LNG som drivstoff for skip Fremtidig utvikling Per Magne Einang Forskningssjef MARINTEK www.marintek.com Norsk Marinteknisk Forskningsinstitutt Den Norske Gasskonferansen Stavanger Mars 2014 1
50 LNG fuelled ships in operation (2013): - Ferries (22) - Offshore support vessels (13) - Coast guard vessels/patrol vessel (4) - Product tanker (1), LNG tanker (3) - Fish fodder (2) - ROPAX (3) - High speed ROPAX, (1) Barge (1) >40 LNG propelled ships under construction More than 90 LNG fuelled ships by 2016 2 2
LNG fuelled ships -challenges Gas quality Methane slip LNG storage and handling Cost level (mainly capital cost LNG equipment)
MARINTEK Independent research and development institute Trondheim Norway 4
Utilization of Boil off from LNG carriers Havfru former Venator Experience for different propulsion machinery Gas turbines and low pressure Dual Fuel 5
Lab test set up HPDF 1 cylinder lab engine (1982) Demonstration project for High Pressure Dual fuel 1981-83 6
Machinery Laboratory Gas engine development since 1980 Wärtsilä Vasa 32 Rolls-Royce B-type Rolls-Royce K-type Dual Fuel (high pressure) gas engines Dual Fuel (low pressure) gas engines Lean Burn gas engines - Constant speed (generator load) - Variable speed (propeller load) 7
LNG supply and quality 8
Requirements for gas quality for piston engines Two main factors: Heating value Methane number Methane number (MN) is equivalent to octane rating of gasoline CH 4 : MN 100 H 2 : MN 0 9
Worldwide LNG composition Typical LNG composition in volime % LNG export terminals C1 C2 C3 C4 C5+ N2 LHV[MJ/kg] MN Arun (Indonesia) 89,33 7,14 2,22 1,17 0,01 0,08 49,4 70,7 Arzew (Algeria) 87,4 8,6 2,4 0,05 0,02 0,35 49,1 72,3 Badak (Indonesia) 91,09 5,51 2,48 0,88 0 0,03 49,5 72,9 Bintulu (Malaysia) 91,23 4,3 2,95 1,4 0 0,12 49,4 70,4 Bonny (Nigeria) 90,4 5,2 2,8 1,5 0,02 0,07 49,4 69,5 Das Island (Emirates) 84,83 13,39 1,34 0,28 0 0,17 49,3 71,2 Lumut (Brunei) 89,4 6,3 2,8 1,3 0,05 0,05 49,4 69,5 Point Fortin (Trinidad) 96,2 3,26 0,42 0,07 0,01 0,01 49,9 87,4 Ras Laffan (Qatar) 90,1 6,47 2,27 0,6 0,03 0,25 49,3 73,8 Skida (Algeria) 91,5 5,64 1,5 0,5 0,01 0,85 49 77,3 Snøhvit (Norway) 91,9 5,3 1,9 0,2 0 0,6 49,2 78,3 Withnell (Australia) 89,02 7,33 2,56 1,03 0 0,06 49,4 70,6 Note the variation of Methane Number (MN) 87.4 69.5 10
Three different gas engine concepts for ships 11
Gas engine technologies Otto process: Spark ignited Lean Burn Gas engine Low pressure Dual Fuel (LPDF) Diesel process: High Pressure Dual Fuel (HPDF) Rolls-Royce proprietary information
Spark ignited Lean Burn gas engine concept Air and Gas Intake Compression of Gas/Air Mixture Spark Ignition Low Pressure Dual Fuel gas engine concept Air and Gas Intake Compression of Gas/Air Mixture Ignition by Pilot Fuel injection 13
Methane slip - development trends (2011) Load E2 cycle ISO/IMO corrected spec. methane emission Lean burn SI engine [g CH 4 /kwh] 3.9-5.2 Low pressure DF engine [g CH 4 /kwh] ~7-10
Spark Ignited Lean Burn gas engine characteristics Single fuel, low pressure gas supply (4-5 bar) High energy efficiency, at high load higher than the diesel counterpart Low emissions, meets IMO tire III Challenge on methane slip, minimized by design and combustion process control GHG reduction potential in the range of 20-30% ref. to HFO (incl. methane) Load pickup similar to the diesel engine Sensitive to gas quality (MN) technology is available to handle MN variation Potential for further reduction of fuel consumption (2-stage turbocharging, Variable Valve Timing, combustion process control ) Not suitable for conversion of existing engines Rolls-Royce C26 15
Engine efficiency Spark Ignited Lean Burn vs Diesel oil Tier II Propeller load 0,55 Engine efficiency, variable speed 0,5 Lean Burn Gas Tier III 0,45 Diesel oil Tier II 0,4 0,35 0,3 0 20 40 60 80 100 120 Engine load [%] 16
Diesel process: High Pressure Dual Fuel (HPDF) 17
High pressure Dual Fuel (high pressure injection of gas) Pure air intake Compression of air Injection of pilot fuel Ignition, injection of gas Need high pressure in the range of 300-350 bar 18
Dual-Fuel (high pressure) engine characteristics High pressure gas injection (300-350 bar) 4-stoke and 2- stroke Maintain diesel engine performance. Potential for improvement in fuel consumption No methane slip, GHG reduction in the range of 30% with reference to HFO NOx reduction in the range of 40% (4-stroke).Need NOx reduction techniques to meet IMO tier III like EGR or SCR Not sensitive to gas quality (MN) Pumping LNG to 350 bar and heating is mature technology and with low energy requirement (about 0,5%) Load pickup as for the diesel engine Flexibility in fuel mix Suitable for conversion of existing engines (simple rebuilding) MAN D&T two - storke 19
TOTE Maritime Container Feeder Dual Fuel High Pressure Gas Injection Source: Internet Illustration 20
Concluding remarks LNG is considered to be the main alternative fuel to fuel oils. LNG is available all over the World. LNG fuelled ships will meet all the known emission requirements and have a considerable potential to a net reduction of GHG. Gas engine technology is available for all types of piston engines. Potential for lower fuel consumption compared to fuel oil operation LNG storage and onboard handling need more development to be robust in sea state conditions LNG fuelled ships will have a higher building cost. Can be justified by lower operating costs (fuel and emissions). Cost level is challenging for converting for fuel oil to LNG 21