future energy mixture on offshore vessels a look …• better than fossil on nox, particulates •...
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FUTURE ENERGY MIXTURE ON OFFSHORE VESSELS – A LOOK INTO THE BIGGER PICTURE
Anders Valland
Maritime Energy Systems, E&T, SINTEF Ocean
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SINTEF OCEAN
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We aim to strengthen
our position as a world-
leader in the fields of
marine technology and
biomarine research
3
«
»
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Our role
Innovation
Develop new technology and knowledge
Contract research
R&D-partner to industry and government
Laboratories and software
Testing, development and verification
Sustainable development
Deliver environmentally friendly solutions
New ventures
Create new products and spin-offs
Social mission
Knowledge to social debate and politics
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Research for ocean industries
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Process industry
Aquaculture
Fisheries
Bio marine resources Oil and gasMaritime
Environmentaltechnology
Offshore wind
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Ocean laboratory
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World leading laboratories
Robot laboratory
Towing tank
Full scale aquaculture site Construction lab
Plankton centre Oil laboratory
Hybridlab
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A perspective…Energy Transitions Commission (ETC), Nov 2018: www.energy-transitions.org
BAU –business as usual
scenario
• Shipping today consumes 250 million tons of fuel
annually
• 75 % of consumption is residual HFO
• 23 % of consumption is distillate (diesel)
• 2 % is LNG and other
• World total oil production is 4000 million
tonsHFO75%
Distillates23%
LNG and others2%
250 mtoe annual consumption
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Global shipping represents 10-15% oflocal air pollution
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Local airpollution:
• Sulphurous oxides (SOx)
• Nitrous oxides (NOx)
• Carbonmonoxide (CO)
• Non-combusted fuel
(UHC)
• Particulates, soot
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Our challenge: How to reduceemissions from the biggest ships?
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Large vessels = 78% emissions
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NORWEGIAN CENTRE FOR IMPROVED ENERGY EFFICIENCYAND REDUCED HARMFUL EMISSIONS FROM SHIP
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Hybrid Power Laboratory. Photo: NTNU.
Energy and Machinery Laboratory. Photo: NTNU/Sintef Ocean
Energy and Machinery Laboratory.
ENERGY AND MACHINERY LABORATORYFull scale medium speed piston engines, complete hybrid propulsion system with batteries for energy storage and combustion rig for ignition and combustion studies.
HYBRID POWERLABORATORYPower and simulation lab for educational and research purposes. It enables the testing of novel marine power plants.
FUEL & HYDROGEN LABORATORYUnder development
Energy and Machinery Laboratory. Photo: NTNU/Sintef Ocean
COMBUSTION RIG Combustion rig for ignition and combustion studies.
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Research areas
Main goals
➢ Strengthen the
competitiveness of the
Norwegian maritime industry
➢ Improve energy efficiency
➢ Reduce harmful emissions
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DESIGN, EQUIPMENT, SYSTEMS
INDUSTRY STAKEHOLDERS
SHIP OPERATORS
RESEARCH ORGANISATIONS
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State-of-the-art technologies, measures and potential for reduction of GHG from global shipping
Literature review by Evert A. Bouman, Elizabeth Lindstad, Agathe Rialland, Anders H. Strømman, Transportation Research Part D, 2017
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14 May 2019
Energy Transitions Commission (ETC), Nov 2018: www.energy-transitions.org
TEC
HN
OLO
GY
AP
PLI
CA
BIL
ITY
/AV
AIL
AB
ILIT
Y O
VER
TIM
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SFI Smart Maritime working hypothesis
3 MAIN ROUTES FOR EMISSION REDUCTION
25% cuts
25% cuts
25% cuts
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SFI Smart Maritime 2019- 2023 – finding solutions
Low-emission DeepSea vesselAutonomous Road Ferry Zero emissions cruise vessel
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THE FUEL MENU - FUEL ENERGY DENSITIESTRADITIONAL FUELS HAVE HIGHEST DENSITY AND LOWEST ENERGY LOSSES IN PRODUCTION
MDO
HFO
LNG
LPG
Methanol
Biodiesel
Paraffin
Propane
Butane
Ethanol
H2(300 bar)
H2(700 bar)
LH2
0.0
2.0
4.0
6.0
8.0
10.0
12.0
0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0
kWh
/l
kWh/kg
Energy density, fuels
Ammonia
Lithium battery
Vo
lum
etri
cen
ergy
de
nsi
ty
Gravimetric energy density
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FUEL AVAILABILITY TODAY VS. ENERGY CONSUMPTION IN SHIPPING
Source: DNV
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There are no zero GHG fuels on a Well to wake basis (work in progress)
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• Batteries
• Low energy density, high weight
• Bigger batteries -> higher charging power
• Hydrogen
• Energy intensive production
• Low energy density, high weight
• Explosive
• No existing infrastructure or value chain
• Very limited availability
• Ammonia
• Acceptable energy density
• Toxic >500 ppm, unpleasant >10 ppm
• Limited availability
• Biogas
• Drop-in replacement for natural gas
• Existing infrastructure
• Limited availability and high price
• Biodiesel
• Better than fossil on NOx, particulates
• 1- and 2. generation controversial, uncertain GHG
performance
• 3.generation very low availability
• Synthetic fuels (generally)
• Promising combustion properties
• Availability and cost
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What can replace fossil fuels in maritime transport?
Infrastructure challenges Infrastructure exists
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Example: AHTS, diesel vs H2 vs batteries
• Installed power 2x 2MW
• 1260 DWT
• Normal range: 28 days
• Normal fuel consumption: 12 tons/day –
56 MWh/day
• Diesel fuel carried: 336 tons
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Same amount of
energy carried, %
of DWT
Diesel 25%
Hydrogen 60%
Batteries 550%
Range with same %
DWT energy
carried
Diesel 28 days
Hydrogen 12 days
Batteries 1,3 days
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WTW emissions comparison of fuels
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Exh.
Air and Gas
Intake
Compression of
Gas/Air Mixture
Exh.
Injection of Pilot Fuel
Ignition
Exh.
Methane slip: Low Pressure Dual Fuel gas engine concept
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No methane slip: 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
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Thinkstep versus SINTEF
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Multifuel engines
• Basic configuration based on diesel process
• In principle, any fuel can be used
• Proven concept, high reliability
• Proven capability for maritime power requirements
• High thermal efficiency• 4-stroke >48%
• 2-stroke >50%
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Focus on energy efficiency
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Saving potential:
• Hull shape & dimensions, propulsors,
machinery size and configuration
• Maximized utilization of onboard heat
processes
• Foil technologies, regenerative propellers
• Air lubrication
• Circular resource economy (waste handling)
Production potential
• Solar panels
• Foil technologies
• Wind technology
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Focus on human performance
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Saving potential:
• Energy efficiency: 10-15 percent by increased
competence and best practice
• Norwegian ferry company demonstrated up
to 40% difference in energy use between
crews
• Norwegian Crew Training Centre, Manila,
reports potential savings up to 15% on single
voyage
• Decision support systems
• Increasing complexity in onboard energy
systems
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Teknologi for et bedre samfunn