cimac panel thursday all
TRANSCRIPT
“Fuels of the future –What will come next after HFO?”
Chair Nikolaos Kyrtatos NTUA Introduction
Engine Maker Kjeld Aabo MAN DIESEL&TURBO Trends in emissions regulations
Oil Industry Paul de Hoog SHELL Conventional & alternative fuels production
User / Operator Naoyuki Ohno NYK LINE LSF/MGO: modifications needed, issues
Research Institute
Per Magne Einang
MARINTEK Alternative fuels & power options, LNG
Engine Maker Mikael Troberg WÄRTSILÄ Engine issues with LSF, biofuels, gas…
User / Operator Jorn Kahle A.P. MØLLER Future fuels: Logistics, operation challenges
Panel : “Fuels of the future -What will come next after HFO?”
© MAN Diesel & Turbo < 1 >
Fuels of the Future –What will come next after HFO.
Kjeld AaboMarine Low Speed
Copenhagen
Trends in emission regulation
CIMAC 2010, Bergen
© MAN Diesel & Turbo < 2>
• Safety• Optimum engine layout• High efficiency/low fuel consumption• Low operation cost (MTBO)• Reliability/availability
• Exhaust gas emission considerationTodays driver of development
Marked demand to engine builders
© MAN Diesel & Turbo
IMO NOx Limit Curves Tier I, II & III
Tier I: (global)
Tier II: 2011 (global)
Tier III: 2016 (ECA’s)
- 20 %
- 80 %
1990-1999 enginesTier I
3
- 15 %
© MAN Diesel & Turbo
MEPC 57 Fuel-Sulfur Content Proposal
4
© MAN Diesel & Turbo
1. Singapore
5. South Korea, Busan
9. Germany, Hamburg
10. China, Qingdao
6. Netherl., Rotterdam
2. China, Shanghai
8. Taiwan, Kaohsiung
7. UAE, Dubai
3. China, Hong Kong
4. China, Shenzhen
Existing ECAs: Baltic Sea, North Sea
Planned ECAs: Coasts of USA, Hawaii and Canada (2012 )
Top Container Ports :
Discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015)
Most used trading routes
Emission TrendEmission Restricted Areas by IMO – ECAs in 07/2009
© MAN Diesel & Turbo
International ShippingSOx, NOx, CO2 and GHG Emission
IMO emission legislation, the big challenges for international shippingSOx: Regulation decidedNOx : Regulation decidedECAs: Not decidedCO2: Items discussedCO2: Design index EEDICO2: Operational Index EEOIMarket based instruments:Global bunker levy (tax)CO2 credits
6
GHG
CO2
NOx
SOx
© MAN Diesel & Turbo
Fuel cost versus CO2 emission
7
© MAN Diesel & Turbo
Low sulphur fuel
Use of low-sulphur crude oil, but limited availability Blending of fuels is a possibility, and is done today Desulphurisation of HFO
According to the major fuel companies :Much better investment to build high-efficient refineries that can produce more valuable products such as gasoline, diesel and LPG than to build desulphurisation plants for HFO.
© MAN Diesel & Turbo
MAN Investigation in Scrubber Technology
Objectives Participants Scrubber Goals Test results Ship test Ship test
Development and test of
scrubber for after-treatment
Clean Marine
MAN Diesel
PM trapping:
>90%
SOX removal:
>67%
PM trapping:
35%
80% (salts add.)
SOX removal:
73%
95% (salts add.)
M.V. Banasol
7S50MC-C
9MW
Development and test of
scrubber for after-treatment
Aalborg Industries
Alfa Laval
DFDS
MAN Diesel
PM trapping:
>75%
SOX removal:
>95%
PM trapping:
79%
SOX removal:
100% (NaOH)
Tor Ficaria
9L60MC-C
20MW
Development and test of
scrubber for after-treatment
and EGR
APM
MAN Diesel
PM trapping:
>75%
SOX removal:
>90%
PM trapping:
73%
SOX removal :
96% (NaOH)
Alexander
7S50MC
9MW
9
© MAN Diesel & Turbo10
Aalborg Industries & DFDSExhaust Gas Scrubber Retrofit Project
RO RO vessel M/V Tor Ficaria
•20MW MAN B&W two-stroke engine•Operating in SECA on MDO•Exhaust gas scrubber permits HFO operation•Expected payback time less than two years
© MAN Diesel & Turbo < 11>
Sources of Bio Fuel Renewable / vegetable Oil
Palm Oil
Castor Bean
Rape Seed
SoyaConsists of 40 – 50% usable Oil
© MAN Diesel & Turbo 12
Brake 7L35MC-S - CHP Plant
© MAN Diesel & Turbo < 13>
Bio fuels are a real alternative !
But you need a lot.
© MAN Diesel & Turbo
Container ShipsGas as fuel
14
LNG fuel supply system
Main Engine ME-GI
LNG tank HFO tank ( shown only for size comparison)
•IHI type B tanks low pressure tanks, BOR 0,2 %/day
•TGE type C tanks 4-9 barg pressure (up till 50 travelling days) BOR 0,21-0,23 %/day
Containment systems for LNGLNG fuel supply system
© MAN Diesel & Turbo
Components to be Modified:ME-GI Compared to a ME Engine
Exhaust receiver
Cylinder cover
Valve block
ELGI valve
Double wall gas pipes
FIVA
15
© MAN Diesel & Turbo 16
Selective Catalytic Reduction (SCR) Process
L/72695-0.0/0302 (2160/PZS)
Exhaust gasNO2
N2H O2
NO
NN
N N
N
N
N N
N
NN
N
O
O
OO
H
H
H
HH
H
HH
H
H
4NO + 4NH + O = 4N + 6H 03 2 2 26NO + 8NH = 7N + 12H O2 3 2 2
NH3
40% urea solution CO (NH ) 5(H O)2 2 2
.
© MAN Diesel & Turbo
EGR – Exhaust Gas RecirculationOngoing full scale test 7S50MC.
© MAN Diesel & Turbo
Future perspective of EGR integration in engine design: 7S50ME-B9
EGR Integration
© MAN Diesel & Turbo
Safety Investigations
HAZID / HAZOP Engine room explosion study
HAZID / HAZOP
Double Wall Piping
Engine Piping Vibrations
Gas Pressure fluctuations
Gas control simulation
Gas / Fuel injectors reliability
Item Date Owners Class Ship Yard Engine Builder Engine Designer Other Subsuppliers
HAZOP 2006 none DNV HHI HHI EMD MAN Diesel Burckhardt
HAZOP 2007 none DNV DSME Doosan MAN Diesel Burckhardt
HAZOP 2007 Nov. BG,APM,SHELL,YLNG,Q-GAS, Teekay,BP
ABS SHI Doosan MAN DIESEL Burckhardt
HAZOP 2009 Jan. EXXON MOBILE ABS DSME Doosan MAN DIESEL Cryostar Burckhardt
HAZOP 2009 Jan. BG ABS SHI Doosan MAN DIESEL Cryostar Burckhardt
fwd
Ventilation
© MAN Diesel & Turbo < 20 >
Natural Gas Supply and Demand
ME-GI for propulsion of LNG Carriers
Source: Exxon Mobile Energy Outlook 2030December 2009
© MAN Diesel & Turbo
30% Increase of LPG
production is expected
in 2013.
How will this affect the
LPG price?
LPG is a By-product of LNG Production, so LPG Production is not Driven by Demand
© MAN Diesel & Turbo
Diesel or Alternatives?
< 22 33366965.2010.05.04 (OG/LS)
Fuel cells
Nuclear power
Kite Power
Solar cells
Will take long time to develop , if ever.
Why is Diesel engines selected ?
High efficiency
Low cost fuel used, easy fuel access
High reliability and safety
Low investment cost
Our Diesel will Prevail for many years, with different fuels.
© MAN Diesel & Turbo < 23 >
ME-GI Development Plan
3336924.2010.04.28 (KEA/LSP)
© MAN Diesel & Turbo
Thank you for
your attention
Thank you for
your attention
CIMAC Bergen 2010
We believe that next important fuel in the marine marked, will be LNG and LPG.
Copyright of Shell Global Solution International BV. 1June 2010
Conventional & alternative liquid & gasfuel sources and production to 2030
CIMAC World Congress, Bergen 2010
Panel Session
Paul de Hoog
Shell Global Solutions International BV
Copyright of Shell Global Solution International BV. 2June 2010
Disclaimer statement
This presentation contains forward-looking statements concerning the financial condition, results of operations and businesses of Royal Dutch Shell. All statements other than statements of historical fact are, or may be deemed to be, forward-looking statements. Forward-looking statements are statements of future expectations that are based on management’s current expectations and assumptions and involve known and unknown risks and uncertainties that could cause actual results, performance or events to differ materially from those expressed or implied in these statements. Forward-looking statements include, among other things, statements concerning the potential exposure of Royal Dutch Shell to market risks and statements expressing management’s expectations, beliefs, estimates, forecasts, projections and assumptions. These forward-looking statements are identified by their use of terms and phrases such as ‘‘anticipate’’, ‘‘believe’’, ‘‘could’’, ‘‘estimate’’, ‘‘expect’’, ‘‘intend’’, ‘‘may’’, ‘‘plan’’, ‘‘objectives’’, ‘‘outlook’’, ‘‘probably’’, ‘‘project’’, ‘‘will’’, ‘‘seek’’, ‘‘target’’, ‘‘risks’’, ‘‘goals’’, ‘‘should’’ and similar terms and phrases. There are a number of factors that could affect the future operations of Royal Dutch Shell and could cause those results to differ materially from those expressed in theforward-looking statements included in this Report, including (without limitation): (a) price fluctuations in crude oil and natural gas; (b) changes in demand for the Group’s products; (c) currency fluctuations; (d) drilling and production results; (e) reserve estimates; (f) loss of market and industry competition; (g) environmental and physical risks; (h) risks associated with the identification of suitable potential acquisition properties and targets, and successful negotiation and completion of such transactions; (i) the risk of doing business in developing countries and countries subject to international sanctions; (j) legislative, fiscal and regulatory developments including potential litigation and regulatory effects arising from recategorisation of reserves;(k) economic and financial market conditions in various countries and regions; (l) political risks, project delay or advancement, approvals and cost estimates; and (m) changes in trading conditions. All forward-looking statements contained in this presentation are expressly qualified in their entirety by the cautionary statements contained or referred to in this section. Readers should not place undue reliance on forward-looking statements. Each forward-looking statement speaks only as of the date of this presentation. Neither Royal Dutch Shell nor any of its subsidiaries undertake any obligation to publicly update or revise any forward-looking statement as a result of new information, future events or other information. In light of these risks, results could differ materially from those stated, implied or inferred from the forward-looking statements contained in this document. The United States Securities and Exchange Commission (SEC) permits oil and gas companies, in their filings with the SEC, to disclose only proved reserves that a company has demonstrated by actual production or conclusive formation tests to be economically and legally producible under existing economic and operating conditions. We use certain terms in this presentation, such as “oil in place" that the SEC's guidelines strictly prohibit us from including in filings with the SEC. U.S. Investors are urged to consider closely the disclosure in our Form 20-F, File No 1-32575 and disclosure in our Forms 6-K file No, 1-32575, available on the SEC website www.sec.gov. You can also obtain these forms from the SEC by calling 1-800-SEC-0330.
- The Energy Challenge- Legislation will shape future marine fuels- How will the marine energy mix evolve?
Conventional & alternative liquid & gas fuel sources and production to 2030
Outline
3
Copyright of Shell Global Solution International BV. 4June 2010
THE ENERGY CHALLENGE WILL IMPACT MARINE FUELS
� Surge in energy demand
� Supply will struggle to keep pace
� Environmental stressesare increasing
Copyright of Shell Global Solution International BV. 5June 2010
COMPLEX ECONOMIC SIGNALS WILL HELP DEFINE MARINE FUEL EVOLUTION
Will new refinery projects and expansions be delayed to take advantage of an expectation of lower materials costs and to avoid periods where demand growth is low ?
Will Fuel Oil be converted to maximise middle distillate production ?
Will refinery capacity additions and current infrastructure capability outpace demand growth through to 2015 and beyond ?
5
Copyright of Shell Global Solution International BV. 6June 2010
REFINERIES NEED INVESTMENT LEADTIME
We could find that when 2020 arrives much of the refining infrastructure may look as it does today.
0 2 4 6 8 10 12 14 16
Projectimplementation
Turnaroundcycle
Time [years]
Feasibility& Scouting
Engineering&Construction
(see Benchmarking)Refineries operate 4-6 year Turnaround cycles
Minimum lead time for implementation of projects in multiple refineries
Copyright of Shell Global Solution International BV. 7June 2010
INCREASED FOCUS ON ENVIRONMENTAL CONSIDERATIONS
Climate change is the next big challenge for shipping
New designs & new practices required
There are no “silver bullets”
7
Copyright of Shell Global Solution International BV. 8June 20108
ENERGY DEMAND BY THE SHIPPING INDUSTRYTHE PATH TO THE FUTURE IS NOT STRAIGHTFORWARD
Reduced environmental impact
CatalysisCarbonCapture
?
Scrubbing
Exhaust Cleaning
Efficiency
Routing
Hulldesign
SchedulingEmissions
TradingLNG/CNG
Hi SulphurRFO
Lo SulphurRFO
Gen 1Bio
Gen 2Bio
Nuclear
Wind
Solar
LSGas oil
Hydrogen
Energy Source:
Engine design
Legislation and consensus
Copyright of Shell Global Solution International BV. 9June 2010
FUTURE ENERGY SOLUTIONS WILL DEPEND ON:
Legislation and incentives that encourages investment in technological solutions
Understanding how world energy demand will develop and how refiners will respond.
The shipping industry and stakeholders appetite to tackle environmental stress with a wide range of measures
1
1
Fuels of the Future- Challenges of NYK Line -
Naoyuki OhnoCorporate Officer Technical Headquarters NYK Line
CIMAC Congress 2010 Bergen, 17 June 2010
2
Contents
Creation of measures for
low-sulfur fuel
Total reduction of emissions- Not only SOx but also CO2 and NOx -
2
3
AssumptionsVessels should have the following:
Both residual fuel at global cap areas and distillate fuel at ECAs until 2020/2025.
Only distillate fuel in all sea areas after 2020/2025.
To establish proper operation procedures
To modify machinery specifications
4
MARPOL
EU, CARB 0.1%S
Low-sulfur-fuel Legislation
Distillate fuelGlobal cap after 2020/25
ECA after 2015
Residual fuelGlobal cap until 2020/25
ECA until 2015
Residual&
DistillateFuel
Phase 1 Phase 2
Global cap
3
5
Residual fuel Distillate fuel
MARPOL
Low-sulfur-fuel Legislation
Residual+
Distillate
Modify spec.
Retrofit
Newbuildings
New design
Phase 1 Phase 2Newbuildings
Global cap
Existing vessels
6
Outlines of Modification Existing vessels
Replace, retrofit and add on:
Pipelines, machinery, tanks, safety & protection devices and instruments, lubricating oils, etc.
Newbuildings
Modify and newly design:
Specifications of machinery, pipelines, arrangement and capacity of tanks, etc.
Additional cost
4
7
For increasing MGO consumption Increase capacity of MGO storage tanks (e.g. Modify existing HFO
storage-tank arrangement)
Separately arrange MGO transfer line to prevent contamination with HFO
Increase capacity of MGO service tank
For properties of MGO Replace/retrofit parts of existing oil pumps
Replace/retrofit boiler burning equipment and instruments
Add on chilling unit for MGO temperature control
Add on safety & protection devices and instruments (e.g., double-shut valves, double-flame detector of boiler)
Change grade of M/E cyl oil and/or G/E system oil
Main Points of Modification
8
G/E
HFOStor. Tk
M/E
MGOStor. Tk
Boiler
Pump
Burning Equipment
Additional MGO Stor.Tk
Cylinder oil
HTR
MGOServ. TK
Pump
Pump Pump
MGO CLR
New trans. line
Modification
HFO Serv. TK
System oil
Additional MGO stor. TK
Capacity up
Outlines of Modification for “Phase 1”
Return
5
9
G/E
MGOStor. Tk
M/E
MGOStor. Tk
Boiler
PumpAdditional
MGO Stor.Tk
MGOServ. TK
Pump
Pump Pump
MGOServ. TK
Outlines of Modification for “Phase 2”
Return
CLR
10
Impacts on Machinery- Caused by properties of MGO -
Low lubricity
- Sticking/wearing down of fuel-injection pump
Low viscosity
- Leakage from fuel-injection pump, oil-pump sealing
Low flashpoint and high volatility
- Risk of an outbreak of a fire
High detergency
- Clogging FO filter with sludge accumulated in pipelines
6
11
“Leakage from pump sealing”
“Serious damage to plunger”
Hard to find due to transparency
12
Correlation of Vis with HFRR*
200
250
300
350
400
450
500
550
600
650
0 1 2 3 4 5
Viscosity (cSt)
HFRR
(μm
)
- OEM recommendation – Less than 460µm (HFRR)
- New ISO 8217 – Less than 520µm (HFRR)
- Engine manuf. recommended Vis– More than 2 cSt @M/E inlet
Above 460µm(6 / 52 samples)
Data : 2010 JAN - APR
*HFRR : High Frequency Reciprocating Rig
7
13
Advantage of MGO Use Engine condition
Maintain combustion chamber of the engine in good condition
Less maintenance work and cost-savings
- Extension of MTBO
- Almost free of waste-oil treatment
- Simple machinery arrangement in the engine room
(HFO purifier, heating steam, waste-oil treatment, etc.)
14
Exhaust Gas Cleanup Technology- Scrubber as an alternative method -
Benefit
- Lower fuel cost compared with MGO
Concern
- Developing system
- Criteria of discharge water
- Extra space in the engine room
Expecting development of scrubberwhich will be matched for our needs.
8
15
Summary1, Proper operation procedures for changeover fuel should be
established.
2, MGO will be mainly used after 2020/25.
3, Machinery specifications should be modified.
4, Stable supply of MGO will be required. (300 mil tons/year?)
5, Modification cost, namely environmental cost, is an essential investment for the company.
6, MGO is partly an advantage for the engines.
7, Development of a practicable scrubber as an alternative method is expected.
8, Gas/dual fuel engines, and the infrastructure of LNG supply, as an alternative method, are also expected.
16Reduction of approximately 50%Reduction of approximately 50%
Ship DesignEnergy Savings
27%
EnginesEnergy Savings
16%
Prompt Handling of Cargo
Energy Savings
8%
Solar PowerGeneration
Energy Savings
1%
Ship Operation Improvement of
Energy Efficiency
5%
OtherEnergy Savings
1%
Total Reduction of Emissions- Not only SOx but also CO2 and NOx -
9
17
SOLAR PANEL
DC
POWER CONVERTER
DC ⇒ AC
AC
MAIN LINE (440VAC)
M/V Auriga Leader
Total Reduction of Emissions- Not only SOx but also CO2 and NOx -
Solar power generation
18
The NYK Group pioneered the development and application of the 6.6 kV AMP system at the port of Los Angeles, ahead of other companies.
Fixed or mobile
Total Reduction of Emissions- Not only SOx but also CO2 and NOx -
AMP: Alternative Maritime Power
10
19
The NYK Group has decided to equip all large container vessels w/ AMP.
This system and method can improve the harbor environment.
Total Reduction of Emissions- Not only SOx but also CO2 and NOx -
AMP: Alternative Maritime Power
20
- NYK Super Eco Ship 2030 -
Our concept ship of the future
Total Reduction of Emissions
11
21
- Load map for zero emission -Total Reduction of Emissions
22
Thank you for your kind attention.
The Earth is Our Home
Fuels of the future – what will come next after HFOFuels of the future – what will come next after HFOAlternative fuels and power sours options
Time span 2010 - 2030Time span 2010 - 2030
Per Magne EinangResearch Director
MARINTEKwww.marintek.com
MARINTEK 1
CIMAC Bergen 2010
Alternative fuelsLong list of alternative fuels:
Bio fuel (fame)( )GTL (synthetic diesel oil)DMEHydrogenGas (LNG, LPG)Gas (LNG, LPG)…
To make a difference the fuel have to be available world wideTo make a difference the fuel have to be available world wideand be economical viable
Based on that and the time frame in question, LNG isconsider to be the only alternative fuel to MGO and HFO
MARINTEK
consider to be the only alternative fuel to MGO and HFO
2
Large LNG terminals in Europe
MARINTEK 3
LNG distributionLNG distribution
Source: Gasnor
Existing ships for distribution of LNG in Norway Capacity of 7500 and 1100 m3 LNG
MARINTEK 4
Ship to ship LNG transferp p
LNG transfer by hoses
MARINTEK 5
Storage of LNG on board the ship
MARINTEK 6
LNG powered RoRo freight ship (gas only)Two ships under construction for delivery in 2011-12
Vacuum isolated pressure storage tanks – a factor 4-5 times HFO
MARINTEK 7
Tailor made LNG Fuel tank systemsStorage factor 2-3 times HFO
Anchor handlers Passenger ferries Container carriers
Ro-Ro vesselsOil TankersCruise ships
MARINTEK
...and many other sectors. Bespoke design. Under development now.
Power source options - LNGPower source options LNG
No obvious candidates to piston engines
Fuel cells? – could be possible as auxiliary power
MARINTEK 9
Gas engine concepts – 4 strokeGas engine concepts 4 stroke
Lean Burn spark ignited (gas only)Lean Burn spark ignited (gas only)Dual Fuel low pressure gas (5 bar)
Both can meet IMO tier III and have a significant potential forBoth can meet IMO tier III and have a significant potential forGHG reduction (methane slip must be reduced)
Dual Fuel high pressure gas (about 350 bar)Maintain diesel engine performance No methane slip NeedMaintain diesel engine performance. No methane slip. Need SCR for NOx reduction to meet IMO tier III
MARINTEK 10
Gas engine concept – 2 strokeGas engine concept 2 stroke
Dual Fuel high pressure gas (about 350 bar)Dual Fuel high pressure gas (about 350 bar)Maintain diesel engine performance.No methane slip, GHG reduction in the range of 30%No methane slip, GHG reduction in the range of 30%Need SCR for NOx reduction to meet IMO tier III
Pumping LNG to 350 bar and evaporate is simple and with low energy requirement
Flexibility in fuel mixy
MARINTEK 11
Is LNG economical competitive to HFO?Natural gas prices (including LNG) has been reduced the last two yearsdue to the introduction of shale gas in the US market
Due to that LNG has improved its competitiveness to HFO
For comparing fuel economy there two cost components forHFO to be considered:
Cost purchase the fuelCost for burning the fuel (levy, tax, operation of exhaust gas cleaning)
and than the big question; what will be the price HFO in the future?
LNG is competitive to HFO today in some areas and we believe that LNGwill improve its competitiveness in the actual time frame considered
MARINTEK
p p
12
Summing upSumming upLNG is available world wideSmall scale distribution by dedicated ships are availableStorage technology for ships are available and under further developmentGas engine technology is available for all types of piston
i t th i i i li it dengines, can meet the coming emissions limits and contributes to a net reduction of GHGLNG has the potential to be economical competitive toLNG has the potential to be economical competitive to HFO
MARINTEK 13
Cimac June 2010 / Mikael Troberg / Fuel impact June 2010 Cimac sw.pptx1 © Wärtsilä
Engine problems and solutions with: LSF, BIOFULES, GAS, DME
Author: Mikael TrobergWartsila Industrial operations / R&DDirector Testing and PerformanceWÄRTSILÄ CORPORATION
Agenda
Engine problems and solutions with:
• LSF• BIOFULES • BIOFULES • GAS• DME
LSF
• In general Wärtsilä engines are flexible for using of different fuel qualities
• Reported field problems related directly to low sulphur operation have not been recorded
Min. viscosity limits for Wärtsilä engine types before FIE:
Engine type Limit [cSt]
Wärtsilä 2 stroke engines 2,0Wärtsilä 2 stroke engines 2,0
Wärtsilä® 20 1,8
Wärtsilä® 26, 32, 38, 46CR, 46F 2,0
Wärtsilä® 46*), 64 2,8
Wärtsilä® 32DF (main and pilot fuel) 1,5
Wärtsilä® 34DF (main and pilot fuel) 2,0
Wärtsilä® 50DF (main fuel / pilot fuel) 2,8 / 2,0
*) Conventional FIE
Distillate fuel operation
• Low flash point: Safety Aspect, the flash point of < 60 °C
• Low viscosity: Leakage in the injection system and cavitations in fuel system
• Compatibility: Poor compatibility with heavy fuel can lead to:• clogging of fuel filters,• increased sludge amount• sticking of fuel injection pumps,• sticking of fuel injection pumps,• deposit formation on the engine components.
• Lubrication oil: 2 stroke engines with a high BN cylinder oil:
• Hard calcium carbonate deposits on the piston crown. • The deposits can be minimised by reducing the cylinder
oil feed rate to the lowest possible safe level.
Field experience, ultra low sulphur diesel fuel
Documented field experience (ULSD), example:
• W 12V32
• 17,500 service hours
• Sulphur content of ~ 10 – 50 mg/kg
• Standard stellite exhaust valves / valve seats designed for distillate fuel operation
Findings:
• No marks of exhaust valve / valve seat brinelling
• No claims about excessive wear in the fuel injection equipment• No claims about excessive wear in the fuel injection equipment
• Lubricity additives can be added if the specified limit value is exceeded.
• Lubricating oil BN recommendation: 10 – 15 mg KOH/g
Agenda
Engine problems and solutions with:
• LSF• BIOFULES• BIOFULES• GAS• DME
Liquid Bio Fuels
Liquid Bio Fuels (LBF)
• So far the experience exists from power plant applications only:– Crude Vegetable Oil– Bio Diesel
Conversion technology
Pressing
Hydrolysis -Fermentation
Pyrolysis
Pressing -Esterification
Oil Palm
Jatropha seed
Willow/poplar
Rape seed
Wheat
Maize
Potato
Crude Vegetable Oil
Bio Diesel
Bio-oil
Ethanol
DME
End FuelResources
Cro
psW
ood
Bio mass
Internal Combustion
engine
Fuel Cell Gasification
Combustion
Pine/Spruce
Waste fats/oils
Straw
Methanol
Bio Methane
Hydrogen
Digestion
Municipal waste
Woo
d R
esid
ues
Fuel Cell Vehicle
Electricity
Battery Vehicle
Train
HydroWindSolar
Marine
Unrefined Vegetable Oil
Refinery
Food industry
Liquid Bio Fuel Power Plant
Straight liquid bio fuel utilization
Refinery process
Refinery by-products
Refined oil
Power & Heat
Waste oil
Power Plant
• Production of fuel; our focus is to require as little refining as possible.
Comparison of fossil liquid fuels and liquid bio fu els
Distillate fuel
(MDO, MGO)
Heavy fuel Straight bio fuels
Biodiesel
Liquid bio fuels
Advantages Disadvantages+ No sulphur oxide emissions
+ Reduction in CO2 emissions
+ Lower particulate emissions
+ Bio diesel mixes well with petroleum diesel
- Slightly increased NOX’s
- Contains ~10% less energy than petroleumdiesel
- Variations in ash content
- High acid number (with some types)
11 © Wärtsilä 19 November 2007 (updated 14 October 2009) Liquid Bio Fuels in Marine Applications - Kai Juoperi11 © Wärtsilä 10 June 2010
diesel+ Good lubrication properties
- Water separate from bio diesel more difficult
- Solvent characteristics may degrade rubberand attack certain metals
- Can foster heightened microbial activity
- Not suitable for long term storage (Acidnumber increases, oxidation takes place)
- Cold flow properties can be a problem
Characteristics of vegetable oils
• Varying characteristics – Ash content
• Can vary significantly in different LBF qualities
• Influence on particulate emissions
– Viscosity is highly temperature dependant• Too cold temperature -> wax formation• Too high temperature -> polymerization
Palm Oil 22°C Palm Oil 60°C
• Too high temperature -> polymerization
– Phosphorus content• Influence on the lifetime of DeNOx &
OxiCat
– Acid number• Influence on fuel oil system wear & tear
Palm Stearin 22°C Palm Stearin 60°C
Mixing of liquid bio fuels and fossil fuels
Straight liquid bio fuel and heavy fuel:
• Straight LBF operating temperature is about 60 – 70 °C• HFO requires about 100 – 140 °C• Blending will mean that straight LBF fraction is heated to a higher
temperature than it should
Result: Risk of polymerization
Straight liquid bio fuel and distillate fuel:Straight liquid bio fuel and distillate fuel:
• LBF operating temperature is about 60 – 70 °C• MDO / MGO requires max. 45 °C temperature• Blending will mean that MDO / MGO fraction is heated to a higher
temperature than it should
Result: Risk of cavitation, since light fractions are evaporating / boiling
Agenda
Engine problems and solutions with:
• LSF• BIOFULES • BIOFULES • GAS• DME
Gas
Reported field problems on Wärtsilä gas engines have not been experiencedas the engine is optimized by choise of component material and lubricating oil for :
SG engines DF engines
15 © Wärtsilä 10 June 2010 Mikael Troberg NOx reduction technologies.pptx
Exhaust valve Stellit Stellit / Nimonic
Lubricating oil 4-7 TBN 4-7/10-20/30-55 TBN
Agenda
Engine problems and solutions with:
• LSF• BIOFULES • BIOFULES • GAS• DME
Dimethyl ether (DME)
� Properties:
� Explosion limit: 3,4 – 17%
� High cetane number: 55 – 60
� Energy content about half of diesel fuel (28,8 MJ/kg)
� Good combustion properties
� Viscosity: 0,19 cSt @ 25 °C, 0,17 cSt @ 40 °C
� Poor lubricity properties
17 © Wärtsilä
� Poor lubricity properties
� Corrosive
� Dissolves many rubber and plastic materials
� Liquefies at pretty low pressure
� Poor cold properties
� Sensitive for bacterial growth in fuel system
Dimethylether (DME)
� Manufacturing:
� Fischer-Tropsch process by utilizing methane, black lye, biomass or coal
� Synthetic fuel: Manufacturing decreases energy balance
� Emissions:
� Higher NOx than with fossil fuels
� No particulate emissions
� No SOx emissions
18 © Wärtsilä
� No SOx emissions
� Bio diesel and fossil fuels:
� Bio diesel and fossil diesel fuels (MDO / MGO) are considered to be
compatible
� If bio diesel is mixed with heavy fuel, precipitation of asphaltenes can take
place in case heavy fuel’s stability reserve is low -> compatibility test needed
Thank You!
"Fuels of the future - What will come next after HFO"
Time span 2010-2030
Presented at CIMAC Congress 2010. Bergen.
By Jørn Kahle. Maersk Maritime Technology
Slide no. 2
What will come next after HFO
2010-2030
Future fuels. LSF and alternatives
Slide no. 3
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel LSFO (1,0 % S) is fuel produced from sweet crude.
PRO’s • There will be enough LSFO in the market to cover the increased demand toward 2015.
• Coping with environmental constraints. • Sulphur, • NOx (engine design)
• No imidiate investments required
CON’s • LSFO not in 0,1% S version• Extra requirements 2015-2020 (approx 20 mill tons per year) cannot be covered by LSFO. Will have to covered by MGO.
LogisticsOperation challengesOpportunities
• Limited logistic and operational challenges
Future fuels. LSF and alternatives
Slide no. 4
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel MGO (0,1% S) is fuel supplied from the general distillate pool.
PRO’s • Coping with environmental constraints. • Sulphur, • NOx (engine design)
• No imidiate investments required • Only minor operational issue expected
CON’s • With current split. The extra cost for the shipping industry would be in the order of 50.000.000.000 USD per year from 2020 onwards. (+200 USD/tons)
LogisticsOperation challengesOpportunities
• Limited logistic and operational challenge• Can MGO be produced cheaper with new yet undiscovered technology?
Future fuels. LSF and alternatives
Slide no. 5
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel LNG. Liquefied Natural Gas.Some view LNG as the “bridge fuel” to a future non fossil fuel society.
PRO’s • Clean fuel. Coping with most environmental constraints.
• Sulphur, • NOx (engine design), future particulate matter.• Lower CO2
• Fuel flexible engine tech. available.
CON’s • CH4 slip (GHG factor 20 higher than CO2)• Space requirement (3X HFO) • Efficiency. Well to funnel.
LogisticsOperation challengesOpportunities
• Need for infrastructure.• Safety issues (high pressure gas injection)• Bunker process
Future fuels. LSF and alternatives
Slide no. 6
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel FAME: Fatty Acid Methyl Esther.FAME is today used by the oil industry asblending component in automotive diesel. FAME is today produced from vegetable oils like rape seed and palm oil.
PRO’s • ”Drop-in” quality. Currently used in AGO.• Low sulphur• High lubricity• Low CO2
• Potentially produced from algae
CON’s • Sustainability • Availability, • Price,
LogisticsOperation challengesOpportunities
• Limited logistic challenge• Storage stability Equipment impact • NOx, Particulate matter ?
Future fuels. LSF and alternatives
Slide no. 7
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel CTL: Coal to LiquidGTL: Gas to LiquidHVO: Hydrogenated Vegetable OilBMTL: BioMass to LiquidHydrocarbon synthesized by Fischer-Tropsch. Resembles fossil fuel.
PRO’s • Proven Technology• ”Drop-in” quality• Low sulphur • High cetane number• Lower CO2 for some of the products
CON’s • Cost• Efficiency. Well to funnel?
LogisticsOperation challengesOpportunities
• Limited logistic and operational challenges• NOx, Particulate matter
Future fuels. LSF and alternatives
Slide no. 8
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel Nuclear power as propulsion for commercial vessels has been parked in the doghouse for decades. The technology however is fully developed for warships.
PRO’s • Clean• No emissions• No infrastructure needed• Technology fully developed
CON’s • Nuclear waste• Safety• Security• Cost
LogisticsOperation challengesOpportunities
• Political environment
Future fuels. LSF and alternatives
Slide no. 9
• LSFO
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
• Wind/Solar
Fuel Sails. Flettner rotorsSolar panels.
PRO’s • Clean• No emissions• No new infrastructure required
CON’s • Cost• Capacity• Reliability
LogisticsOperation challengesOpportunities
• Technology breakthrough?
Future fuels. LSF and alternatives
Slide no. 10
What will come next after HFO
2010-2030
The most obvious answer:
HFOWith NOx reduction. EGR, SCR or water injection
With SOx scrubber. Wet or dry. Open or closed loop
And an emerging patchwork of the other alternatives