Alternative means and sources of propulsion. Mr Panagiotis Mizythras

Transcription

1 Alternative means and sources of propulsion Mr Panagiotis Mizythras

2 Introduction EU Goals: 20/20/20 by 2020, further reduction in emissions till 2050 IMO Air pollution prevention with MARPOL Annex VI Limits the main air pollutants contained in ships exhaust gas, including sulphur oxides (SO x ) and nitrous oxides (NO x ), and prohibits deliberate emissions of ozone depleting substances. Also regulates shipboard incineration, and the emissions of volatile organic compounds from tankers.

3 Introduction General requirements 4.5% prior to 1 January % on and after 1 January 2012 and; 0.50% on and after 1 January 2020* Or an equivalent limit in case of EGCS SOx unit 6 g /KWh Tier III (2016 * ) NOx limit according to the engine speed Tier I for ships constructed from 1 January 2000 to 31 December 2010 unless the engine is more than 5000KW then it obligatory for ships constructed from 1 January 1990 Tier II for engines constructed on or after 1 January 2011 Tier III for engines constructed on or after 2016 that operate in designated areas

4 Introduction Source: EPA.GOV Stricter SOx emission limits: 1.5% m/m prior to 1st July % m/m on and aher 1st July % m/m on and aher 1st January 2015

5 Existing solutions Exhaust Gases Alcalic SoluIon Clean Exhaust Gases NaOH Water Residue Oil disillates LSMGO ULSMGO Fuel source AlternaIve Fuels Liquid fuels (Biodiesel, Pyrolisis oil) Gaseous fuel (Natural Gas, Propane) Emission Treatment Technology Scrubbers Fuel Water Emulsion SelecIve CatalyIc ReducIon Exhaust Gas RecirculaIon

6 Low sulphur diesel Reduction only of SO x emissions Modifications on the fuel supply and preparation system Modification on fuel injection timing Grade MGO MDO DMX DMA DMZ DMB Sulfur % m/m <1.0 <1.5 <1.5 <2.0 Viscosity cst@0 o C <11.0 Flash point o C >43 >60 >60 >60 Source: ISO 8217 (2010)

7 Source: Koichi Hirata, ISME 2009 paper SCR Use of reducing agent (e.g. ammonia, urea) and catalyst Requires high temperature (~280 o C -510 o C) Offers 80-90% No x reduction, depending on the catalyst technology, operational temperature and active solution.

8 Water emulsion Applied Methods: Emulsified fuel In-cylinder injection Injection into intake air Addition 5-25% water to fuel Emissions reduction: ~40% NO x ~5-15% CO 2 ~90% PM Careful design and optimization of water injection system Source: Hielscher.com

9 Source: MAN Diesel & Turbo EGR Direct on Indirect method (EGR valve or Miller Cycle respectively) Great impact on highest temperature of engine cycle => reduction of NO x formation Maritime application: Alexander Maersk hhps:// hhps://

10 Dry Scrubbers Use of hydrated limetreated granulates Use before economizer or in conjunction with SCR! High efficiency systems Require large area on board Disposal of produced gypsum Source: Couple systems

11 Wet Scrubbers Open loop system Use of sea water Water is filtered before discharge! Simple system! Limited space on board Quality of discharge water Corrosion of sea water Source: Alfa laval

12 Wet Scrubbers Closed loop system Use of alkaline solution (e.g. NaOH-50% v/v) Use of sea water as coolant of alkaline solution Filters for impurities! Increased efficiency! Prevention of sea environment from pollution Additional systems and storage tanks on board Source: Alfa laval

13 Wet Scrubbers Hybrid system Combination of open and closed loop system Operation depends on the area! Combines the advantages of both systems Requires additional systems on board (pipelines, valves, filters) Source: Alfa laval

14 Alternative hydrocarbonbased fuels Gaseous fuels: Natural gas (LNG) Propane (LPG) Di-Methyl Ether (DME) Biogas Hydrogen/Bio-Hydrogen Liquid fuels: Methanol Bio-Methanol Synthetic diesel (gas to liquid, coal to liquid) Bio-oils Pyrolysis oil

15 Gaseous fuels Zero sulphur content Additional systems on board Storage and preparation systems Source: DNV- GL

16 Natural gas! Cleanest fossil fuel.! 200 years estimated reserves.! Low carbon to hydrogen ratio.! Very low density.! Lighter than air & propane. Very low energy density.

17 LNG as fuel 600! Liquefied phase offers: Increased energy density Storage efficiency Vessel autonomy Extremely low temperature Pressure depending on the fuel supply system

18 Engine room arrangement Bunkering GVU L N G H F O

19 Fuel preparation system Bunkering Station GVU NGH Typical low pressure fuel gas supply system (delivery pressure ~3.5 bar) Design Pressure: 10 bar Pressure build-up system (gas-liquid equilibrium) Natural Gas Heater Pump (if it is required by the final system design) LNG TANK Pressure Buildup Unit (PBU)

20 Bunkering system Source: Eidesvik.no

21 LNG-powered ship 2 LNG tanks of 200m 3 each 4 x Wärtsilä 8L50DF Engines Wärtsilä LNGPac 4 x ABB AMG1120 alternators, 8,191kVA each 2 x ABB AMZ1600 electrical propulsion motors, 10,500kW each SAACKE GVU Two bow thrusters, 2,300kW each One stern thruster, 1,200kW each Source: Vikingline

22 Vessel s name: Isabella (1989) Viking Grace (2013) GT Pax Cabins Installed power Power max Annual fuel consumpion Emissions NO x SO x CO 2 PM 35, ,180 kw 21.5 kn 24,300 ton. HFO 692 kg/gt , ,400 kw 23 kn 20,000 ton LNG * 350 kg/gt

23 BioFuels Protection of marine environment No sulphur content Many solutions by low availability Not many practical solutions Quality? Source: ECOFYS

24 MARPOL Annex VI SOx reduction requirements Low sulfur fuel oil MDO / MGO Scrubber + high sulfur fuel LNG Low sulfur fuel availability Price relative to alternatives Installation cost, waste disposal, high sulfur fuel cost LNG equipment costs, conversion time and cost LNG, LNG bunker facility, availability and cost + No extra fuel tanks or handling needed - Higher fuel costs - Scrubbers are required to comply with Tier III No x limits - Low sulfur fuel availability and cost - Ships required to use low sulfur fuel, but refiners not required to produce/ supply + Scrubbers available + HFO and bunkering faciliies available + Fuel price - Capital Investment and off hire Ime for conversion - How many scrubbers will be required / available in 2020? - Waste disposal facility, availability and cost + meets SO x, pariculate and NO x Tier III requirements - More shipboard storage capacity required - Capital investment in LNG equipment - LNG and fuelling facility availability outside limited areas - Price what is the basis

25 Fuel cells Fuel cells have been tested for all modes of transport Different fuel cell types have been developed PEMFC and HTFC (MCFC/SOFC) are most suitable* for maritime applications in terms of: Development status Efficiency Load change behaviour Fuel flexibility *Market study conducted on e4ships project

26 Fuel cell types Proton Exchange Membrane FC (PEMFC) Membrane-Electrode assembly Polymer electrolyte membrane shall be gastight and resistant against corrosion Platinum is the best option Source: Spinam

27 Fuel cell types Molten-Carbonate FC (MCFC) Use only of hydrocarbon fuels High temperature enhance corrosion but prevent the need for an external reformer Cathode: Ni-Cr/Al Anode: NiO Electrolyte: Na & K Source: Fuel Cell Market

28 Fuel cell types Solid oxide FC (SOFC) Use both of hydrogen and hydrocarbon fuels High temperatures Manufactured by ceramic materials Source: Fuel Cell Market

29 Fuel cell types PEMFC High development status Dynamic load profiles possible HTFC High efficiency Low requirements in resources quality High temperature products enables combined thermodynamic processes Source: DNV- GL

30 Fuel cell-marine application Source: DNV- GL

31 Maritime applications PEMFC examples 2x50kW on the ferry FCS Alsterwasser in Hanburg kw on the ferry Nemo H2 in Amsterdam 12 kw on the harbour ferry MF Vagen in bergen HTFC examples Methanol fuelled SOFC 20 kw on car carrier Undine LNG fuelled MCFC 330 kw on Viking Lady

32 Hydrogen as fuel Hydrogen fuel cell powered boats or ships Hydrogen can be used in a fuel cell to generate electricity for electric drive systems-completely replacing existing internal combustion engines These ships would emit less local air pollution, be quieter and with less vibration Navies are interested in fuel cell powered boats for their stealth capabilities and efficient electrical generation. Hydrogen internal combustion engine boats or ships Hydrogen cannot be used in a conventional diesel engine, because its auto-ignition temperature is too high However, this can be overcome by using spark plugs or by using a pilot amount of diesel oil to ignite gas Hydrogen and diesel hybrid combustion system

33 Hydrogen challenges Fuel cells Significant lower power density than medium and high speed diesels but with great technical potential for further development More expensive technology Low density of hydrogen requires new storage techniques or fuel supply methods (e.g. hydrocarbon fuel reformers) Do not meet yet the required performance criteria of ship propulsion. Power density, life time and cost have to be improved Hydrogen in internal combustion engines Still being developed and no known for marine applications

34 Hydrogen challenges Maritime environment Ship motions Vibrations Humidity (till 60%) Air quality Operational temperatures Design requirements Testing criteria Reliability and availability Fuel storage, transport, processing on board

35 Electric propulsion Methods of electric propulsion Hybrid propulsion Pure electric ship (batteriessupercapacitors) Cold ironing Renewable sources of energy Source: IJAREEIE, Vol3, Is. 12

36 Electric propulsion Available material for hybrid systems and arrangements: Maritime in focus The future is hybrid DNV GL

37 Electric propulsion MF Ampere Ferry Battery electric RO-PAX ferry 1040kWh; 160xCorvus AT6500 modules Bus voltage: 1000VDC Savings: 1000 ton of diesel annually 2680 tons CO 2 37 tons NOx Source: NORLED

38 Source: Corvus- Energy Electric propulsion

39 Nuclear propulsion Compact nuclear reactor Main application for naval ships and submarines Some commercial applications on Russian icebreakers and barge carrier SEVMORPUT Safety challenges: Nuclear material on board Danger for terrorist attack, acts of sabotage Limited number of countries with nuclear technology knowledge Waste management Public opinion Source: Murmansk

40 Renewable energy-wind Ecoliner M/V Beluga Soft sails/fixed sails E-ship 1 Flattern rotor Kite sails

41 Renewable energy-solar MS Turanor PlanetSolar Length: 31m Draft: 1.55m 512 m 2 PV cells (eff. 19%) 8.5 tons Li-Ion batteries of 1.3 MW 4 motors with total power output of 176 kw Surface piercing propeller Capacity: 60 pax

42 Renewable energy-wave Wave energy generated by the vertical movement of the fins Insufficient performance Source: Wallenius Shipping

43 EMHD system Electro-magnetohydrodynamic (EMHD) propulsion Use of liquid heliumcooled superconductors Application: Yamato 1 (1991) Max speed 15 km/h Source: Mitsubishi

44 Other options Compressed air and liquid nitrogen Usage as energy storage Low energy density Storage systems Anhydrous ammonia Combustion of diesel-/ammonia emulsion Reduction of produced CO 2 Toxic, expensive, additional systems on board Organic Rankine Cycle / Thermocouples Energy recovery systems Additional space on board NOT stand-alone systems

45 Thank you for your attention Questions?