Gas Fuelled ships

LNG-Fuelled Engines and Fuel Systems for Medium- Speed Engines in Maritime Applications
Dag Stenersen, MARINTEK

GTS Technical Seminar Series, 2011-09-28

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Presentation outline
Background
Environmental challenges and emission restrictions at sea Need for alternative fuels (to replace HFO) Small scale LNG and LNG fueled ships

Natural Gas fueled marine engines Propulsion systems and onboard LNG fuel systems Bunkering - fuel supply infrastructure Safety - rules and regulations LNG in short sea shipping in Norway R&D Challenges Summary and conclusions
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Global shipping Regional and local challenges

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IMO MARPOL Annex VI - SOx /NOx emission limits in ECA from 2015/2016
New stringent limits for SOx and NOx in Emission Control Area (ECA)
SOx for all ships after 2015. NOx for new ships after 2016.

Demand for reduction of Green House Gases (GHG) from shipping which mainly consists of CO2 Expecting new special limits for Particular Matter (PM)
Marpol 73/78 is the International Convention for the Prevention of Pollution From Ships, 1973 as modified by the Protocol of 1978
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Emission Control Areas (ECA)

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IMO MARPOL Annex VI - SOx emission limits

Stricter IMO limitation on SOx Global sulphur limitations
Global cap from 4,5% to 3,5% effective from 1. January 2012 Global cap from 3,5% to 0,5% effective from 1. January 2020

SECA (Sulphur Emission Control Area) limitations*

New sulphur limit from 1,5% to 1,0 % effective from 1. March 2010 New sulphur limit from 1,0% to 0,1 % effective from 1. January 2015

PM (Particulate Matter) regulated indirectly by the sulphur reduction *(SECA=ECA)

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IMO requirements to prevent pollution from ships

IMO MARPOL Annex VI - NOx emission limits
Global NOx limitations Tier II 20% reduction of Tier I limit for new ships after 1. January 2011

Emission Control Area (ECA) From 1. January 2016

NOx Tier III 80% reduction from Tier I limit (new ships)

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Need for alternative fuels

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Fuel cost development

Source: AIR-LNG SA elaborations, based on eia.doe & Platts statistics

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Small scale LNG distribution system

Coastgas
Snhvit - base load LNG plant
(4,2 mill ton/year)

Covering the long coast of Norway LNG source

Base load LNG to receiving terminals Small scale LNG production plants (4)

Deep sea LNG

10.000-300.000 ton/year
Coastal LNG ship

LNG distribution
Coastal tankers (1000 m3 7500 m3) Trailers (50m3), rail or local pipeline

Regional LNG depot Local LNG tanker

LNG terminals

(~40)

100m3 - 6500m3 LNG

Local depot

Small scale production plant Coastal LNG tanker

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Development of LNG fueled marine engines

Started in 1980 to develop engines for LNG carriers utilizing boil-off gas as fuel Commercial engine development started 1984 - resulting in 3 engine concepts released 1988-1996:
Spark Ignited Lean Burn engine (Otto cycle) Dual fuel engine (Combined Otto/Diesel cycle) High pressure direct injection engine (Diesel cycle)

Application stationary power and heat generation (COGEN) First marine application in 2000 The prototype LNG fuelled ship MF Glutra 2003: Commercial market growing from the Small scale LNG project

Engine and fuel system development continues to improve performance and safety for marine applications

2011: Fast growing interest in deep-sea shipping applications

Driven by emission control legislation and fuel cost Large slow speed engines under development New ships and retrofit installations in existing vessels

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LNG fueled marine engine concepts

LEAN BURN SPARK IGNITED ENGINE (LBSI)

DUAL FUEL GAS ENGINE (DF) PILOT DIESEL IGNITION

High pressure gas injection Gas Diesel engine (GD)

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Spark Ignited Lean Burn gas engine (LBSI)

Single fuel LNG, low pressure gas supply (4-5 bar) High energy efficiency at high load, higher than the corresponding diesel engine Low emissions, meets IMO tire III GHG reduction potential in the range of 20-30% ref. to HFO (incl. methane) Challenge on methane slip, minimized by design and combustion process control Sensitive to gas quality (Methane Number) Not suitable for retrofit of existing engines

Rolls-Royce C26:33L9

Rolls-Royce C26:33L9
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Engine control principles (LBSI)

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Dual-Fuel engine (DF)

Dual fuel capability (LNG-MDO) Low gas pressure supply (4-5 bar) High energy efficiency at high load Low emissions, meets IMO tire III Flexibility in fuel mix GHG reduction potential in the range of 2030% ref. to HFO (reduction is dependant on level of methane slip)

Challenge on methane slip, limited possibility to combustion process control Sensitive to gas quality (Methane Number) Possible for conversion of existing engines (extensive rebuilding)

Wrtsil 6L50DF
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Micro Pilot Dual Fuel concept (Wrtsil 32)

DF - fuel injector
Separate micro pilot injection - only 0,5 1,0% of fuel at full load Common rail - high injection pressure (>1000 bar) Central location of pilot sprays

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LNG fuel qualities variable composition

Worldwide LNG composition
LNG export terminals
Arun (Indonesia) Arzew (Algeria) Badak (Indonesia) Bintulu (Malaysia) Bonny (Nigeria) Das Island (Emirates) Lumut (Brunei) Point Fortin (Trinidad) Ras Laffan (Qatar) Skida (Algeria) Snhvit (Norway) Withnell (Australia)

C1
89,33 87,4 91,09 91,23 90,4 84,83 89,4 96,2 90,1 91,5 91,9 89,02

Typical LNG composition in volime % C2 C3 C4 C5+ N2 LHV[MJ/kg]

7,14 8,6 5,51 4,3 5,2 13,39 6,3 3,26 6,47 5,64 5,3 7,33 2,22 2,4 2,48 2,95 2,8 1,34 2,8 0,42 2,27 1,5 1,9 2,56 1,17 0,05 0,88 1,4 1,5 0,28 1,3 0,07 0,6 0,5 0,2 1,03 0,01 0,02 0 0 0,02 0 0,05 0,01 0,03 0,01 0 0 0,08 0,35 0,03 0,12 0,07 0,17 0,05 0,01 0,25 0,85 0,6 0,06 49,4 49,1 49,5 49,4 49,4 49,3 49,4 49,9 49,3 49 49,2 49,4

MN
70,7 72,3 72,9 70,4 69,5 71,2 69,5 87,4 73,8 77,3 78,3 70,6

Note the variation of Methane Number (MN) 87.4 69.5

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Lean Burn combustion (LBSI and DF)

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Exhaust emission - Natural gas vs. MDO

Sulphur emission is eliminated Particulate matters is close to zero CO2 is reduced by up to 30% (Due to unburned methane the net
reduction of GHG are in the range of 0% - 15%)

NOx is reduced by 80-90%

Source: Rolls-Royce Marine

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Performance lean burn vs. diesel

Rolls-Royce C26:33L9

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Direct injection high pressure engine

Multi-fuel capability (LNG-MDO-HFO) High pressure gas injection (300 -350 bar) 4-stoke and 2- stroke Maintain diesel engine performance No methane slip, GHG reduction in the range of 30% ref. to HFO Need NOx reduction techniques to meet IMO tier III Not sensitive to gas quality Pumping LNG to 350 bar and evaporate is simple and with low energy requirement Flexibility in fuel mix Suitable for conversion of existing engines (simple rebuilding)

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High Pressure Fuel Gas Supply System

Process flow diagram

NG Accumulator Cryogenic LNG tank HP Pump
PC PC

ME-GI Engine

8
M

LNG Vaporizer

Cool down & mini flow line

LNG Storage Tank

FGS System

Power plant

Source: B&W / Cryostar

LEE4/RSL

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26 LNG propelled ships in operation: - Ferries (15) - Offshore support vessels (5) - Coast guard vessels (3) - Product tanker (1) - LNG tanker (2) 15 LNG propelled ships under construction More than 40 LNG fuelled ships by 2012
45 40 35 30 25 20 15 10 5 0

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Propulsion system arrangements and fuel systems

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Gas consumption & NOx for variable versus fixed RPM

MJ/kWh propellercurve MJ/kWh 1000 rpm g/kWh NOx propellercurve NOx 1000 rpm

18

12

15

12

6 0% 20 % 40 % 60 % 80 %

0 100 %

Engine Pow er %
Rolls-Royce K-engine
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g/kWh NOx

MJ/kWh

LNG fuel system

The challenges are handling and storing LNG onboard: - Volume/space - Safety - Infrastructure
Vacuum isolated pressure storage tanks a volume factor 4-5 times of MDO/HFO
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Fuel capacity vs. installed power

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Rules and regulations - Gas fuelled ships

IMO Interim guidelines for gas fuelled ships - 2009
Different engine room arrangements ESD (Emergency Shut Down) protected engine room
Minimum two separate engine rooms Redundant systems Increased ventilation Gas detection Minimum of ignition sources

Inherently safe engine room

Ventilated double piping to engine No other special requirements for the engine room

IMO code in progress: International code for gas fuelled ships IGF - 2014
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Inherently safe engine room

Ventilated double wall piping

Gas dangerous area

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LNG in short sea shipping in Norway

Covering the long coast of Norway LNG source

Base load LNG to receiving

terminals Small scale LNG production plants (4) 10.000-300.000 ton / year

LNG distribution
Coastal tankers Trucks

Source: Gasnor

Regional terminals (~40) 100m3 6500m3 LNG

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LNG in short sea shipping in Norway

Production- Infrastructure bunkering- use

Small scale LNG production

Source: Skangass

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LNG in short sea shipping bunkering alternatives

Bunkering from trailer

Ship bunkering terminal, supply vessel

Ship bunkering terminal, ferry

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LNG bunkering logistics, future

Ship to ship
Necessary for large capacities Flexible (as todays MDO and HFO bunkering systems)

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Capital cost related to LNG fuel

Additional cost factor

Engines Fuel system Arrangement and structure Total

Car ferry
(5 MW/ 250m3LNG)

Platform supply vessel (PSV)

(8 MW / 200 m3LNG)

Ro-Ro
(5 MW / 450m3LNG)

~3% ~4-5% ~2-3% ~10%

~3% ~2-3% ~3-6% ~8-12%

~2% ~5-8% ~2-5% ~9-15%

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R&D challenges
Engines and systems
Part load efficiency optimization Methane slip reduction Fuel gas quality Cost reduction

Fuel handling and storage

Better storage tank solutions (space and cost) Improved fuel handling systems bunkering logistics Simpler and more robust fuel system design without reducing

safety (space and cost)

Commersial challenge:
Cost elements need more actors in the market
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Summary and conclusions

LNG is considered to be the most promising alternative marine fuel Using LNG as ship fuel, harmful exhaust emissions are reduced significantly LNG is available world wide in large scale, and can be further distributed to small scale fuel market. Norway has demonstrated that small scale LNG production and distribution is competitive as marine fuel Proven engine technologies are available for medium speed natural gas engines, and under development for slow speed 2-stroke engines Energy efficiency is equal and even better using LNG compared to MDO/HFO LNG fuelled engines are environmental friendly, and meet all the known emission requirements (IMO tier III), without exhaust gas cleaning Engine R&D challenges are related to part load efficiency, methane slip and variable gas composition (Methane number) The main challenges using LNG are availability and on-board fuel storage and handling systems. LNG storage and handling technology for ships are under further development to reduce space requirement and cost LNG fuelled ships require significant higher capital investment in fuel system typical 815% additional cost, which can be justified by lower operating costs (emissions and fuel)

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NOx < 2 g/kWh SOx ~ 0 PM ~ 0

Thank you for your attention !

Dag.Stenersen@marintek.sintef.no

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