man energy solutions 4 hycas man energy solutions 86224
TRANSCRIPT
Maritime HYCAS
Joint study to explore new cost-effective applications of hybrid power generation on larger ocean-going cargo ships
MAN Energy Solutions86224 Augsburg, GermanyP+ 49 821 322-0F+ 49821 [email protected]
Alldataprovidedinthisdocument isnon-binding.Thisdataservesinfor- ma tional purposes only and is not guaranteedinanyway.Dependingonthesubsequentspecificindividual projects,therelevantdatamaybesub- jecttochangesandwillbeassessedanddeterminedindividuallyforeachproject.Thiswilldependonthepartic- ularcharacteristicsofeachindividualproject,especiallyspecificsiteandoperationalconditions.
Copyright©MANEnergySolutions.D2366664EN-Printed in Germany GGKM-AUG-0421
MAN Energy SolutionsHYCAS4
Acknowledgement
Thisbrochureisbasedonajointstudy by MAN Energy Solutions, DNVGLandCORVUSEnergy.Thebrochurecompriseskeyresultsfrom apapersubmittedtothe2019CIMACCongress.TheprojectpartnersaregratefulforthesupportreceivedfromNeptunShipDesign,forlettingthemmakeuseoftheTOPAZ1,700shipdesignasbasisforthisstudy.
Length overall: Breadth: Design draft: Design speed: Main engine: Diesel-gensets (DG): 1,254 kWeCranes: Bow thruster: Reefer capacity:
169.99m28.1m8.5m
19knotsMAN6S60ME-C10.5@11,280kW
4xMAN6L21/31@1,254kWe2@530kW
950kW250
Reference ship
Reefer power kW/reefer 3.4
No reefer
050150250
Fuel saving %
2,21,21,20,7
Payback y2323
NPV k$341180338229
Runtime saving %
29,521,420,50,7
Reference ship
6S60ME-C10.5 / 4x6L21/31
MAN Energy SolutionsHYCAS
MAN Energy SolutionsHYCAS
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Background
Increasedscrutinyisbeingputonshippingtoreduceitsenvironmentaldamagingemissions.Toaddressthis,theIMOhasadoptedaninitialstrategyaimedatreducingtotalGHGemissionsfrom international shipping by at least 50%within2050.Thequestiontoshipoperators however remains; is it possibletoreduceGHGemissionswhilststayingprofitable?Manystudiessuggest yes, and one of the more promising measures, are hybrid power solutions.
Operational profile
AISdataanalyticswasutilizedtogenerate a representative vessel operationalprofileforacontainerfeeder operating on a north European trade(figure3).Furthermodellingwascarriedouttoestimateboththepropulsionandelectricpowerdemandfor the given operation modes, and createanartificialtime-basedloadprofileasshowninfigure4.
Vssel type selection
Hybridpowersystemsoftenachievesignificantefficiencygainsandemissionreductionsinoperationmodesinwhichaship’spowerdemandfluctuates,forexamplewhenmajorenergyconsumers,suchascranesorthrusters,areutilized.Thistypicallyhappensinconnectionwithportvisits.AreviewofhistoricalAISdatashowedthatcontainerfeedersareashiptypemeeting this requirement, and thereby potentiallybeingagoodcaseforhybridization.
Searchingforasuitable,representativecontainervesseldesignforthestudy,theconsortiumfoundtheTOPAZ1,700TEUvesselbyNeptunShipDesignGmbHtobeagoodmatchintermsofsizeandtopology.
Loa m appr. 1,730 TEU Main engine (electronic) - Tier II:
Classification: GL 8888 100 A5 Container Ship, IW, NAV-O, BWM, DG, EP 7 MC AUT, CM-PS
Machinery
CV TOPAZ 1700 neptunVersion: 3.0
Stand: 2011-04-08
Zhejiang Ouhua Shipbuilding Co. Ltd. – Zhoushan / China
Main Particulars
appr. 169.99 Length, overall
Container capacity
Number of containers (slot places)Loa m appr. 1,730 TEU Main engine (electronic) - Tier II:Lpp m 668 TEUB m 1,062 TEU high load tunedD m FEU optional part load or low load tuned by EGBTdes m appr. 1,370 TEUTFB m Auxiliary Generator sets:DWTdes t 8L21/31 - 900 rpm 1642 kWel eachDWTFB t On hatch number 1 40 / 60 t 1254 kWel each
kn On hatch numbers 2 to 8 60 / 90 t Consumpt. (ISO-cond., excl.5% tol.) t/day In holds 120 / 185 t
sm On Main deck above engine room - / 150 tkWel
Pers. Hatch cover, (pontoon type) non sequential
Bow thruster: c. p. p. 950 kW Oil-fired part / exhaust part 2.5 / 1.5 t/h Stern thruster: c. p. p. 800 kW Rudder equipment:
m³m³m³m³
Stack loads for Containers: TEU / FEU
Heeling system: automatic
cargo jib cranes 1 : fore SWL 35t - 40m / SWL 45t - 37m cargo jib cranes 2 : aft SWL 35t - 29m / SWL 45t - 27m
Emergency diesel: 175
Ballast water handling: Treatment
Combined steam boiler:
Ventilation cargo holds Special ventilation for reefer container 4,500 m³/h
130 / 220
Fixed pitch propeller Speed (Tdes, 80% MCR, 15% SM)
MAN
Complement 25 + Suez
Number of containers in holds (5 tiers)
Number of containers on deck Number of Reefer in hold/on deck(7.2 kW each)
6S60ME-B8.228.10
14,280 KW / 105 rpm.appr. 169.99appr. 161.58
Length, overall
Breadth, moulded
Length, between pp Number of containers (slot places)
Number of containers(homogenous 14 t on TFB)8.5014.20
Draught, design Depth, to main deck
Endurance appr. 15,60045.0
Deadweight, design Deadweight, freeboard appr. 23,800
appr. 19,800 Draught, freeboard
HFO storage MDO storage
semi-balanced rudder with bulb
appr. 1,900
18.50
9.50
BW FW
appr. 7,000 Dangerous goods in all holds / on deck appr. 250 in accordance with SOLAS
appr. 200
2 x MAN 6L21/31 - 900 rpm2 x MAN
2
The results of the study are presented in the form of two scenarios 1. Anewbuilthybridvesselin2020usingcurrentbatterytechnology, whereabatteryisappliedforpeakshavingandspinningreservefortheDieselGensets. 2. Anewbuilthybridvesselin2030wherebatteriesareappliedforzero-emissionmaneuvering inandoutofports.
Figure6,with150reefersactive,showsthatthebatteryisalsoabletocoverpeaksduringwaitingandportstay.Itisthen possible to run just one genset at a high optimum load point, instead of two.
Inthecasewherenoreefersareactive(figure7),atleastonegensetisrunningduringportstayintheconventionalaswellasinthehybridcase.Hence,mostof the savings are attributed to the on boardcranesduringcargooperationandthethrusterduringmaneuvering.
Scenario 2020Simulationsshowedthatabatterysizeof500kWhcouldreplaceonegenset.Theresultingenginetopologyisshowninfigure5.Foracontainership,thetotal number of reefers on board and the power they demand, will have a significantimpactontheelectricalloadandtherebyonthepotentialbenefitsofhybridization.The‘spinningreserve’capabilityachievedbyinstallingatteriescanprovidesubstantialsavingsincaseswherestartupofadditionalgensetscanbeavoidedordelayed.
Scenario 2030Forazero-emissionportentry/exitapp-lication,thesizeofthebatteryissolelydeterminedbythepowerde-mandanddurationofmaneuvering.Forthisreas-on,atotalinstalledapacityof11MWhwasneeded.Theresultingenginetopo-logyisshowninfigure8.
Thezero-emissionmodelookseco-nomicallyviableonlyifbatterysystemcostsarelowerthantoday,fuelprices
arehigher,andincentiveschemesorstricteremissionregulationsareinplace,allofwhichmaywellbethecaseby2030.However,assumingthatby2030,fuelcostswouldbe1000$/tandbatterycostsareat400$/kWh,theNPVwouldbecomepositive,asseeninfigure9.
Usingadiscountrateof10%andaninflationrateof2%,andfurtherapplyingabatterypriceof500$/kWhandanMGOfuelcostof750$/t,thenetpresentvalue(NPV)fordifferentreeferloadsarefoundintable2.Allcasespresented show saving potential and positiveNPV,andwithshortpaybacktime. Table 2: Results of a battery hybrid system with 500 kWh battery versus
a conventional machinery configuration. Reefer power at 3.4 kW.
53% transit
21% waiting + harbor lay
20% cargohandling
6% maneuvering
10% transit
33% waiting + harbor lay
43% cargohandling
14% maneuvering
1% transit
80% cargohandling
19% maneuvering
The goal of this study is to explore new cost-effective applications of hybrid power generation on larger ocean-going cargo ships.
≈≈ Load
4 x 6L21/316S60ME-C10.5
G G G G
Table 1: Main particulars of the Topaz 1,700Figure 2: Simplified machinery topology
≈≈ Load
≈=
+
+–
–
500 kWh
G G G
6S60ME-C10.5 / 3x6L21/316S60ME-C10.5 / 6L23/30
Figure 5: Possible simplified topology of a hybrid propulsion train
propulsion power electricalload
0 20 40 60 80 100 120 140
time / h
0
2000
4000
6000
8000
pow
er /
kW
propulsion power
electrical load
0 20 40 60 80 100 120 140
time / h
2000
3000
4000
5000
pow
er /
kW
+ crane load
+ thruster load
+alternating load
constant load
Transit Waiting Maneuvering Port
Figure 1: General arrangement of the selected 1,700 TEU Container feeder
Figure 3: Representative propulsion and electrical load profile for the case with 250 reefers
Figure 4: Time spent in different operating modes Figure 6: OPEX saving from Diesel Gensets in different operating modes (with 150 reefers active)
Figure 7: OPEX saving from Diesel Gensets in different operating modes (no reefers active)
Figure 8: Possible simplified topology of a hybrid propulsion train ready for zero-emission operation
Figure 9: Development of NPV in dependence of battery cost and fuel cost for zero emission mode
G ≈=
≈≈ Load≈
≈
+
+–
–
PTO/PTI ≈
=
+
+–
–
5,5 MWh 5,5 MWh
6L23/306S60ME-C10.5
200 300 400 500 600
battery cost $/kWh
-4000
-2000
0
2000
4000
6000
NPV
afte
r 10
year
s k$
fuel cost = 750$/t
fuel cost = 1000$/t
fuel cost = 1250$/t
fuel cost = 1500$/t
Battery cost /kWh
NPV
aft
er 1
0 ye
ars
k$
Time / h
Pow
er /
kW