propeller club 25.04.2013 hg

The Propeller Club of GenevaHtel Bristol, Geneva

Thursday, 25 April 2013

Gas as a Means for Ship Propulsion

Dr. Hans J. GtjensVice President

Marine Regional Chief Executive forNorth - Central - Europe, Baltic Region and Russia

BUREAU VERITAS S.A.

Bureau Veritas

Bureau Veritas and Gas a long History

3Bureau Veritas & Gas Carrier Development

1962:

Supervision of the prototype tests of the experimental LNG carrier "Beauvais", and first Rules for LNG Carriers published by BV.

1965:

Classification of "Jules Verne", 25,000m3 LNG ship.

1971:

Classification of "Descartes", 50,000m3 LNG Carrier, Technigaz type

Classification of "Hassi R'Mel", 40,000m3 LNG Carrier of Gaz Transport type.

Propeller Club Geneva 25.04.2013


1972:

BV chairmanship of the IACS Group on Unified Regulations for Liquefied Gas Tankers, which has been the basis for the IMO Gas Codes.

Classification of the first membrane LNG Carrier of the 125,000 m3 size, Technigaz type "Ben Franklin".

1995:

Classification of the first membrane LNG carrier built in Korea Hanjin Pyeong Taek

2005:

Classification of the worlds first LNG RV vessels

2006:

Classification of the worlds first DFDE LNG carriers

Classification of the worlds first CS1 containment system



2007:

Classification of the first LNG carrier with MAN DFDE propulsion

LNG STS transfer in the GoM

2007- 2010: BV involvement in the IGC code revision

2008-2009:

Classification of the worlds first multipurpose gas carrier Coral Methane (capacity 7,500m3) built to transport LNG/LPG & LEG

2012 :

Delivery of a 15,000m3 LNG/LPG & LEG carrier for Anthony Veder from Meyer Werft The first LNG Carrier with dual fuel engines and direct propulsion


6Selected References in LNG Carriers

72 LNG C delivered, on order or in service with BV class (approx.20%). BV active with all technologies of LNG containment: Membrane GTT (Mark III, NO96, CS-1), and Korean KC-1, Moss, IHI SPB, Wadan & Aker LNG ADBT system, type C tanks. Active with the major shipbuilders worldwide, including: DSME, SAMSUNG, HYUNDAI, HANJIN, STX, MITSUBISHI, UNIVERSAL, KAWASAKI, STX EUROPE, AKER, NAVANTIA, HUDONG, NACKS, DALIAN, JIANGNAN, SWS, RONGSHENG, MARIC. BV is active on LNG FPSO and FSRU projects. BV has classed the first LNG RV (8 ships) BV is presently working on 12 projects for container vessels, ferries, cruise vessels with LNG as fuel

LNG RV Excellence


7Gas : A well proven Technology

The first LNG carrier fitted with dual fuel engines has been delivered in 2006with BV class (GDF SUEZ GLOBAL ENERGY).

Since this first application, more than 50 additional LNG carriers have beenordered with dual fuel diesel electric propulsion, 19 of which are with BV class.We have also seen the delivery in 2009 of one LNG carrier with single gas fuelengines.

157,000m3 LNG CSERI BALHAF BUILT BY MHI FOR MISC IN 2009

7,500m3 LNG C CORAL METHANE

BUILT BY REMONTOWAFOR ANTHONY VEDER


Bureau Veritas

Which Fuels are used in Shipping ?

9Present Situation

World-wide the merchant fleet consists of abt. 120.000 vessels (>100 GT) >99% are equipped with diesel engines and burn Intermediate Fuel Oil (IFO), Marine Diesel Oil (MDO) and Gasoil (MGO) abt. 400 LNG tankers are burning natural gas in steamplants or dual fuel engines

abt. 30 other vessels are using gas as fuel

sailing ships are only used for training and cruises

Fuels used presently in shipping IFO abt. 80% MDO + MGO abt. 20% Natural Gas < 1%


10

Production of Fuel (2011)

Production per year RP rate

Oil abt. 4000 mio t 54,2 years

Gas abt. 3000 mio t (oil equivalent) 63,6 yearsCoal abt. 4000 mio t (oil equivalent) 112 years

Bio Fuels

Ethanol, Biodiesel abt. 60 mio t

Palmoil abt. 50 mio t(< 10% used as fuel)Refinery utilization 81,2%

(source: BP)Propeller Club Geneva 25.04.2013

11

Residual Fuel Oil as a Percentage of all Oil Products(BP Statistical Review 2010, TUHH)


12

Present Fuel Consumption in Shipping

Estimates and predictions about the annual total consumption of bunker fuel for ships vary from 220 mio t (IEA) to 330 mio t (IMO 2009). Rough Estimation for 2011 for Intermediate Fuel Oil (IFO) Consumption: Assumptions:- IFO consists of Residual Fuel blended with destillates- abt. 12% of the oil production are residuals- abt. 35 % is used in shipping- annual oil production 2011 = 4000 mio t abt. 480 mio t residuals abt. 170 mio t for shipping blended with 17 mio t destillates (10%) annual IFO consumption abt. 187 mio t


13

MDO and GO Consumptions

Estimation of DO / GO consumption in shipping:- abt. 27% of the oil production are Diesel Oil and Gas Oil- abt. 4% of the DO / GO production is used for shipping abt. 1080 mio t DO / GO abt. 43 mio t for shipping

Total Consumption:IFO abt. 187 mio tDO / GO abt. 43 mio tTotal: abt. 230 mio t

Shipping is responsible for 2%-3% of all hydrocarbons burned.


14

Use of Heavy Fuel Oil

Production of Residual Fuel Oil will decline because it is commercially moreattractive for producers to sell destillates than desulferized Heavy Fuel Oil.

old refineries will close down

some new refineries produce no Residual Fuel Oil at all the residual ispetrol coke

existing refineries will be upgraded by installation of crackers and flexi cokers

If the percentage of RFO production decrease as in the last century and oil production will remain on 2011 level:

160 mio t less RFO production per year in 2020 compared to 2011

The present RFO consumption in shipping is abt. 170 mio t.


15

Consequences for shipowners

Prices for HFO will increase

2005 : 60% of crude oil price

2011 : 80% of crude oil price

2020: 100% ?

For ECAs

Installation of scrubbers from 2015 onwards

Installation of SCR for newbuildings 2016

Exhaust gas recirculation for newbuildings 2016

Use of MGO from 2015 onwards

Use of natural gas from 2015 onwards


16

Is enough gas available ?


17

Natural gas

2011

World reserves 208400 billion cbm

World production 3276 billion cbm (2955 mill toe)Trade movements between countries (pipeline) 695 billion cbmTrade movements between countries (LNG) 331 billion cbmGas Prices per million Btu (average)

2011 1998

Japan LNG 14,73 3,05

Germany 10,61 2,36

UK 9,03 1,86

US 4,01 2,08

Crude oil 18,56 2,16


Gas Reserves and Production (source BP)

18

Natural gas reserves

38.4

37.8

8.0

7.05.2 3.6

Middle East

Europe & Eurasia

Asia Pacific

Africa

North America

S. & Cent. America

2011

Total 208.4

Trillion cubic

metres


19

LNG Imports


LNG Trade Volumes 2011

20

Shale Gas Resources


Bureau Veritas

LNG Infrastructure and Bunkering

22

LNG Terminals

abt. 100 large LNG Import and Export Terminals under operation

more than 100 LNG Import and Export Terminals planned or under construction

only a few are laid out to handle small volumes

Terminals in Europe able to handle small volumes:

Norway: Stavanger for vessels, trucks, containers

Belgium: Zeebrgge for vessels, trucks, containers

Sweden: Nynshamn for vessels, trucks, containers

Spain: Barcelona, Cartagena, Huelva for trucks, containers


23

Bunkering arrangements For small capacities, non-fixed tanks located onboard the ship may be considered,

such as containerized tanks or vehicle-tanks. Bunkering from land based LNG storage facility may also be considered. For larger capacities, bunkering from a dedicated bunker ship will be used.

Alternatively, bunkering from LNG terminals may also be considered subject to relevant agreements and safety analysis.

Ship-to-ship LNG transfer system type-approved by BV

Use of natural gas as fuel for ships: selected issues


24

Bunkering stations

Specific requirements are to be developed for enclosed and semi-enclosed bunkering stations (in particular for ventilation, gas detection).

Devices are to be fitted on the manifold to prevent hose break in case of unexpected extreme ship movement or emergency (such as break-away couplings with quick-closing shut-off valves).

HFO/MDO, lub.oil and sludge manifolds with separate spill tray

LNG Vapor return

Overboard discharge from spill tray

Air lock

Control panel

Communications, alarms, ESD



25Propeller Club Geneva 25.04.2013

Bunkering (Artist impression) - (Source: TGE Marine Gas Engineering)


Norwegian Solutions (Source: TGE Marine Gas Engineering)


Bunkering v/s Containers (Source: Marine Service GmbH)

Bunkering: Containerized LNG: - LNG transfer with spill risk; most - No bunkering transfer of LNG

LNG incidents have occured during - Handling of IMDG containers

LNG cargo handling is standard practice in

- LNG bunkering: special container ports

permission in port - Uses existing multi-modal

infrastructure


40 ISO LNG Tank Container (Source: Marine Service GmbH)

The type approval for the LNG fuel gas container is in progress at BV. A prototype of the container has been produced in 2012 and is tested beginning 2013.

1. GENERAL DATA: TYPE OF PRODUCT: 40 ISO tank ct; LNG fuel tank for ships GROSS CAPACITIES: 100% filling = 40 460 l; 82% filling = 33 200 l MAX. GROSS WEIGHT: 30 800 kg DESIGN CODES:ADR / IMDG / RID / IMO / IGC code & MSC.285 / BV rules NR529 2. INTERNAL PRESSURE VESSEL: MATERIAL: Stainless steel DESIGN PRESSURES: MAWP: 152,3 psi / 10,5 bar FILLING PRESSURE: 0.0 0.3 bar (g) 3. EXTERNAL PRESSURE VESSEL: MATERIAL: Stainless steel DESIGN PRESSURES: MAWP: 116 psi / 8.0 bar 4. INSULATION: TYPE OF INSULATION: Vacuum with multi-layer insulation reflection foil 5. EQUIPMENT: MATERIAL: Stainless steel TYPE OF CONNECTIONS: Dry quick coupling with dry emergency release


LNG Gas Handling System (Source: Marine Service GmbH)

Glycol water heating system

LNG vapourizer

LNG pumps

LNG gas heater

LNG, gas, power, control connectors

Bureau Veritas

Gas Fueled Engines for Ship Propulsion

31

Technical solutions to install gas fuel engines in various types of vessels are in place.

Safety and dependability aspects of Natural Gas as fuel have been extensively studied. Bureau Veritas has developed rules and regulations to address Natural Gas propulsion of ships.

Natural gas engines: an available technology


32

BV specific rules:

Rule note NR 481, Design and installation of dual fuel engines using low pressure gas

Rule Note NR 529, Safety of gas-fuelled engines installation on ships.

BV Guidance Notes for LNG ship to ship transfer

IMO codes:

IGC code for reference

Interim Guidelines on safety for natural gas-fuelled engine installations in ships, adopted on 01/06/2009 by Resolution MSC.285(86).

International code for the safety of gas fuelled ships (IGF Code) in preparation on the basis of the Interim guidelines (expected to come along with SOLAS 2014). It will address natural gas and other gases (butane, propane, hydrogen) and energy conversion systems (e.g. fuel cells).

Industry guidelines

SIGTTO guidelines for ship to ship LNG transfer

Other involved parties

Flag state, Port authorities,

Use of LNG as fuel for ships: rules & regulations


33

Engine design and lay out:

Gas piping arrangement

Double wall piping arrangement on the engine versus single wall piping :double piping is easier to implement, it avoids to consider machinery space as an hazardous space

Safety of the crankcase

Presence of gas in normal operations.Issue to be clarified with engine makers.

Operation of dual fuel engines at low loads

Inability of dual fuel engines to run atlow load (< 15% of the nominal load) withgas is to be taken into account.



34

Gensets and diesel electric propulsion :

Four stroke dual fuel engines

Injection of gas in inlet air on each cylinder at low pressure (around 7 bars)

Combustion induced by pilot fuel injected close to top dead center of cylinder course. Pilot fuel may be injected by additional injector or by injector for classic liquid fuel

Compression unit required in order to compress boil-off gas or forced evaporated gas to engine room




Major modifications are: Double-walled gas piping Pilot fuel injection system Larger bore new piston & liner Modified rocker arm casings Slight power reduction

Same speeds and cylinder numbers available as for original diesel engine

Retrofit possible

All DF-engines are based on well established diesel engines

Dual Fuel Engines (Source: MAN)

36

Direct propulsion (FPP or CPP) :

Four stroke dual fuel engines as shown previously

Two stroke engines : two solutions



37

Two stroke dual fuel engines : nowadays industrial projects

Low pressure (around 7 bars) : WARTSILA is developing such an engine.

Compression unit for gas has a similar design than what can be found for 4 stroke dual fuel engines

High pressure (around 300 bars) : MAN Diesel and Turbo is close to industrialize such engines (first tests with Class Societies took place in November in Korea) as an option available for the family of electronically controlled 2 stroke engines

Retrofit is possible on already installed electronically controlled engines.

Compression unit for fuel gas needs to be designed to raise pressure of fuel gas up to 300 bars and piping system up to engines accordingly.



38

Protection of LNG tanks from external damage (collision / grounding):

Minimum distance between gas storage tank and ship side / ship bottom is under discussion within the IMO CG Group.

Proposed requirement:- the lesser of B/5 and 11.5 m from ship side- the lesser of B/15 and 2 m from ship bottom- at least 0.76 m from shell platingwould be applicable to both cargo ships and passenger ships.

Formulae based on tank volume have also been proposed on the scope of IGC revision

V 1,000m3 d = 0,80 m

1,000 m3 < V 5,000 m3 d = 0,75+ V x 0,20/4,000

5,000 m3 < V 30,000 m3 d = 0,8 + V/25,000

V > 30,000 m3 d = 2 m

Tanks may be located closer to the hull if it is demonstrated that the ship structure outside the tank is able to absorb a sufficient amount of energy.



Bureau Veritas

Selected Projects

40

JIP: DSME CMA-CGM and BUREAU VERITAS

MAN ME-GI engine

2 stroke dual fuel engine

Natural gas high pressure supply

Four dual fuel gen sets

More than 22,000 m3 LNGstorage tanks

HIVAR fuel gas system withBOG re-condensation

Example of project : BV AIP (Approval In Principle granted)

Courtesy DSME (gastech 2011)


41

JIP: partners want to keep project confidential by now

Main engine : 2-stroke low pressure dual fuel engine

Four dual fuel gen sets four stroke

More than 20,000 m3

LNG membrane storage tank

Project in progress: JIP with same type of ship but other engine concept


42

SECA Feeder Project

Project Partner: VEGA Reederei

Marine Service GmbH

Bureau Veritas S.A.

Start in June 2010

Use of an existing design

Storage of LNG in containers on deck

Use of dual fuel engine for main propulsion and auxiliaries

Gas treatment unit containerized


43

place of stowage: Most aft container bay

Stowage on deck gives easy access and minimum interference with normal vessel operation

Short pipes to engine room

Combination with available vaporizing units in container dimensionspossible

With strengthening of structure stackload can be increased in order tostow 6 gas containers

Proposed fuel supply system - LNG in tank containers


44

LNG storage and supply system principle solution

New keel-layed vessels can be equipped with Dual Fuel Engines and switch to gas operation, while operating in SECAs

Instead of installing voluminous LNG storage tanks on board of the vessel, LNG container tanks can be used and stored on deck

6-8bar

LNG container (FEU)weight: 31t

capacity:15-18m3

main engine

auxiliary engines

LNG pumps

vaporizer buffering

1.000-TEU-Feeder

LNG feed line fuel gas line gas / container pressurization

drip tank

ventmast


45

Main alterations of the design

A60 insulation of front side of accommodation

A60 insulation of deck above engine room

Cell guides for gas containers

Drip tray below gas containers

Vent mast

Lashing bridges for gas containers

Piping for natural gas, liquid, vapor, venting

Double walled gas piping in the engine room

Air intake behind accommodation

Provisions for gas heating


46

Operational aspects

LNG container can be filled in existing terminals (i.e. Zeebrugge) and transported to the desired terminal

LNG container can be handled by standard container bridges

3 LNG container stacks within B/5

Each container stack (6 or 7 containers) constitute one LNG storage tank

Containers are connected by hose pipes to piping system of the vessel

Containers will be disconnected before cargo operations start and connected after leaving from the terminal

Access to container via lashing bridges


47

LNG Container / Lashing Bridges


48

Natural Gas as Fuel

Different fuel types in comparison (April 2012)

Fuel type: MGO MDO IFO 380 LNG

Net Calorific Value: [MJ/kg] 42 42 39,5 48,5

Density [t/m]: 0,89 0,9 0,95 0,41

Bunkerprice [US$/ton]: 997

(24.04.12 Rotterdam)

960

(23.04.12 Gothenburg

684

(24.04.12 Rotterdam)

439

(9.55US$/mmBTU W.Europe 13.04.12)

Fuel conditioning: Heating Heating Purifying + Heating Heating


49

Max. Range with 17 LNG Tank Containers (Results incl. 2 port days; 1 TC in reserve; average aux.

power demand of 1MW)

2000

2500

3000

3500

17knt 15knt

R

a

n

g

e

:

[

n

m

]

design conditionshull resistance increased by 15%

SECA Feeder Estimated Range

Hamburg St.Petersburg Hamburg: abt. 1900nm in 5 days at sea

Tank Container has filling volume of 38m3 at a max. gross weight of abt. 32 tons(abt. 18 t LNG per container)

One tank container could supply1000kW auxiliary power demand for 3.8 days

One tank container is sufficient tooperate 170nm at 17knots

8 tank containers are sufficient for propulsion

2 tank containers are sufficient for auxiliaries

1 tank container reserve

= 11 tank containers total for a trip Hamburg St.Petersburg - Hamburg

100% MCR

63% MCR

90% MCR

74% MCR


50

Estimation of fuel cost savings on route:Hamburg St.Petersburg - Hamburg

Fuel costs savings using LNG for M/E and A/E on a single trip Hamburg / St.Petersburg / Hamburg

HFO: 684 US$/ton, MGO: 997 US$/ton, LNG: 9.55 US$/mmBTU (439US$/ton)

0

20000

40000

60000

80000

100000

120000

F

u

e

l

c

o

s

t

s

s

a

v

i

n

g

s

:

[

U

S

$

]

LNG instead of MDO LNG instead of IFO 380


51

Example of Ro-Ro Vessel with LNG Fuel Containers

Ventmast

Gas-Handling-Container

LNG-Fuel Tank-ContainerGarage with venting

GHC

LNG Fuel Tank Containers on closed/semiclosed deck

For Vent-Mast: 6m or B/3 above working or weather deck 10 m from air Intakes, air outlets or opening to accommodation, service and control

spaces or other gas safe spaces, exhaust outlet from machinery or from furnace installations Propeller Club Geneva 25.04.2013

52

Project FERING Vessel Specifications

Length: 70.99 m LNG semi-trailer concept: Width: 15.30 m Draught: 1.50 m - An LNG semi-trailer is Load capacity: 250 t accommodated in a garage Capacity: 52 cars or 12 trucks, 480 passengers on deck Crew: 6 - One LNG semi-trailer contains Speed: approx. 10 knots enough LNG for 3-4 days of

2x 630 kW drive output ferry operation Output: 3x 300 kW LNG generator sets - They are swapped out at night

2 MW Hybrid battery packs - LNG is the only fuel on board Class: Bureau Veritas Ice Class: Yes

(source: www.lng-hybrid.com)

Starting in August 2014 two LNG Hybrid ferries will be serving the towns of Dagebll Wyk Wittdn.


53

The LNG HYBRID Barge Project The Concept

(source: www.lng-hybrid.com)

Liquefied natural gas (LNG) will be used to generate energy in combined heat and power units and generators aboard the floating LNG HYBRID Barge (a lighter). The electricity thus generated will be fed into the cruise ships power supply as needed.

A clear benefit to people and nature.


54

Cost Comparison IMO Tier III TechnologiesCase study RoPax Ferry (Source: MAN)

0%

50%

100%

150%

200%

250%

300%

IMO Tier II1-stage

IMO Tier III2-stage

SCR - MGO

IMO Tier III2-stageSCR +

Scrubber

LNG fuelledvessel

Overhead costs

LNG System's

Main Scrubber's

SCR`s

Dual FuelEquipment

2-stage TC

Engines (withoutpropulsion pack)

Baseline: Tier II

DF engine & LNG system* highest first cost due to extra expenses for large LNG tanks & dual fuel equipment LNG tank size is main cost driver, which is mainly depending on voyage time (respectively intervals between

refuelling)* Total investment (incl. Installation costs, LNG tanks, all equipment) Hint: Optimal solution highly dependent on operating pattern of a ship


Bureau Veritas

Conversion to Gas-Fueled PropulsionClass related documents

56

Examples of details to be considered for conversion to gas-fueled propulsion

A preliminary Gas-Hazardous Zone Plan indicating the location of LNG-Fuel-Tanks, the refitting of A-60 insulation if necessary, the location of Gas-Ventilation Heads, the location of the Gas-Valve-Units and Gas/LNG piping

ESD protected or gas-safe machinery space

Routing of LNG/ Fuel Gas piping

Capacity of Fire Fighting System

Capacity of ventilation system if forced ventilation is required

Deck load and expected accelerations in way of LNG fuel tanks

Thermal load and insulation in case of fire around the fuel tanks/ containers determines the size of the tank ventilation piping

Safety-Plan related modifications in the general and engine room arrangement


57

Generally all documents and systems, which are not in scope of the engine Type Approval Certificate and which were alternated or added in course of the refitting as for example:

Arrangement of foundation bolts and chocking resins

Hull-side structure of engine foundation

Schematic layout or other equivalent documents for starting air system, fuel oil system, lubricating oil system and cooling water system

Schematic diagram of engine control and safety system

Flexible couplings, reduction gear, shafting and propeller

Shaft alignment details

Torsional Vibration Analysis

Energy Balance Calculation

Documents of Propulsion System to be submitted


58

Documents of Dual Fuel Engine to be submitted

Drawings concerning new engine type as listed in BV Rules NR 481 (June 2007), Sec 1 [Table 1]:


59

Documents of LNG / Fuel-Gas System to be submitted

Drawings concerning LNG / Fuel-Gas System as listed in BV Rules NR 529 (May 2011), Sec 1 [Table 1]:


60

Procedures and manuals concerning the Fuel-Gas System

Procedures and manuals concerning LNG / Fuel-Gas System as listed in BV Rules NR 481 (June 2007), Sec 1 [Table 2] on the right side:

Procedures and manuals concerning LNG / Fuel-Gas System as listed in BV Rules NR 529 (May 2011), Sec 1 [Table 2] below:


61

MERCI POUR VOTRE ATTENTION !

GRAZIE PER LA VOSTRA ATTENZIONE !

DANKE FR IHRE AUFMERKSAMKEIT !


propeller club 25.04.2013 hg

Documents

membrane lng carrier

lng fpso

000m3 lng ship

lng rv vessels

additional lng carriers

000m3 lng cseri balhaf

500m3 lng c coral methanebuilt

bv active