lng propulsion system as shipyard's perspective-sungjun lee-20 sept 2011-ii
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LNG Propulsion System
LNG Fuel Forum20 Sep. 2011
DUAL FUEL ENGINES
INTRODUCTIONINTRODUCTION
CONTENTS
LNG FUEL STORAGE TANKS
FUEL GAS SUPPLY SYSTEM
LNG BUNKERING
No copy or duplication of this document is allowed without prior w ritten permission of DSME
CONCLUSIONS
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SOx Regulation by IMO(MARPOL Annex VI, Regulation 14)
Tier Construction date on
or after g/kWh (RPM
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Small Ships Large Ships Consideration
Large ship requires totally different technologies to utilize LNG as its fuel.
For Large Ships
Propulsion4 Stoke Gas or D/F Engine &
Electric Propulsion2 Stoke D/F Engine & Mechanical
PropulsionLarge Propulsion Power
(Bore 90 or 98)
FGS LNG/NG Supply by Tank Pressure New Concept FGS High GI Pressure
Fuel Tank Type Type C Pressure Vessel New Concept Fuel TankHuge Tank Volume
CAPEX, VolumeEfficiency
BOGMana ement
Not Critical Careful Attention MARVS
No copy or duplication of thi s document is allowed without prior written permission of DSME 5
Fuel Tank Arr ang emen t
Complying with B/5 distance fromside hull Difficult to meet B/5 Cargo Loss, Collision
Bunkering Not Critical Critical in Method & Time Tank Volume & OperationSchedule
LNG Fueled Propulsion System for Large Commercial Ships
LNG Fueled Propulsion System
Fuel Gas Supply System
LNG + BOG*High PressureNG*
No copy or duplication of thi s document is allowed without prior written permission of DSME
*NG : Natural Gas*ME-GI : MAN Electronic Gas Injection*BOG : Boil-Off Gas
ME-GI* Engin e LNG Fuel Stor age Tank
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DUAL FUEL ENGINESDUAL FUEL ENGINES
INTRODUCTION
CONTENTS
LNG FUEL STORAGE TANKS
FUEL GAS SUPPLY SYSTEM
LNG BUNKERING
No copy or duplication of this document is allowed without prior w ritten permission of DSME
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CONCLUSIONS
ME-GI Engine (MAN Electronic Gas Injection)
2-stroke dual fuel engine made by MAN Diesel
Highest efficiency among existing propulsion systems
Simultaneous Dual Burning (HFO + FG)
Propulsion Engine: 2-Stroke Dual Fuel Engine
Low CAPEX & OPEX compared to other dual fuel engines
CO2, NOx, SOx emission reduction
ME-GI Engi ne
No copy or duplication of thi s document is allowed without prior written permission of DSME
Variable Gas Operation Mode of ME-GI Emission Comparison between ME and ME-GI in gas mo de(Refer to ME-GI Dual Fuel MAN B&W Engines . Graph by DSME)
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Gas / Dual Fuel Generator Engine
4-stroke, medium speed gas or DF engine
Oil mode (HFO or MDO, DF engine only) orGas mode (NG + 1% MDO pilot oil)
Generator Engine: 4-Stroke Gas / Dual Fuel Engine
SOx, NOx emission is negligible
Working gas pressure : 5 ~ 8 bar
Constant speed (RPM) designed
DF Engine Emission Comparison. (Ref. Wartsila 50DF Project Guide )
No copy or duplication of thi s document is allowed without prior written permission of DSME 9
DUAL FUEL ENGINES
INTRODUCTION
CONTENTS
LNG FUEL STORAGE TANKSLNG FUEL STORAGE TANKS
FUEL GAS SUPPLY SYSTEM
LNG BUNKERING
No copy or duplication of this document is allowed without prior w ritten permission of DSME
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CONCLUSIONS
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IMO Independent type B Tank Independent LNG tank Prismatic type PUF(Poly-Urethane Foam) panel type insulation Inherent increased pressure design
IMO Independent Type B
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Independent LNG FuelTank Ex ample (ACT-IB)
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GTT NO 96 system
Primary membrane 0.7 mm Invar (36% Ni-Fe)
Primary in sul at ion materia l Plywood wi th Perl it e
DSME LNG FPSOapplied 2 row LNG tank (NO 96 CCS)
IGF interim guideline is expected to amended to allow membrane tank for LNG fueled ships
Membrane Tank
Secondary membrane 0.7 mm Invar (36% Ni-Fe)
Secondary insulat ion material Plywood with Perl ite
Insulation thickness 530 mm (230 + 300)
Insulation tightening Securing device set
Note Anti-sticking treatment betweensecondary insulation box with hull
Internal view of NO96 CCS
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DSME Proprietary TechnologyPatent List of DSME HiVAR system
International Patent Application
Several patents applied since June 2008
Designated States : EP*(Granted),
DSME Intellectual Property Rights
EP : United Kingdom, Norway, Sweden,Germany, Belgium, France, Denmark,
Singapore(Granted), China, United Arab Emirates
United States Patent
Several patents applied since Dec 2008
Patented or Patent Application in Korea
Several patents applied since May 2007
20 + granted or pending
No copy or duplication of thi s document is allowed without prior written permission of DSME
Greece, Switzerland, Finland
High pressure fuel gas supply using HP pump and HP vaporizer is subject to intellectual and industrial property rightsprotected by national and international legislation.
Registered to many countriesincluding US and EU.(Previous arts have been exhaustively checked beforeregistration.)
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SUCTION DRUMDesignpress. : 11.5 barg
SILENSORRef.noise : 80dBPerformance : > 20dB
i l :
FGS SKID
DSME HiVAR FGS Test Skid (at Copenhagen)
i . : .Design temp. : -186Volume : 0.68 m3
i l : .
PULSATIONDAMPER
No copy or duplication of thi s document is allowed without prior written permission of DSME
Type : ReciprocatingDischarge press. : 315 bargDesign capa. : 1.6 m3/h
HP VAPORIZERType : Shell & TubeWorking press. : 315 barg (Max)Heating power : 300 kw
Pipe size : 40ALength : 24mVolume : 0.02m3
GW SYSTEMTemp. range : from 50 to 60Heating power : 330 kw (Max)
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DUAL FUEL ENGINES
INTRODUCTION
CONTENTS
LNG FUEL STORAGE TANKS
FUEL GAS SUPPLY SYSTEM
LNG BUNKERINGLNG BUNKERING
No copy or duplication of this document is allowed without prior w ritten permission of DSME
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CONCLUSIONS
LNG Bunkering Scenarios
Tank lorry for small ships
Existing LNG Import or Export Terminals
Launching local LNG Liquefaction Facilities for bunkering business
Shi to Shi Transfer u tilizin small LNG Bunkerin Shi s in
LNG Bunkering
Container terminals, or
Open sea areas
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Zeebrugge LNG Receiving Terminal w/ Re-Export in Belgium
LNG Terminals
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LNG Bunkering Vessel Concept
Pre-requisite for LNG fueled containerships and tankers
Safe mooring
Manifold mating
Vapor Manifold
LNG Bunkering Vessel
High speed LNG pumping
Returned flash gas treatment
Safety monitoring and interface systems Liquid Manifold
Side by Side Mooring
Abt. 6 ~ 10 m
No copy or duplication of thi s document is allowed without prior written permission of DSME
Side by Side Mooring Example of Ship to Ship Transfer
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DUAL FUEL ENGINES
INTRODUCTION
CONTENTS
LNG FUEL STORAGE TANKS
FUEL GAS SUPPLY SYSTEM
LNG BUNKERING
No copy or duplication of this document is allowed without prior w ritten permission of DSME
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CONCLUSIONS
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IGF* compliant design
HAZID/HAZOP for LNG fuelled commercial ship
- Gas existing physical spaces :LNG fuel tank space, FGS room, E/R, vent mast, bunkering
HAZIDfor DSME LNG-FuelledContainer Ship (ABS, BV)
Overall Safety Design
station, passage way, etc.
- Gas operations :LNG bunkering, FG supply at normal seagoing, drying, inerting,aeration, initial cool down, warming up, etc.
* IGF : the International Code of Safety for Gas-fuelled Ships.Now it stands as an interim guideline .
No copy or duplication of thi s document is allowed without prior written permission of DSME 21
FGS Room Safety
Explosion proof equipments (motor, etc)
Ignition source inhibited
Ventilation systems (30 air change / hour)
HAZID/HAZOP Study and AIP for FGS
FGS Room
Gas detection & ESD (Emergency Shut Down) system
Structural integrity against dropping object (container ships)
Dynamic Simulations
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LNG Fuel Tank Safety
Tank pressure control by BOG Management
Emergency venting systems
LNG Fuel Tank Space
3D Model of VLCCs LNG Fuel Tank Room
Inerting with N2 outside of tank
Gas detection wystems
Drip Trays below tank bottom(Secondary Barrier)
Eductors for drip trays
Structural integrity against possible collision(container ships)
No copy or duplication of thi s document is allowed without prior written permission of DSME 23
Engine Room Safety
Double wall pipe connections
GVU (Gas Valve Unit) for each gas fueled engine
- Double block and bleed valves
Engine Room
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Ventilation systems
Gas detection systems
ESD (Emergency Shut Down) system
No copy or duplication of thi s document is allowed without prior written permission of DSME
Gas Explosion Study in E/R
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DUAL FUEL ENGINES
INTRODUCTION
CONTENTS
LNG FUEL STORAGE TANKS
FUEL GAS SUPPLY SYSTEM
LNG BUNKERING
No copy or duplication of this document is allowed without prior w ritten permission of DSME
CONCLUSIONSCONCLUSIONS
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Ship owner LNGSupplier
Economic Benefit
Environmental Benefit
Considerations for LNG Fueled Ship
LNGFueledShip
Stable & PredictableLNG Price Setup
No copy or duplication of thi s document is allowed without prior written permission of DSME
ShipyardLNGBunkering
Reliable, Robust and SafeDesign
Verification duri ngCommissioning and Sea Trial
Long-term Contract baseStable Supply
Safe Bunkering Procedure
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- Dual fuel engines + Fuel storage tank + FGS system
- LNG bunkering infrastructure
- Safety design & operation procedures
l i l i i
LNG Fueled Large Commercial Ship Design
Summaries and Conclusions
- l i l i i
- Reduction of exhaust emission (CO2, SOx, NOx)
- Environment and operation cost saving
Environment Friendly Operations
Cost-Effectiveness of LNG Fuel Ship Type Annual Fuel Cost SavingTypical Large
Container Ship Approx. 12 ~ 20 mil. USD per year
Typ ical VLCC A pprox. 6 ~ 12 mil. USD per year
* Based on fuel prices of HFO($630/ton), MGO($930/ton)
No copy or duplication of thi s document is allowed without prior written permission of DSME 27
and LNG($8 ~ $12/MMBTU)