maritime dnvgl technology week 2016 update on … · update on alternative maritime fuels 1 ......
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DNV GL ©
Ungraded
31 October 2016 SAFER, SMARTER, GREENER DNV GL ©
Ungraded
31 October 2016
Anthony Teo
MARITIME
Update on Alternative Maritime fuels
1
DNVGL Technology Week 2016
2016-02-16 DNV GL internal use only
DNV GL ©
Ungraded
31 October 2016
2
Update on Alternative Maritime fuels
When
31st Oct , 2016 from 9 a.m. to 12:00pm
Who should attend
Naval architects, marine engineers and technical managers seeking
knowledge and guidance in the design, construction, operation of
alternative maritime fuels.
Main Content
The background and drivers for the use of Alternative Maritime fuels- LNG , Methanol, LPG, Fuel Cell, Battery and Hybrid.
Safety challenges, risks and hazards associated
Overview on applicable regulations and rules
Adaptation of alternative fuel on vessel design concepts and case studies
Identification of critical operations
Hand-outs
Key selected seminar material / slides
Main Lecturers
Anthony Teo Tse Yen , LNG and Technology Business Development Manager.
DNV GL ©
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31 October 2016
Agenda
1. Background and drivers
2. Overview on applicable regulations and rules
3. Safety challenges, risks and hazards associated - LNG , Methanol, LPG, Fuel
Cell, Battery and Hybrid.
4. Adaptation of alternative fuel on vessel design concepts and case studies
5. Identification of critical operations
2016-02-16 DNV GL internal use only
3
DNV GL ©
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31 October 2016
The drivers for alternative fuels in shipping are interlinked
4
Fuel prices
More stringent environmental regulations
Availability of new energy sources
Stakeholder pressure to manage
environmental and climate risks
DNV GL ©
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31 October 2016
Legislation supports the use of clean fuels - Possible developments towards 2030 -
5
2016
NOx tier III for new builds in North
America
2015 2018 2030
EEDI phase 4
2025 2020
Additional ECAs established
Operational requirements on
CO2
HK Recycling convention ratified
Adopted
Possible
Global CO2 monitoring, reporting
and verification
0.1% ECA sulphur limit
EU CO2 monitoring, reporting and verification
Ballast Water Convention - entry
into force
BC, noise, bio-fouling and VOC
regulation
EEDI phase 1 EEDI phase 2
EEDI phase 3
0.5% global sulphur cap
EU Recycling Regulation
EU 0.5% sulphur cap
US BW requirements
0.5% global sulphur cap
DNV GL internal use only
MEPC70- IMO
rules in favour
of 0.5%
sulphur cap by
2020 http://www4.dnvgl.com/e/62522/paper-global-sulphur-cap-2020/34xc6r/266621616
DNV GL ©
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31 October 2016
Emission control areas for Shipping & Offshore (?)
2016-02-16 DNV GL internal use only
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US Offshore ? 2016-03-17- Bureau Ocean Energy Management (BOEM) propose updates 36 yr regulations air quality …reduction of Voliatile Organic Compounds (VOCs), Nitrogen Oxide (Nox), Sulfer Oxide (Sox), Carbon Monoxide (CO) and Particulate matter (PM) Emissions).
DNV GL ©
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31 October 2016
Compliance: Options to comply with SOx AND Nox
Tier III NOx SCR EGR
Wärtsilä RT-flex DF
MAN ME-GI+small EGR
MAN ME-GI+small SCR
Low
Sox
Low sulphur
fuels
HFO+Scrubber
LNG
DNV GL ©
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31 October 2016
Investments in scrubbers are higher in total numbers but LNG fuel is the most frequent choice for newbuilds
8
*Number of ships are shown. Number of scrubber units are higher.
Updated 10 October 2016 Excluding LNG carriers and inland waterway vessels
Others Bulk ship Gas carrier PSV Tankers Containership
GeneralCargo
Ro-Ro Cruise/Ferry Total0
20
40
60
80
100
120
140
160
180
200
220
240
260
280
300
320
340
3601 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
Nu
mb
er
of
ship
s
LNG retrofit
LNG newbuild
Scrubber retrofit
Scrubber newbuild
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Different types of EGCs
9
Types of EGCs
Wet Dry
Open loop Close loop Hybrid
Single stream
Multi stream
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Traditional
fuel
HFO
MDO
MGO
Realistic
alternatives
LNG
ULHFO/Hybrid
fuels
Methanol
LPG
Fully electric
Future options
Hydrogen
Gas to liquids (GTL)
Compressed natural gas
(CNG)
Wind
Solar
Ethanol
Vegetable oil
Biogas
Nuclear
Alternative
fuels
[NEWS
2015]
The first
electric car
and
passenger
ferry in the
world,
Ampere,
goes into
operation
February
2015.
Alternative fuels - Trends
DNV GL ©
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31 October 2016
Key Considerations
11
Physical & Chemical Characteristics
Production, Availability & Cost
Applications & Current Status
Safety Considerations
Emissions & Environmental Impact
DNV GL ©
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31 October 2016
Alternative fuels - parameters
12
Source: MAN
Fuel type LNG Ethane Methanol LPG
Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg
Specific Gravity 0.42 0.55 0.80 0.58
Volume factor
(ref. MDO) 1.83 1.47 2.40 1.44
FGSS cost 15 MW
2.5 mill.USD 2.8 mill.USD 0.41 mill.USD 0.90 mill.USD
Availability + - + +++
Engine price +20 % + 20% +30% +30%
Fuel Price (ref. MGO)
++ +++ + ++
DNV GL ©
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31 October 2016
Sustainability and cost of alternative fuels
Well-to-Propeller GHG Emissions relative to LS diesel
14
Source: DNV R&I
DNV GL ©
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31 October 2016
DNV GL Class rules for alternative fuels
15
LFL Fuelled Ship Installations
LFL Fuelled Ship Installations
Gas Fuelled Ship Installations
Main Class
Battery Power
Fuel Cell Installations
Marine diesel oil
Heavy fuel oil
Low sulphur diesel
LNG
LPG
CNG
Methanol
Ethanol
FT Diesel
Rapeseed oil
Biodiesel
Biogas
DME
Liquefied hydrogen
Low flashpoint oil fuels
LNG
Hydrogen
DNV GL ©
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31 October 2016
LNG
16
DNV GL ©
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31 October 2016
17
LNG offers environmental performance superior to any other feasible marine fuel
LNG Fuel:
Clean burning engines
No fuel heating
No Separators
Less filtration
Less oil pollution risk
Lower fuel cost
Attractive payback
Simplicity and proven
technology
SOx: 100 % NOx: 80 to 90%
CO2: 20 to 25% PM: 100 %
DNV GL ©
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31 October 2016
Current price development (last prices Sept 2016)
DNV GL internal use only
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DNV GL ©
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31 October 2016
LNG as a fuel for ships - the rules and regulations
2000 2001 first DNV Class rules for gas fuelled ships
2004 NMD proposal to develop the IMO IGF Code
2010 IMO MSC.285(86) issued
DNV GL RP-G105: Recommended Practice for the development and operation of LNG bunker facilities (published Nov 2013, updated in Oct 2015)
IMO IGF-Code: International Code of safety for ships using Gases or other low-flashpoint Fuels (adopted by MSC 95 on 12th of June 2015, in force January 2017)
ISO TS 18683, Jan 2015: ISO Guidelines for systems and installations for supply of LNG as fuel to ships
DNV GL rules for LNG bunker ships (June 2015)
DNV GL class notation on GAS READY(June 2015)
2014:LNG Fuel Solutions Groups (Houston, Oslo, Hamburg, Dubai, Singapore, Shanghai)
2015
Courtesy: Fjordline
DNV GL ©
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USCG Regulations
USCG CG-521 Policy Letter 01-12 - Design of LNG Fuelled Vessel
USCG CG-OES Policy Letter 01-15 - LNG Bunkering Operation & Training
USCG CG-OES Policy Letter 02-15 – LNG Bunkering Facilities
USCG CG-ENG Policy Letter 02-15 – Design for Barges carrying LNG
20
DNV GL © 2015
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31 October 2016
There are currently 179 confirmed LNG ship fuel projects
21
Additional orders beyond 2018 are confirmed Updated 10 October 2016 Excluding LNG carriers and inland waterway vessels
1 1 1 3 3 3 4 8 9 1521
25
35
45
56
75
86 86 860
34
58
79
0
20
40
60
80
100
120
140
160
180
200
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
Num
ber
of ship
s
Year of delivery
Ships in operation Ships on order
DNV GL © 2015
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31 October 2016
LNG uptake by vessel segment
22
Updated 10 October 2016 Excluding LNG carriers and inland waterway vessels
0
28
2
84
14 4
19
3 2
72
34
14
13
9
11
1
11
6
53
6
6
0
5
10
15
20
25
30
35
40
45
Bu
lk s
hip
Car
car
rier
Car
/pas
sen
ger
ferr
y
Co
nta
iner
sh
ip
Cru
ise
ship
Gas
car
rier
Gen
eral
Car
go
HSL
C
Oil/
chem
ical
tan
ker
Pat
rol v
esse
l
PSV
Ro
Pax
Ro
-Ro
Tug
Spec
ializ
ed v
esse
l
In operation On order
DNV GL © 2015
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31 October 2016
DNV GL – trusted partner for LNG fuel projects
23
Updated 10 October 2016 Excluding LNG carriers and inland waterway vessels
0 20 40 60 80 100
Not decided
KR
NK
CCS
RINA
LR
ABS
BV
DNV GL
Cla
ss s
ocie
ty
LNG fuelled fleet by class society
In operation
On order
DNV GL © 2015
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31 October 2016
Area of operation of LNG fuelled vessels
24
Updated 10 October 2016 Excluding LNG carriers and inland waterway vessels
8
40
20
41
20
Operating area of the 93 ships in the confirmed orderbook
Norway
Europe
America
Asia & Pacific
Middle East
Global55
13
8
60 4
Operating area of the 86 ships in operation
Norway
Europe
America
Asia & Pacific
Middle East
Global
DNV GL © 2015
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31 October 2016
All engine concepts are in use for ship propulsion
25
Updated 10 October 2016 Excluding LNG carriers and inland waterway vessels
31 %
50 %
18 %
1 %
Gas engine technology - ships in operation
Gas
DF
Gas+Diesel
Other
4 %
94 %
0 %2 %
Gas engine technology - confirmed orderbook
Gas
DF
Gas+Diesel
Other
DNV GL © 2015
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LNG as fuel market status - Offshore
26
2016-02-16 DNV GL internal use only
Delivery - Q4 2018
2013 - DNVGL carried out LNG Ready Study - Phase 1 for Heerema Marine Contractors
• The largest dual-fuel semi-submersible crane vessel in the world.
• Length of 220 metres, width of 102 metres and displacement of 273,700 MT,
• Twin Huisman heavy-lifting offshore cranes of 10,000 MT lifting capacity each.
• 8 vertical , TGE IMO -C type LNG Tanks, and four parallel fuel gas processing trains. The tanks are to have capacity for 1,000 m3 each ( > 2 million gallon total).
• 12 MAN Diesel & Turbo -8L51/60DF four-stroke dual fuel engines –generating 96 megawatts.
DNV GL © 2014
Ungraded
31 October 2016
Engine room arrangements – Gas safe configuration
All pipe lines should be fully enclosed gas tight
double gas pipes in engine room, all the way to
the combustion chamber
The double pipes should have ventilation
extraction type of 30 air changes and gas
detection or inert gas filled with pressure
monitoring (same as IGC code for gas tankers)
Ventilation air to double pipes may be accepted
from engine room for low pressure installations
only (below 10 bar gas supply)
– Triggers requirement for gas detection in
engine room, but automatic shut down is not
required
Valves before engine (“gas train” / “gas valve
unit”/ “gas regulating unit”) normally:
– Located in separate room before or inside
engine room or
– Gas tight enclosure considered part of the
double pipe
27
DNV GL © 2014
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31 October 2016
Overview of different LNG tank types
28
DNV GL © 2014
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31 October 2016
Space for Tank
For the same energy input, LNG needs 1.7 times more storage volume
For Type C tanks with access and insulation, space needed is 3 to 4 times more.
29
Conversion Challenges: Space is needed:
o EASY: for Oil/Chem Tankers, RoRo Pax Ferries,
o SACRIFICE: Cargo space for Bulk, Container,
o CHALLENGE: for Small boats i.e.Tugs, OSVs
o Retrofits: Tanks generally on deck
DNV GL © 2014
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31 October 2016
Tank locations , Safety distance from LNG tank to ship side
Safety distance between side plating and LNG
tank – protection against mechanical damage.
LNG storage tank should be an independent
tank. It can be located on an open deck or
enclosed space with max working pressure of
10 bar
Tank below deck to be protected from adjacent
machinery spaces or other high fire risk areas
by cofferdam and class A-60 insulation
Tank on open deck to be protected by water
spray from external fire, and mechanical
protection depending on operations around it
If possible, the access to tank connection
space should be directed from open deck or an
air lock arrangement should be provided
between tank room and surrounding areas
The tank connection space entrance should be
arranged with a sill height of at least 300 mm
30
DNV GL © 2014
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31 October 2016
Risk of LNG Bunkering in a “Nutshell”
4 Types of LNG Bunkering
3 Functional Requirements
3 Layers of Defence
Compatible Safety Management System
Competence Development
Risk Management
Safe Design & Operation
Safety Management System
Risk Management
31
Consequenses
low high
Lik
elih
oo
d
hig
h
low
RISK MATRX
Deterministic
QRA
http://www.marad.dot.gov/documents/DNVLNGBunkeringStudy3Sep14.pd
f
DNV GL © 2014
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31 October 2016
DNV GL © 2014
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31 October 2016
LNGi keeps you on top of the development of LNG bunkering for ships
33
Map with LNG bunkering infrastructure
with detailed project data
Heat map and vessel positions of LNG
fuelled fleet operating area using AIS
Detailed statistics of LNG fuelled
fleet development
Scrubber + alternative fuels overview
LNG related studies and publications
LNGi
Heat map Vessel information from AIS plot
The heat map and vessel positions are based on AIS data from
01.03.2016-11.03.2016
DNV GL © 2014
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31 October 2016
Growing number of Bunkering Ports
34
Existing ECAs Upcoming ECAs?
1. Green – In operation 2. Light blue – under discussion 3. Dark blue- Decided
DNV GL © 2014
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31 October 2016
57 LNG supply locations for ships worldwide today, and many more decided and planned*
35
Updated 10 October 2016
*There may be several bunkering facilities/modes for one location. The count includes local storages, bunker ship loading facilities and truck
loading facilities. Locations where LNG fuelled ships can be bunkered by truck or by ship is not counted.
DNV GL © 2014
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31 October 2016
AIS data from LNGi shows that LNG fuelled ships are already covering a large area
36
The heat map is based on the LNG fuelled fleet’s AIS positions from 25.05.2016-31.05.2016
DNV GL © 2014
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31 October 2016
LNGi members – Contributing to the uptake of LNG as ship fuel
Carnival Cruises
Caterpillar
ENGIE
GTT
MAN
MPA Singapore
Oil major
Rolls Royce
SGMF
Shell
Shipowner
Skangas
UASC
Wärtsilä
WinGD
37
DNV GL © 2014
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31 October 2016
LNG Bunkering on location –Hard Arm solution
DNV GL © 2014
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31 October 2016
LNG Bunkering on location –Portable Tanks solution
IGF Portable C type tanks
Capacity- 59.6 m3 each
Tanks Roll on via Trucks
“Plugged and play” to onboard fuel
system
MAK Duel Fuelled (8M46 DF ME- 7,200
KW) 6M34 DF auxiliaries)
Roro Ferry – 181m x 26m X
8.9m
Range 240 km ( Tasmania)
Speed- 20.5 knots
Delivery- Q3 2016 FSG)
DNV GL © 2014
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31 October 2016
Bunkering arrangement and piping
40
Release of gas during bunkering is not accepted
- For pressure tanks, pressure is kept down by using of sequential operation with bunkering to bottom line and spraying from top
- Only gas released at purging of bunkering lines at end of bunkering (no liquid left, only gas)
- Gas return system will be necessary for atmospheric tanks
Procedures have to be submitted for Class approval
From a safety perspective, bunkering can be the most challenging part of LNG operation
Gas pipes passing through enclosed spaces should be closed in a duct or double wall pipe construction. The pipes should not be located less than 800 mm from ship’s side.
DNV GL ©
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31 October 2016
Gas Ready Notation Options
Symbol Scope
D Design complies with DNV.GL Rules
S Structural reinforcements for tank & adjacent material temp.
T Fuel containment system installed
P Prepared for Pipe routing, Bunker station, GVU, Gas prep. space
MEc Main engines can be converted to DF
MEi Main engines can be operated on gas fuel
AEc Aux. engines can be converted to DF
AEi Aux. engines can be operated on gas fuel
B Boilers installed can operate on gas fuel
Misc Additional systems and equipment installed from NB stage
41
DNV GL ©
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31 October 2016
Summary- LNG as Fuel
2016-02-16 DNV GL internal use only
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DNV GL ©
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31 October 2016
DNV GL believe that LNG will become a major fuel
43
Partnerships and close cooperation is vital for commercial projects to succeed in this early phase
The (commercial) risk of choosing LNG is still perceived high – but what is the risk of not considering LNG as a fuel?
LNG as a fuel must be seriously considered for all new builds
LNG as a fuel is now a proven and available solution and potential to be the most relevant fuel for environmental sustainable shipping
The barriers to using LNG as fuel are being dismantled.
DNV GL ©
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31 October 2016
Methanol- CH3OH
44
DNV GL ©
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31 October 2016
Methanol: Properties
Low flash point liquid = 12 degree C (LNG = -188 degree C)
– Liquid at room temperature but has tendency to evaporate above flash point.
Methanol vapour is more dense than air
Self ignition point = + 465 degree C (LNG = 595 degree C)
Toxic when it comes into contact with the skin or when inhaled or ingested
Density about 0.78 t/m3
Low risk IMO class III chemical, can be carried on easiest chemical carriers/ no
need for double hull (at present).
Heat value about 50% of LNG = need twice as much volume!
45
DNV GL ©
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31 October 2016
Methanol: Production
Primary source- Natural gas
(Steam reformation)
– “By-product” of LNG
production(!?)
Secondary source- bio mass/ fuels
– Waste product during paper production
– CHALLENGE: Volumes are very limited, not
allowing for large scale use
Third source- Hydrogen & CO2 (Synthesis)
– CHALLENGE: Very energy demanding
process, creating high productions costs
unless electricity is “for free”
46
Copyright: Stena Line
DNV GL ©
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31 October 2016
Sustainability and cost of alternative fuels
Well-to-Propeller GHG Emissions relative to LS diesel
47
Source: DNV R&I GHGs - Greenhouse gases : CO2, CH4, and N2O
DNV GL ©
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31 October 2016
Methanol: Availability
World-wide production volume about 80 million t p.a.
– Today’s trade volume about 50 – 55 Mt
– Remaining volume “tailor –made” for large-scale customers
Infrastructure
– Significant less costs for storage
and distribution
– Can be carried in ordinary
product tankers
– (Not even requirement for
double hull!)
48
DNV GL ©
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31 October 2016
Alternative fuels - parameters
49
Source: MAN
Fuel type LNG Ethane Methanol LPG
Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg
Specific Gravity 0.42 0.55 0.80 0.58
Volume factor
(ref. MDO) 1.83 1.47 2.40 1.44
FGSS cost 15 MW
2.5 mill.USD 2.8 mill.USD 0.41 mill.USD 0.90 mill.USD
Availability + - + +++
Engine price +20 % + 20% +30% +30%
Fuel Price (ref. MGO)
++ +++ + ++
DNV GL ©
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31 October 2016
Methanol: Costs in comparison to marine fuels
51
Due to higher fuel costs and higher CAPEX methanol fuel is NOT COMPETITIVE for
shipping at this stage!
DNV GL and MAN Diesel & Turbo joint study for an LR1 product tanker- April 2016
DNV GL ©
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31 October 2016
Methanol: Engine technology
Fuel
– Methanol is an excellent fuel for internal combustion engines
– Methanol burns very cleanly with low NOx and particulate (soot) emissions and
contributes to reduced emissions when mixed with typical fuels.
Both Dual Fuel and “pure” methanol fuel engines have be developed
– DF engines will be less efficient compared with oil engines in FO mode and less
efficient than methanol engines in methanol mode
Newbuilding
– Both 2-stroke and 4-stroke marine engine technology available
Conversion
– Conversion of most existing engines possible
– Much easier as conversion for LNG
– Converted engines will have lower efficiency compared
52
DNV GL ©
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31 October 2016
Methanol: Advantages
No need for pressurized or cryogenic tanks
– Methanol can be stored/ transported in ship tanks similar as oil products
– Much less CAPEX compared with LNG. Less loss of cargo space compared with
LNG option
Almost similar air emissions reduction as compared with LNG
– No SOx, No Particular Matter (PM)
– Less NOx (MAN LGI engines need “small scale” EGR or SCR only to be Tier III
compliant
– Less GHG, No methane slip
Biodegradable
53
DNV GL ©
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31 October 2016
Summary: Methanol fuel for ships
Technically Methanol could be a viable fuel option for shipping
– Methanol is a green fuel (when produced from bio mass)
– Due to it’s toxicity and low flash point methanol is somewhat more complicated
to handle compared with HFO/ MGO BUT much easier to handle as LNG
– Tank and engine technology is available
HOWEVER
– Commercially methanol doesn’t look as an attractive fuel option at this stage as
price per energy content is much higher compared with MGO and HFO and
additional investments are necessary to allow vessels to use methanol fuel
UNLESS one has access to cheap methanol
– Methanol as fuel does not solve the NOX/ Tier III challenge on its own but
engines need to be equipped with small scale EGR or SCR on top
54
DNV GL ©
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31 October 2016
Frontrunner using Methanol as Fuel
Methanol ships:
– RoPax; Stena Germanica IMO-Nr. 9145176);
– Chemical Tanker: Lindanger (DNV GL); 6 more vessels on order;
55
DNV GL ©
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31 October 2016
LPG- C3H8, C4H10
56
DNV GL ©
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31 October 2016
LPG
– LPG is widely accepted
– Meeting SOx requirement ( Max. 0.1 % sulphur )
– Potential fuel cost savings ( Cheaper than MGO )
– Cheaper in first cost when compared to a downstream SOx scrubber solution
– Speculation in future fuel cost variation
– An easy retrofit solution
– Savings of both time and fees for fuel bunkering (When fuel can be taken from cargo tanks).
57
DNV GL ©
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31 October 2016
Emissions Reduction Estimation
2016-02-16 DNV GL internal use only
58
• Compared to Tier II engine operating on HFO and conventional fuel
valve, and HFO pilot oil
DNV GL ©
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31 October 2016
7S50ME-LGI engine >>Top section<< design Designed for LPG – available from January 2018
The ME-GI is derived from the industry’s standard MC and ME engine.
Diesel cycle high fuel efficiency ~50% versus much lower for other engine types.
High fuel flexibility – burn most LPG grades without derating. Exa. Propane, Buthane, LVOC etc.
High reliability – same as fuel engines.
No derating because of knocking danger.
Negligible fuel slip.
A robust gas combustion – unchanged load response – unaffected by ambient condition
DNV GL ©
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31 October 2016
Fuel Cell
60
DNV GL ©
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31 October 2016
Working Principle
Like a Battery
Operates by feeding fuels:
- Hydrogen (H2)
- Ammonia (NH3)
- Natural Gas (CH4)
- Methanol (CH3OH)
- Bio-fuels
- Light fuel oils
330 KW Fuel Cell
DNV GL ©
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31 October 2016
Fuel Cell Technology
Output:
Electricity
Water
Heat
CO2 (only with fuels having C atoms)
DNV GL ©
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31 October 2016
Fuel Cell - Technology Overview
63
Fuel Storage
Fuel Processing
(Reformation)
Air / O2
Complexity of Fuel Cell SYSTEMS
To be integrated onboard
Battery
Consumer
Electricity
Exhaust
Consumer
Heat
DNV GL ©
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31 October 2016
e4ships-Fuel cells for Marine Applications
Lighthouse project “e4ships” (2009 – 2016). Project partners are well-known German
shipyards and ship-owners, leading fuel cell manufacturers, and DNVGL. This is part of the
National Innovation Programme for hydrogen and fuel cell technology (NIP).
The total budget for the lighthouse project comes to more than EUR 50 million (half of which
is borne by the Federal Ministry of Transport and half by the participating companies).
The purpose of the project, is to demonstrate that fuel cells can function in ship’s power
supply systems under everyday conditions.
http://www.e4ships.de/tl_files/e4ships/videos/e4Ships_Schnitt_v11_englisch_1.mp4
2016-02-16 DNV GL internal use only
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DNV GL ©
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31 October 2016
e4ships-Fuel cells for Marine Applications
The Pa-X-ell project is developing a fuel cell ( methanol) module which is to be tested on a cruise ship, where it will provide
decentralised generation of heat and power.
The SchIBZ (which stands for ‘ship integration fuel cell’ in German) is developing a seagoing fuel cell system with onboard
diesel reformer, which will be tested in everyday operation on the high seas.
2016-02-16 DNV GL internal use only
66
50 kW demonstrator plant built up
Aggregate layout
DNV GL ©
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31 October 2016
FellowSHIP JiP
Partners:
Molten Carbonate (MC FC) power unit, developed by MTU in Germany
Phase 1 completed in July 2010, the system had operated successfully for 7000 hrs
DNV GL ©
Ungraded
31 October 2016
Installation
Purpose-built container (43 x 16 x 15
feet) + a twenty foot container for
electrical connections. Total wt: 110 tons.
With a 80 kW exhaust heat exchanger
producing hot water, Efficiency increased
to 55%
The FellowSHIP project is continued with
a battery pack for hybrid operation.
A total of 18 500 operating hours to date
DNV GL ©
Ungraded
31 October 2016
FellowSHIP – Viking Lady
The major benefits of fuel cell over an internal combustion engine
are:
– Up to 30% increase in energy efficiency
– Up to 50% reduction in CO2 emissions
– Eliminates NOx, SOx and PM emissions
DNV GL ©
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31 October 2016
Potential
Benefit from the reduction of noise and vibrations.
Reduced local emissions while in port and cruising in environmentally
sensitive areas.
Most are diesel-electric. A fuel cell installation can easily be
integrated.
Public perspective of a soot-free, a huge advantage for the first fuel
cell powered cruise ships. HTPEM units are the most realistic
alternatives due to their high specific power.
DNV GL ©
Ungraded
31 October 2016
Conclusion
The system delivered power to the ship grid for over 7000 hours,
demonstrating unequivocally the applicability of fuel cells for ships. With
Battery Hybrid 18500hours.
The fuel cell unit on board “Viking Lady” had an overall efficiency of
above 55 % with heat recovery. DNV rules for Fuel Cells were developed,
and the DNV class notation FC-SAFETY was obtained by Viking Lady
It will take time before fuel cells become a realistic on-board alternative.
This is due to price, but also because of limited product development
tailored to the maritime market
In near future we might see successful applications for some specialized
ships, particularly with hybrid systems.
DNV GL ©
Ungraded
31 October 2016
Battery Hybrid
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Status of Hybrid and Battery ships today
– Eidesvik: Viking Lady, hybrid supply vessel, retrofit in Norway 2013
– Østensjø: Edda Ferd, hybrid supply vessel, construction Astilleros in Spain 2013
– Østensjø: large hybrid offshore construction vessel, construction Kleven in Norway 2016
– Fafnir Offshore: hybrid supply vessel, construction Havyard Ship Technology's yard in Leirvik, Norway.
– Island Offshore LNG KS: Island Crusader, construction STX OSV Brevik
– Eidesvik: Viking Queen , hybrid supply vessel, retrofit in Norway 2015
– SVITZER: 4 battery hybrid tugboats, construction of ASL Marine in Singapore
– KOTUG: RT Adriaan, hybrid tugboat in Rotterdam, retrofit 2012
– Foss: Carolyn Dorothy hybrid tug of LA, buildings Foss' Rainier Shipyard in USA, 2009
– Foss: Campbell Foss hybrid tug of LA, retrofit Foss' Rainier Shipyard in USA, 2012
– NORLED: Finnøy, hybrid ferry, retrofit 2013 in Norway
– NORLED: Folgefonn, hybrid/pure battery ferry 2014 in Norway
– Fjord1: Fannefjord LNG, hybrid ferry, retrofit
– Scottish Government: Hybrid ferry in Scotland, construction of Ferguson in Glasgow
– Scandlines: 4 battery hybrid ferries, retrofit 2013
– University of Victoria: Tsekola II, hybrid research vessel, retrofit in Canada
– NORLED: 100 % battery ferry, built by Fjellstrand in Norway 2015
– Vison of the Fjords : Battery Hybrid passenger ferry , Norway 2016
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DNV GL ©
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Ships applicable for battery/hybrid propulsion
Frequent variation in loads operating mainly on low loads
Frequent load transients
High requirement to power flexibility and response
Prime movers with operational limitations
Operating in environmentally sensitive areas
Suitable for:
Ferries, Tugs, OSVs, Fishing vessels, Research vessels
Drilling vessels, Shuttle tankers, Cruise, Naval vessels
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31 October 2016
Maritime batteries -Trends
The last few years
Li-ion batteries have dominated the markets
Reduced battery prices (Nearly 10X reduction in cost in 7 years! Recent announcements: Tesla =
$300/kWh, GM = $145/kWh)
Increased energy density and improved safety, quality and reliability
Very few issues with cells from the leading producers are reported
– Nissan Leaf: 1 billion km driven in 4 years – very few battery issues
– Toshiba: Several million LTO cells the last 4 years, not a single cell failure
Next 5 years:
Variants of Li-ion batteries will be dominating the market
– Energy applications: NMC and iron phosphate
– Power applications: NMC and LTO
The systems will have active cooling in order to control heat build-up
Longer perspective:
New chemistries may play a role
76
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31 October 2016
World’s first Zero Emission Electric Car Ferry-Ampère
The first purely battery-driven car and passenger ferry Ampere has won the Ship
Efficiency Award 2015 (Sept) .
Owned by Norled AS is one of Norway's largest ferry and express boat operators,
with 80 vessels.
80 metre long DNV GL classed vessel is one of three ferries operated by the
Norwegian shipping company Norled between Lavik and Oppedal
Ampere is trading in Sognefjord with 100 per cent regularity and consumes 50 per
cent less energy compared with a traditional diesel ferry on the same route
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31 October 2016
Ampère- Operations
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Lavik – Oppedal (Sognefjord)
20 minutes crossing and max 10 knots
Charging time, 5 to 10 minutes
120 cars , 360 passengers
Makes 34 crossing everyday (5.6km)
10 minutes charging to 1MWh lithium-polymer
battery pack
DNV GL ©
Ungraded
31 October 2016
Ampère-Technical Details Dimensions- L= 80 m, B= 20.8 m, d= 3.7m
DNV GL class notation 1A1 LC R4 (NOR) Car Ferry C Battery Power
Delivered in 2015- Designed and Bulit by Fjellstrand (Bergen)
2 x 450 kW Azimuth thrusters and 2 x 450 kW electric motors
2 Energy Storage modules ( 2 x 520 KWh) -Corvus lithium-polymer battery pack
Charging Plug and Shore connection- 615 V/60Hz
Bus Voltage: 900 VDC
Emergency Generator- 374 kW
Building time – 15 months
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31 October 2016
Ampère-Charging process
https://www.youtube.com/watch?v=a6Lp-qV9ZJU
http://www.tu.no/industri/2015/03/20/denne-fergen-er-revolusjonerende.-men-passasjerene-merker-det-knapt
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Ampère-Charging process
81
Emergency Generator
Bridge- Remote control screen
Batteries
DNV GL ©
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31 October 2016
Hybrid Powered Ferry-Vision of the Fjord
The first carbon fibre battery-hybrid passenger ferry -Vision of the Fjord.
Owned by The Fjord and operating in UNESCO-listed Norwegian fjords
“Nærøyfjord”on the west coast of Norway ( Gudvangen – Flam).
Electrical mode- 1 hr @ 10 knots , Mechanical mode- 30 min @ 10knots
Battery capacity -2 banks of 288 kWh- Total 576 kWh
https://www.youtube.com/watch?v=0QLHpg4XRy0
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Hybrid Powered Ferry
83
www.braa.no/news/ms-vision-of-the-fjords-delivered-to-the-fjords
DNV GL ©
Ungraded
31 October 2016
Challenges
84
Infrastructure – Capacity of on shore power- “Boost Charging”
Regulatory agencies- Flag, Port Authority, Utility company
Interfaces – Communications between onshore and ship control system
Project Execution- Partners, Experience & track record
Public – Acceptance and Expectations
DNV GL ©
Ungraded
31 October 2016
Key Design Scope
85
Download the Guideline for free from DNV GL: https://www.dnvgl.com/maritime/advisory/download-guidelines-large-battery-systems.html
DNV GL ©
Ungraded
31 October 2016
Key Design Scope
Battery spaces – Position aft of collision bulkhead
Temperature control/ Ventilation- to maintain battery operating temp
Hazardous area- Zoning, Air monitoring, Fail safe trips
Fire integrity/ detection /fighting- A-60 space, smoke detection, water based fixed F.fighting
Power management-short circuit, over current protection, Emergency disconnection
Battery system- Two independent battery system, Cable Routing, local operation of batteries
Battery Capacity – sufficient for intended operation of vessel, constant monitoring, manual or
automatic load sharing
Battery design- Battery chemistries to be considered (toxic, flammable, corrosive, fire risk)
Safety Assessment- All risk mitigated
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31 October 2016
Decision Support Tools
DNVGL SOLUTION
New Building or Retrofit
High level technical feasibility study based on vessel’s operational profile
High level financial analysis including both investment and operational costs
Outline necessary requirements for a Battery Ready design
Concept design review / HAZID
Battery system safety and business risk assessment
Approval in Principle
VALUE DELIVERED
Cost benefit assessment
Cost reductions assessment
Credible battery life assessment
Strategy for improved vessel’s responsiveness
87
Download the Guideline for free from DNV GL: https://www.dnvgl.com/maritime/advisory/download-guidelines-large-battery-systems.html
DNV GL ©
Ungraded
31 October 2016
Battery powered ships in a nut shell
Improved ship responsiveness, load regularity and safety
Improved environmental emissions, profile and reputation
Reduced noise, vibration and increased comfort
Increased robustness against:
– Increases in fuel prices
– Changes to stricter environmental regulations
Good investment:
- Increased probability of obtaining charter contracts
- Increased second-hand resale value
Acquired technology & competence in “steering towards the future”
Decision support tools are available
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New fuels – challenges ahead…
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31 October 2016
SAFER, SMARTER, GREENER
www.dnvgl.com
90
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