LNG Fuel for Advanced Ships

Transcription

1 LNG Fuel for Advanced Ships JOINT DINNER MEETING SNAME SD-5 PANEL AND INTERNATIONAL HYDROFOIL SOCIETY Thursday, 30 May 2013 Army Navy Country Club, Arlington, VA < 1 >

2 MAN Group Corporate Structure MAN SE Business Commercial Vehicles Power Engineering Company MAN Truck & Bus* MAN Latin America MAN Diesel & Turbo RENK (76,0%) Revenues 10: 7.5 bn Revenues 10: 3.1 bn Revenues 10: 3,8 bn Investments Sinotruk (25,0% +1 Share), Scania (17,4%**) MAN Group 2010: 14.7 bn Revenues, 47,700 Employees * MAN Nutzfahrzeuge until December 28, 2010 ** Voting Rights < < 2 >

3 MAN Group Business Areas MAN Group focuses on two business areas: Commercial Vehicles: Power Engineering: MAN Diesel & Turbo RENK Commercial Vehicles Power Engineering < < 3 >

4 Rudolf Diesel ( ) First Marketable Diesel Engine (1897) Introduction <4 < 4 >

5 Diesel engine programme from 450 kw to kw < 5 >

6 Areas of Activity MAN Diesel & Turbo in World Trade 50% of World Trade is Powered by MAN Diesel Engines! < < 6 >

7 LNG for Propulsion What is Natural Gas? Liquefied natural gas or LNG is natural gas (predominantly methane, CH 4 ) that has been converted to liquid form for ease of storage or transport. Liquefied natural gas takes up about 1/600th the volume of natural gas in the gaseous state. It is odorless, colorless, non-toxic and non-corrosive. The liquefaction process involves removal of certain components, such as dust, acid gases, helium, water, and heavy hydrocarbons, which could cause difficulty downstream. The natural gas is then condensed into a liquid at close to atmospheric pressure (maximum transport pressure set at around 25 kpa/3.6 psi) by cooling it to approximately 162 C ( 260 F). LNG achieves a higher reduction in volume than compressed natural gas (CNG) so that the energy density of LNG is 2.4 times greater than that of CNG or 60% of that of diesel fuel LNG is principally used for transporting natural gas to markets, where it is regasified and distributed as pipeline natural gas. < 7 >

8 LNG for Propulsion What is Natural Gas? Sources: Oil fields (byproduct from oil exploitation) Gas fields Composition: Methane ( 94% vol ) Ethane (< 5% vol ) H Higher grade hydrocarbons ( 1% vol ) H C H Nitrogen H Sulphur Traces Composition of natural product varies between sources Gaseous under ambient conditions Stored in liquid phase: -162 C (-260 F) at atmospheric pressure Calorific value: 49,5 MJ/kg (CV of HFO 40 MJ/kg) < 8 >

9 LNG for Propulsion Benefits & Challenges Benefits: No additional measures to reach NO x and SO x -limits Reduced PM and CO 2 emissions Reasonable fuel prize Safe and redundant operation Excessive heat recovery possible Challenges: Installation of storage equipment Regulations not finally settled Infrastructure and refuelling < 9 >

10 Market Driver - Fuel Prices Selected Fuel Prices related to Energy Content USD per GJ 28,00 26,00 24,00 22,00 20,00 18,00 HFO - Rotterdam MDO/MGO - Rotterdam Gas (Europe) Gas (Japan) Gas (USA) Coal Source: Florian Keiler / GMM-Atlas MAN 16,00 14,00 12,00 10,00 8,00 6,00 4,00 2,00 0,00 < 10 >

11 Market Driver Fuel Prizes Selected Fuel Prizes related to Energy Content USD per GJ 28,00 HFO - Rotterdam 26,00 MDO/MGO - Rotterdam 24,00 Gas (Europe) 22,00 Gas (Japan) Gas (USA) 20,00 Coal 18,00 16,00 14,00 12,00 10,00 8,00 6,00 4,00 2,00 0,00 Prices of LNG do not consider distribution cost! But Acc DNV: Gas price Brunsbüttel will be on HFO-Level In general, DNV expects a prime of about 3-6$/MMBtu for distribution Acc GL: In general, GL expects cost-based a prime of about 4.5$/MMBtu for distribution Rotterdam Hamburg Acc Mr. Fahimi, MSF-NA: GDF Suez expects a prime for distribution of abt. 1-2$/MMBtu above Henry Hub (relates to abt. 4$/GJ LNG FOB) < 11 >

12 Future LNG Fuel Price Scenario Fuel price scenario HFO 2.7% S MGO 0.1% S LSHF 0.5% S LNG USD/mmBTU Source: GL-MAN container vessel advanced propulsion roadmap < 12 >

13 Global Bunkering Demand 2020 Source: DNV Basis: 1100 vessels Demand is equivalent to % of global LNG production 2010 < 13 >

14 Global Bunkering Facilities Source: DNV < 14 >

15 European Bunkering Infrastructure Source: DNV < 15 >

16 Legislation IMO Emission Controlled Areas (12/2010) Top Container Ports : 1. Singapore 2. China, Shanghai 3. China, Hong Kong 4. China, Shenzhen 5. South Korea, Busan 6. Netherl., Rotterdam 7. UAE, Dubai 8. Taiwan, Kaohsiung 9. Germany, Hamburg 10. China, Qingdao existing ECAs: Baltic Sea, North Sea Most used trading routes adopted ECAs: Coasts of USA, Hawaii and Canada (08/2011) discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea, Tokyo Bay < 16 > < 16 >

17 Legislation IMO NO x -Limits over Engine Speed NO x (g/kwh) % - 20 % Rated engine speed (rpm) Tier I: (global) Tier II: 2011 (global) Tier III: 2016 (ECA s) < < 17 >

18 LNG for Propulsion NO x Emissions NO x [g/kwh] IMO Tier II Diesel Mode Gas Mode Tier III Already IMO Tier III compliant in Gas mode without additional measures < 18 >

19 LNG for Propulsion SO 2 and CO 2 Emission SO 2 reduction SO 2 in reduction gas operation >99% SO 2 [mg/m³@15%o2] % 85% 75% 50% 25% MCR CO 2 reduction in gas operation = 20% CO 2 reduction % 85% 75% 50% 25% Diesel operation Gas operation MCR CO 2 [%] < 19 >

20 Drivers and Obstacles Main drivers: Long-term expectations that LNG price will be on the level or below HFO Several potential LNG suppliers invested already in e.g. small LNGcarriers as small scale supplier the chickens are here, only the eggs are missing First ship owners orders vessel for ECA-international trade e.g. Fjordlines, Viking Lines 0.1%S 2015 for all vessels Main obstacles: Unclear bunkering procedures all major classes work on that already Crisis in shipping no money for investment, charterer reluctant to pay more for LNG-fuelled ships Investments into infrastructure No price guarantees for pioneers < 20 >

21 LNG for Propulsion Types of Engines operating with Gas as Fuel Pure gas engine: Gaseous fuels only Ignition: Spark, PGI, pilot oil Disadvantage: No fuel flexibility Dual-fuel engines: Operating on liquid and gaseous fuels Seamless switch over from liquid to gaseous fuel and vice versa at any time and load Fully redundant operation < 21 >

22 Mr. Diesel vs Mr. Otto Diesel to Dual Fuel Combustion Mr. Diesel s Process Fuel in cylinder before gas Diesel process maintained Unchanged Power Density Load response unchanged No pre-ignition / no knocking Insensitive to gas mixture Negligible methane slip ME-GI retrofitable on ME-C. Mr. Otto s Process Gas in cylinder before fuel Otto process gas-air pre-mix Power reduction (>15%) = more cylinders Load ramp needed Pre-ignition / knocking risk Gas mixture important Methane slip significant -up to 4%+ Retrofit? ME-GI is a Diesel Cycle Engine, (LS/OG) < 22 > < 22

23 Diesel Cycle PV Diagram Change of State A to B B to C C to D Diesel Heat Cycle Processes Compression Stroke. Adiabatic compression of air in the cylinder. No fuel added yet. Ignition Isobaric heat addition. Fuel introduced into the compressed air at the top of the compression stroke. Fuel mixture ignited while the pressure is essentially constant. Expansion (Power) Stroke. Adiabatic expansion of the hot gases in the cylinder. D to A Exhaust Stroke Ejection of the spent, hot gases. Induction Stroke Intake of the next air charge into the cylinder. The volume of exhaust gasses is the same as the air charge. < 23 >

24 Otto Cycle PV Diagram Change of State A to B Otto Heat Cycle Processes Compression Stroke. Adiabatic compression of air / fuel mixture in the cylinder B to C C to D Ignition of the compressed air / fuel mixture at the top of the compression stroke while the volume is essentially constant. Expansion (Power) Stroke. Adiabatic expansion of the hot gases in the cylinder. D to A Exhaust Stroke Ejection of the spent, hot gases. Induction Stroke Intake of the next air charge into the cylinder. The volume of exhaust gasses is the same as the air charge. < 24 >

25 LNG for Propulsion Dual Fuel Engines In Detail All dual fuel engines are based on well established diesel engines Major modifications are: Double-walled gas piping Pilot fuel injection system Larger bore new piston & liner Modified rocker arm casings Slight power reduction Same speeds and cylinder numbers available as for original diesel engine Retrofit possible < 25 >

26 LNG for Propulsion Dual Fuel Engines Cross Section Double wall gas pipe Gas valve arrangement Rocker arms Charge air manifold Gas flow control pipe Conventional fuel injection nozzle Pilot fuel injection nozzle Main fuel injection pump < 26 >

27 LNG for Propulsion Fuel Gas Piping and Gas Valve Double wall gas pipe Internal compensator External enclosure Encapsulated Gas admission valve gas safe design < < 27 >

28 LNG for Propulsion Dual Fuel Engines - Operating Mode Gas admission valve Natural gas (vaporized LNG) > 99% Main fuel nozzle MDO (DMA, DMB) HFO > 99% Pilot fuel nozzle MDO < 1% Pilot fuel nozzle MDO < 1% Gas mode Liquid mode < 28 >

29 LNG for Propulsion Methane Slip Facts about Methane Slip All low-pressure dual-fuel & gas engines have methane slip Methane slip is unburned CH 4 which is not participating the combustion in gas engines Methane as GHG is times more harmful than CO 2 No limitations regarding Methane slip exist in marine applications Minimizing Methane slip is a major target to improve engine efficiency H H C H H < 29 >

30 LNG for Propulsion Methane Slip Root Causes Crevices: Crevices are mainly fireland, valve pockets and starting air orifice Methane trapped in crevices will not be reached by combustion Incomplete combustion: Quenching: near-wall temperature too low to maintain combustion Inhomogeneities in the air/gas mixture Misfiring Seldom in modern engines Crevices Quenching zones Scavenging losses higher for DF to maintain diesel / HFO operation Blow-by of trapped fireland gas through the piston rings vented by crank case ventilation < 30 >

31 First ME-GI Order For Two 3,100 TEU LNG-Powered Containerships TOTE Inc., USA Vessel Technical Specifications Propulsion Plant Length Overall: 764 ft. Main Engine Type: Dual Fuel Slow Speed (x1) Breadth: 106 ft. (Panamax) Main Engine Model: MAN B&W 8L70ME-C8.2-Gl Depth: 60 ft. Main Engine MCR: 25,191 kw x rpm Draft: 34 ft. Main Engine NCR: 21,412 kw x 98.5 rpm Speed: 22.0 kts Aux Engine Type: Dual Fuel Medium Speed (x3) Scheduled delivery for the first ship: Q / Scheduled delivery for the second ship: Q < 31 >

32 Second ME-GI Order Teekay Fuel-Efficient LNGC2 x 5G70ME-GI At 19,5 knots, the ME-Gi engine can give more than 30-tonnes-per-day savings of heavy fuel oil (HFO) over a dual-fuel dieselelectric (DFDE) engine while still maintaining very efficient fuel consumption at speeds down to 15 knots. At today s fuel prices this could stack up to $20,000 per day, plus a 10% shaving off operating costs. This is the next evolution, Tony Bingham, Teekay s technical manager of LNG, Tradewinds < 32 >

33 ME-GI Development Combustion Concept 1 From actual footage (colorized) Yellow = pilot oil Blue = gas fuel 2 Conventional slide fuel valve Gas fuel valve High pressure safety valve Gas distribution channel (yellow) Gas distributor block 7 Gas chain link double-walled pipes 7 < 33 >

34 Sources of Propulsion Power Losses with DFDE Propulsion DFDE Solution Power requirement at propeller = 12,600kW but more has to be installed due to electrical losses. 12,600kW 12,600kW 13,0100W 13,200W 13,900kW 13,400kW 13,900kW Propulsion Motor Frequency Converter Transfomer Switchboard Generator Main Engine 96.5% 98.5% 99% 99.5% 96.5% 12,600kW 12,600kW 13,0100W 13,200KW 13,3900W 13,400KW 13,900KW Propulsion Motor Frequency Converter Transfomer Switchboard Generator Main Engine 96.5% 98.5% 99% 99.5% 96.5% Title < < 34 >

35 ME-GI Propulsion Mode - Best Efficiency DF or CR GenSets FPP 25,280kW 7G70ME-GI 25,480 kw Title < < 35 >

36 ME-GI Development ME-GI Concept: Layout with FGS System 300 bar gas supply ME-GI concept takes control More than 6 FGS systems suppliers available Ventilated double-walled gas pipes Small gas volume in engine room < 36 >

37 ME-GI Gas Injection Control Interlocked Gas Injection Sequence Window Valve Gas Injector Gas Channel Gas Control Block < 37 >

38 ME-GI Design updates Gas block More compact design Pipes removed Window valve Flange coupling Blow-off valve Blind flange ELWI Adaptor block Purge valve ELGI < < 38 >

39 ME-GI Development Design Updates: Gas Injection System Gas injection system details: Hydraulic activation of blow-off and purge valves Reduction of number of pipes on gas block Pipes assembled on common flange for easy maintenance/ overhaul of gas valve Connection block included for easy maintenance < 39 >

40 ME-GI Double Walled Piping - Leakage Control Gas distribution in ventilated, monitored duct No escape of gas to engine room < 40 >

41 ME-GI Development Design Updates: Double-walled Pipes Double-walled pipes details: Chain pipe design features Easy maintenance Secure necessary strength Avoid mechanical vibrations Design improvements Compact design Reduction of unique parts by 70% Pipe flexibility secured All welded design Few flange connections used Dedicated gas sealings < 41 >

42 ME-GI Gas Combustion Control Gas Combusts when Injected - No Accumulation, No Knocking PMI GCSU Cyl. pressure sensor < 42 >

43 LNG for Propulsion Gas Storage & Supply Gas System Required per engine H 2 O-Glycol-Circuit Silencer Rupture Valves High Efficiency Boiler Gas Preparation Storage and supply system Tanks Pressure Control / Gas Dump GVU DF Engine Purge Fan Bunkerstation Inertisation Fuel Oil Pilot Oil < 43 >

44 LNG for Propulsion Gas S & S - Double Barrier Concept P 0 Outside P 2 P 1 Propulsion Room Gas Valve Unit P 0 > P 2 ; P 1 > P 2 < 44 >

45 LNG for Propulsion Study Gas-Fuelled Feeder CV Neptun 1200 DF Gas as realistic option to fulfil future emission requirements (IMO TIER III, EU ships on berth) Feasibility study: Gas-fuelled container feeder for ECA operation Partners: Germanischer Lloyd TGE Neptun Stahlkonstruktion / WIG Realised between 05-11/2009 < 45 >

46 Hi-GAS System Booster Pump(LP) Vaporizer & G.W Heating System HP Pump(HP) Gas Train ME-GI Buffer Tank Gas Heater GVU DF Genset (Gas Valve Combined Test with HiMSEN DF Unit) scheduled in 2013 Engine & Machinery Division 46

47 Hi-GAS System(Control System Configuration) Engine & Machinery Division 47

48 LNG for Propulsion Tank Construction and Transport Fabrication 8,200 m³ and 8,400 m³ Bilobe and Cylindrical Tanks for Ethylene Service Fabrication Bilobe Cargotanks for 5x22,000 m³ Ethylene Carriers Transportation of Stainless Steel cargo tanks for a 7,500 m³ LNG carrier on a heavy lift carrier to a shipyard in Europe Cargo tanks type A for a 23,000 m³ Fully Refrigerated LPG Carrier < 48 >

49 LNG for Propulsion Engine Map for Mechanical Drive < 49 >

50 Summary Safe Reliable Flexible Clean < 50 >

51 INCAT #069 Buquebus Lopez Mena 99 metre LNG ship was contracted by South American company Buquebus for operation on their River Plate service between Buenos Aires, Argentina and Montevideo in Uruguay. < 51 >

52 INCAT #069 Buquebus Lopez Mena Capacity:1000 passengers plus 140 cars Lightship speed: 53 knots Operating speed: 50 knots. Crossing the River Plate at high speed will allow ferry service to compete with airline traffic between Uruguay and Argentina. < 52 >

53 INCAT #069 Buquebus Lopez Mena Powerered by 2 x GE LM2500 Gas Turbines 44 MW (59,000 hp) Total Propulsion Power < 53 >

54 INCAT #069 Buquebus Lopez Mena < 54 >

55 INCAT #069 Buquebus Lopez Mena Propulsion Machinery Arrangement < 55 >

56 INCAT #069 Buquebus Lopez Mena < 56 >

57 Thank you for your attention < < 57 >