
numerous means of increasing the

Fig. 4 Wrtsil 32 module

manufacturing layers.

efciency of the manufacturing process

already in the design phase, for example,
as shown in Figure 4 by the different
layers used in the Wrtsil 32 module,
that enable simultaneous manufacturing
Installation, operation, maintenance
and other discipline interfaces
Installation needs also need to be taken
into account during the designing of a new
module, especially if different disciplines,
such as mechanical, electrical and civil,
are interfacing. Also in the design itself,
all disciplines need to be involved from
the beginning of the development project,
even though the front-end work might
appear to be mostly focused around
process and mechanical considerations.
When making the modules, aspects
such as ease of installation must be
considered. For example, the lifting,
connecting, and aligning of the modules
have to be viable and functional.
Also, when considering the
maintenance needs, equipment that
has to be regularly maintained should
be easy to reach, while equipment
that does not need any maintenance
can be more remotely located.
The modules are often designed to
be compact, meaning that some of the
module components can be difcult to
reach. Only those components that are
not frequently used should be placed
in locations that are not easy to reach,
where perhaps some grouting might
need to be removed, for example.
Components that have to be shut off
for safety reasons should not be hidden
under a platform, and should always be
located in an easily accessible place.

The engine auxiliary module

Today we have various standard engine
auxiliary modules (EAM) for the
Wrtsil 18V46, Wrtsil 18V50DF
and Wrtsil 20V46F engines, as well as
for the Wrtsil 12V-20V32 and
Wrtsil 16V-20V34SG engines.
The Wrtsil 9L34SG engines auxiliary
module is known as the engine auxiliary
unit (EAU).
For the smaller inline engines, the
Wrtsil 20 and Wrtsil 32, we offer a
so-called Wrtsil Powerskid, on which
the fuel treatment equipment is also
installed. In addition to these modules, the
Wrtsil PowerCube concepts for the Vengines Wrtsil 32 and Wrtsil 34SG,
include a more integrated and advanced
single engine module. For optimized heat
recovery from the cooling water, there are
CHP modules that are mainly meant to
be used with the Wrtsil 34SG engines.
The EAM is however the most
commonly used engine-wise auxiliary
module in Wrtsil Power Plants.
Parts of the following systems are more
or less integrated within the EAM:
Q Fuel oil (only for the Wrtsil 32
EAMs): Piping to/from the engine. For
a Wrtsil 32 engine running on only
LFO, the suitable EAM also includes
the clean and dirty leak fuel system.
Q Lube oil system: Piping for lling/
emptying the engine and pipes to/from
the lube oil separator (if a separator
is installed). For the Wrtsil 46 and
Wrtsil 50DF the lube oil cooler,
automatic lter, lube oil temperature
control valve, and also the pre-lube
oil pump are included in the EAM. p

Fig. 5 Installation of Wrtsil 32 modules.

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1-C Cooling water system

Frontal piping

EAM 1-C

MC appendix

JC appendix

CHARGE
AIR

Engine

2-C Cooling water system

Frontal piping

EAM 2-C

HR CC appendix

HR appendix

CHARGE
AIR

Engine

Fig. 6 Cooling water congurations for the Wrtsil 32 and Wrtsil 34SG V-engines with EAM.

Q Compressed air system: Starting

air supply, instrument air supply
and lter, and pressure control
for the instrument air.
Q Cooling water system: Piping to/
from the engine, piping for lling
and emptying the system, preheating
system, LT- and HT-water temperature
control valves, and a de-aeration
vessel for some models of the EAM.
Q Fresh water system: Only for the
Wrtsil 32, Wrtsil 34SG and
Wrtsil 20V46F EAMs: Piping
to the turbo washing unit.
The Wrtsil 32 and Wrtsil 34SG
EAMs also include the common main
piping going through the module
perpendicular to the engine and enginewise piping. The common main piping
is normally dimensioned so that ve
EAMs can be connected in a row.
For the larger engines (Wrtsil 46
and Wrtsil 50DF), the pipe rack
contains the common main pipes.
For each EAM family it is possible to
select a 1-circuit (1-C) or 2-circuit (2-C)
cooling water conguration. 1-C is almost
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in detail

always recommended if there is no need for

heat recovery from the cooling water. For
heat recovery, the 2-C system is most often
preferable, since it is possible to get a higher
HT water temperature from the engine.
For the HFO EAMs (also the
Wrtsil 18V50DF), the preheating
can be electrical or with steam as the
heating media. For the Wrtsil 34SG,
or only the LFO Wrtsil 32 engine,
electrical preheating is standard.
For further exibility in the cooling
water system, the Wrtsil 32 and Wrtsil
34SG EAMs have different cooling
appendixes that can be connected to the
EAM. The different cooling water system
congurations, the standard appendices
for the Wrtsil 32 and Wrtsil 34SG
EAMs, and also the way in which the
1-C and 2-C system cooling water is
conducted, can be seen in Figure 6.
For 1-C systems, one of the
following appendices are selected
together with the EAM:
Q MC appendix: For radiator cooling
when the ambient temperature is - 8 C
or for central cooler applications.
Q JC appendix: For radiator cooling

when the minimum ambient

temperature goes below 8 C.
This is because the recommended
limit for glycol in the engine jacket
cooling water is 20 mass-percent.
For the Wrtsil 34SG EAM 1-C, a
model including an LT water pre-heater
for warming the water circulating via
the engine charge air coolers before
start-up, is also available. This model is
needed when the suction air temperature
goes below +5 Cm and is only for 1-C
cooling water systems and gas engines.
For the 2-C cooling water system
normally no appendix is needed, but
for heat recovery from HT-water there
are two standard alternatives available:
Q HR CC appendix: For a central
cooler system with heat recovery
from HT-water. The central cooler,
the connection for heat recovery
(heat recovery heat exchanger located
outside the appendix), and an
additional temperature control valve
for better control of the HT-water,
are also installed on the appendix.

WRTSIL TECHNICAL JOURNAL 02.2008

Q HR appendix: For a radiator cooling

system with heat recovery from the
HT-water. The heat recovery heat
exchanger is built onto the appendix,
as is also the additional HT-water
temperature control valve.
For 2-C cooling water systems and
1-C systems with the JC appendix,
the EAM most often also includes an
HT-pressure increasing pump for giving
sufcient suction pressure for the
HT-water pump (built on the engine).
Figures 7 and 8 show two typical EAMs.

Fig. 7 EAM model for the

Wrtsil 34SG V-engine.

REFERENCE: WESTERN 102 POWER PLANT, NEVADA, USA

WRTSIL 34SG EAM 1-C

WITH LT-WATER PREHEATER + MC APPENDIX
One application for Wrtsils modular
solutions has been at the Western 102
Reno Project, located in Nevada in the
USA.
This is a power plant running on natural
gas with 14 Wrtsil 20V34SG engines,
having a net output of 115.6 MWe.
Figure 1 shows the engine auxiliary
module and the exhaust gas module in
place prior to the engine being hauled
into its location. When the engine is in
place, these modules are aligned in
accordance with the engine.
The 1-C cooling water system was
selected for the Western 102 project
since no heat recovery from the cooling
water system was needed.
Since the engine suction air

temperature could go below +5 C

(the limit for a gas engine), the EAM
model with the additional LT-water
preheater was selected. With the
LT-water preheater, warm water can be
circulated through the engine charge
air coolers, thereby warming the suction
air entering the engine before and
during start-up of the engine.
The JC appendix was not needed for
separating the jacket water circuit from
the LT-water circuit containing glycol,
and the MC appendix was, therefore, the
most suitable appendix for the module.
The Wrtsil 34SG EAM 1-C with
LT-water preheater + MC appendix
were thus selected as being the most
appropriate EAM module and appendix.

Fig. 8 EAM model for the Wrtsil

18V46 and Wrtsil 18V50 DF engine.

CONCLUSION
All in all, modularization is about
using common sense and making the
right choices and compromises. All
the different interfaces have their own
specic needs, and the end result is
a compromise between these needs.
Our primary purpose is to full our
obligations to the customer, and our
modular designs are integral to this goal.
With the customer in mind, the key
elements in modularization are standardized
interfaces and change management.
The main goal for modularized design
is to achieve a higher total feasibility
for power plant investment.

Fig. 1 The engine auxiliary and exhaust gas modules in place.

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