MARITIME Alternative fuels and abatement technology for future shipping an overview BMU-Conf. Blue Sky over the Sea, Berlin Torsten Mundt 17. November 2016 1 SAFER, SMARTER, GREENER
Agenda DNV GL, the company in short some technical basics Compliance or reduction Technologies for: NO x SO x PM/BC Conclusion 2
Industry consolidation 3
Our vision: global impact for a safe and sustainable future MARITIME OIL & GAS ENERGY BUSINESS ASSURANCE SOFTWARE RESEARCH & INNOVATION 4
Global reach local competence 150+ 350 100+ 14,000 years offices countries employees 5
What is the way ahead? 6
some Basic 7
4 Stroke DIESEL - engine engine output 1 20 MW engine bore: 200 500 mm medium speed engines (500 1000 rpm) Efficiency (η e ) up to 50% Diesel and HFO operation Dual Fuel possible (also other fuels) (on gas, operating on OTTO-cycle) MAN 14 V48/60 Animation shows 4-stroke OTTO 8
2 Stroke DIESEL - engine engine output 3 80 MW engine bore: 300 950 mm low speed engines (60 200 rpm) Efficiency (η e ) up to 54% Diesel and HFO operation Dual Fuel / Methanol, in gas mode, may stick to DIESEL-cycle (dependent on OEM philosophy ) 9
The DIESEL - Dilemma high hoch 6 Bereich üblicher present designs Auslegungen specific fuel consumption CO Eff. 2 Brennstoffverbrauch 5 CO 2 4 3 2 1 NO x CO, CO, Partikel, particles Kohlenwasserstoffe Hydrocarbons low niedrig 0 0 1 2 3 4 5 6 7 8 9 10 fuel consumption Brennstoffverbrauch Motoroptimierung x engine optimization NOx-emissions NO X -Emissionen 10
Legislative requirements - Emission limits Nitric oxide, NO Nitrogen dioxide, NO 2 NO x limits are bound to keel-laying dates: (grandfathering of older ships) (S)ECA global ECA global NO x Tier II, global NO x, Tier III, ECA Sulphur limits apply to all ships: 3.5% S, global review 0.5% S, global 1% S, (S)ECA 0.1% S, (S)ECA 0.1% S, EU ports 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 11
Emission and Immissions 12
Effects of emissions health climate 13
Climate effects opposing effects warming cooling, reduced albedo on ice layers 14
fuel basics 15
fuel options for shipping commonly under use: MGO, MDO Marine Gas Oil or Marine Distillate Oil (compliance with 0,1%S) LFO Light Fuel Oil (a mix of MGO and HFO, not bright and clear anymore) HFO Heavy Fuel Oil ( residue from distillation process, clustered by viscosity of the fuel) hybrid fuels, entered 2015 the market a blend of HFO / other stocks to comply with 0,1% S Fuel alternatives: Gas (Liquefied Natural Gas, Compressed NG, Liquefied Petrol Gas) Ethanol, Methanol Biofuels origin by Caterpillar Renewable Hydrogen (perhaps in future) 16
NO x 17
Technologies to comply with NO x requirements Technical Solutions for Tier III compliance: OTTO-cycle Engines 4 stroke Dual Fuel in 2 stroke DF on OTTO but DIESEL also applied (dependent on OEM philosophy ) Pure Gas Engines (spark ignited) Selective Catalytic Reduction (SCR) Exhaust Gas Recirculation (EGR) other technologies like humid air intake, water fuel emulsion reduce but don t reach Tier III 18
Selective Catalytic Reactor (SCR) Commonly applied compliance technology for 4 stroke engines Low pressure SCR most common (after turbo charger) Exhaust gas temperatures are sufficient to accommodate a SCR Most engine manufacturers have added SCRs to existing engine portfolio in order to comply with Tier III emission limits. SCR assumed not in use for Tier II compliance Source: 19
Selective Catalytic Reactor 2 Stroke High pressure SCR (before turbo charger) and two modes of operation: Tier II operation from manifold direct through TC Tier III operation From manifold through mixing unit and SCR, then through TC Source: 20
Selective Catalytic Reactor 2 Stroke Low pressure SCR SCR located after turbine Due to the need of high exhaust gas temperature a part of the exhaust gas is pre-heated Urea / Ammonia added to preheated exhaust system in use for Tier III compliance, out of use for Tier II Pre-heater and UREA injection Source: 21
Exhaust Gas Recirculation (EGR) about 30-40% exhaust gas are recirculated, cleaned and cooled, afterwards mixed with inlet air Reduction of Oxygen in inlet air: Lower peak temperatures Less oxygen to react to NO x Source: 22
SO x 23
SO x compliance The source for sulphur oxides emissions is the fuel itself containing sulphur. Therefore, easiest compliance option is the switch to fuels with no (or allowed) S-content (but economic constraints to be considered) Compliance option: Exhaust Gas Cleaning Systems Scrubber eliminates SO x & PM from exhaust gas Wet scrubber types open/ -closed loop and combination: - hybrid Technical constraints ( side effects ): wash water and their cleaning criteria EGC residues Compliance by continuous emission monitoring 24
Wet scrubber Wet scrubbers Open loop Closed loop Hybrid Wet scrubbing doesn't match with NO x after treatment in downwards exhaust stream (no reaction temp. for catalytic process) Source: Aalborg Industries 25
Dry scrubber calcium hydroxide Ca(OH) 2 Exhaust Gas not cooled down: SCR Operation downwards possible (exhaust stays hot) Economiser performance not affected no Wash water but consider handling of consumables, i.e. Ca(OH) 2 26
Challenges for scrubbers aboard a ship Complex peripheral systems and care for operation Seawater scrubber (open loop): Acid wash water can be harmful to ecosystems. Ban of open loop seawater scrubbers (at least locally) Corrosion problems Freshwater scrubber (closed loop): Complex system. Shore side infrastructure for supply and disposal required Strict non-discharge mode only for limited time possible if effluent is kept on board Dry scrubber (absorber) heavy and bulky, sometimes (e.g. for refit) enhanced stability- and deadweight problems Shore side infrastructure for supply and disposal of absorbent needed Combining wet scrubbers with SCR catalysts close to impossible 27
PM / BC 28
Abatement options PM/BC Abatement Improvements by more flexible injection systems (i.e. Common Rail) Maintenance conditions play a vital role Consider NO x trade-off Engine internal measures Exhaust after treatment EGCS primary made for other pollutants (SO x, SCR) they reduce also PM/BC Various types of particulate filters don t match with HFO Challenges in regard of size, space, TBO, Transfer from automotive not easily or even not at all possible cleaner Fuels use of alternative fuels like: LNG, Methanol Ethanol TBO: Time Between Overhaul 29
Conclusion 30
Environmental Footprint of Alternative Fuels Well-to-Propeller Greenhouse Gas Emissions Tank-to-Propeller (combustion) emissions assumed to be equal to CO 2 absorbed by the plant during its lifetime 31
What will be the fuel of the future for new vessels? Factors to be considered: Fuel mix diversification Fuel price volatility Fuel availability Stricter emissions regulations Climate change concerns Cost of equipment, infrastructure Safety For the success of future fuels: the financial attractiveness plays a key role together with regulatory circumstances 32
Thank you for your kind attention. Questions? Torsten.Mundt@DNVGL.com www.dnvgl.com SAFER, SMARTER, GREENER 33