Norsk Marinteknisk Forskningsinstitutt

Per Magne Einang

Forskningssjef

MARINTEK

www.marintek.com

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LNG som drivstoff for skip Fremtidig utvikling

Den Norske Gasskonferansen Stavanger Mars 2014

50 LNG fuelled ships in operation (2013):

- Ferries (22)

- Offshore support vessels (13)

- Coast guard vessels/Patrol vessel (4)

- Product tanker (1), LNG tanker (3)

- Fish fodder (2)

- ROPAX (3)

- High speed ROPAX, (1) Barge (1)

>40 LNG propelled ships under construction

More than 90 LNG fuelled ships by 2016

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LNG fuelled ships -challenges

•Gas quality

•Methane slip

• LNG storage and handling

• Cost level (mainly capital cost LNG equipment)

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MARINTEK

Independent research and development institute

Trondheim Norway

Utilization of Boil off from LNG carriers

Havfru former Venator Experience for different propulsion machinery Gas turbines and low pressure Dual Fuel

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Lab test set up HPDF – 1 cylinder lab engine (1982)

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Demonstration project for High Pressure Dual fuel 1981-83

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Machinery Laboratory Gas engine development since 1980

Wärtsilä Vasa 32

Rolls-Royce K-type

Rolls-Royce B-type

Dual Fuel (high pressure) gas engines

Dual Fuel (low pressure) gas engines

Lean Burn gas engines

- Constant speed (generator load)

- Variable speed (propeller load)

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LNG supply and quality

Requirements for gas quality for piston engines

Two main factors: • Heating value

• Methane number

Methane number (MN) is equivalent to octane rating of gasoline

CH4: MN 100

H2: MN 0

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Worldwide LNG composition

Note the variation of Methane Number (MN) 87.4 – 69.5

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Typical LNG composition in volime %

LNG export terminals C1 C2 C3 C4 C5+ N2 LHV[MJ/kg] MNArun (Indonesia) 89,33 7,14 2,22 1,17 0,01 0,08 49,4 70,7

Arzew (Algeria) 87,4 8,6 2,4 0,05 0,02 0,35 49,1 72,3

Badak (Indonesia) 91,09 5,51 2,48 0,88 0 0,03 49,5 72,9

Bintulu (Malaysia) 91,23 4,3 2,95 1,4 0 0,12 49,4 70,4

Bonny (Nigeria) 90,4 5,2 2,8 1,5 0,02 0,07 49,4 69,5

Das Island (Emirates) 84,83 13,39 1,34 0,28 0 0,17 49,3 71,2

Lumut (Brunei) 89,4 6,3 2,8 1,3 0,05 0,05 49,4 69,5

Point Fortin (Trinidad) 96,2 3,26 0,42 0,07 0,01 0,01 49,9 87,4

Ras Laffan (Qatar) 90,1 6,47 2,27 0,6 0,03 0,25 49,3 73,8

Skida (Algeria) 91,5 5,64 1,5 0,5 0,01 0,85 49 77,3

Snøhvit (Norway) 91,9 5,3 1,9 0,2 0 0,6 49,2 78,3

Withnell (Australia) 89,02 7,33 2,56 1,03 0 0,06 49,4 70,6

Three different gas engine concepts for ships

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Rolls-Royce proprietary information

Gas engine technologies

Otto process:

− Spark ignited Lean Burn Gas engine

− Low pressure Dual Fuel (LPDF)

Diesel process:

− High Pressure Dual Fuel (HPDF)

Spark ignited Lean Burn gas engine concept

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Air and Gas

Intake Compression of

Gas/Air Mixture Spark Ignition

Air and Gas

Intake

Compression of

Gas/Air Mixture

Ignition by Pilot Fuel

injection

Low Pressure Dual Fuel

gas engine concept

Methane slip - development trends (2011)

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Load E2 cycle ISO/IMO corrected spec. methane emission

Lean burn SI engine [g CH4/kWh] 3.9-5.2

Low pressure DF engine [g CH4/kWh] ~7-10

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• Rolls-Royce C26

Spark Ignited Lean Burn gas engine characteristics

Single fuel, low pressure gas supply (4-5 bar)

High energy efficiency, at high load higher than the

diesel counterpart

Low emissions, meets IMO tire III

Challenge on methane slip, minimized by design

and combustion process control

GHG reduction potential in the range of 20-30%

ref. to HFO (incl. methane)

Load pickup similar to the diesel engine

Sensitive to gas quality (MN) technology is

available to handle MN variation

Potential for further reduction of fuel consumption

(2-stage turbocharging, Variable Valve Timing,

combustion process control )

Not suitable for conversion of existing engines

Spark Ignited Lean Burn vs Diesel oil Tier II Propeller load

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0,3

0,35

0,4

0,45

0,5

0,55

0 20 40 60 80 100 120

Engi

ne

eff

icie

ncy

Engine load [%]

Engine efficiency, variable speed

Lean Burn Gas Tier III

Diesel oil Tier II

Diesel process:

High Pressure Dual Fuel (HPDF)

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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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Dual-Fuel (high pressure) engine characteristics

•High pressure gas injection (300 -350 bar) 4-stoke and 2- stroke Maintain diesel engine performance. Potential for improvement in fuel consumption

•No methane slip, GHG reduction in the range of 30% with reference to HFO

•NOx reduction in the range of 40% (4-stroke).Need NOx reduction techniques to meet IMO tier III like EGR or SCR

•Not sensitive to gas quality (MN)

•Pumping LNG to 350 bar and heating is mature technology and with low energy requirement (about 0,5%)

• Load pickup as for the diesel engine

• Flexibility in fuel mix

•Suitable for conversion of existing engines (simple rebuilding)

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MAN D&T two - storke

TOTE Maritime Container Feeder Dual Fuel High Pressure Gas Injection

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Source: Internet Illustration

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Concluding remarks • LNG is considered to be the main alternative fuel to fuel oils. LNG is available all over

the World. LNG fuelled ships will meet all the known emission requirements and have a considerable potential to a net reduction of GHG.

• Gas engine technology is available for all types of piston engines. Potential for lower fuel consumption compared to fuel oil operation

• LNG storage and onboard handling need more development to be robust in sea state conditions

• LNG fuelled ships will have a higher building cost. Can be justified by lower operating costs (fuel and emissions). Cost level is challenging for converting for fuel oil to LNG