LNG Fuel for Advanced Ships
JOINT DINNER MEETING SNAME SD-5 PANEL AND INTERNATIONAL HYDROFOIL SOCIETY Thursday, 30 May 2013 Army Navy Country Club, Arlington, VA
30.05.2013 < 1 > MAN Group Corporate Structure
MAN SE
Business Commercial Vehicles Power Engineering
MAN MAN MAN Company Truck & Bus* Latin America Diesel & Turbo RENK (76,0%)
Revenues ’10: 7.5 bn€ Revenues ’10: 3.1 bn€ Revenues ’10: 3,8 bn€
Investments Sinotruk (25,0% +1 Share), Scania (17,4%**)
* MAN Nutzfahrzeuge MAN Group 2010: 14.7 bn€ Revenues, 47,700 Employees until December 28, 2010 ** Voting Rights
30.05.2013 < 2 > < MAN Group Business Areas
MAN Group focuses on two business areas:
. Commercial Vehicles: Commercial Power . Power Engineering: Vehicles Engineering MAN Diesel & Turbo RENK ’
30.05.2013 < 3 > < Rudolf Diesel (1858 – 1913) First Marketable Diesel Engine (1897)
Introduction 30.05.2013 < 4 > <4 Diesel engine programme from 450 kW to 87 000 kW
30.05.2013 < 5 > Areas of Activity MAN Diesel & Turbo in World Trade
50% of World Trade is Powered by MAN Diesel Engines!
30.05.2013 < 6 > < LNG for Propulsion What is Natural Gas ?
Liquefied natural gas or LNG is natural gas (predominantly methane, CH4) that has been converted to liquid form for ease of storage or transport.
•Liquefied natural gas takes up about 1/600th the volume of natural gas in the gaseous state. It is odorless, colorless, non-toxic and non-corrosive.
•The liquefaction process involves removal of certain components, such as dust, acid gases, helium, water, and heavy hydrocarbons, which could cause difficulty downstream. The natural gas is then condensed into a liquid at close to atmospheric pressure (maximum transport pressure set at around 25 kPa/3.6 psi) by cooling it to approximately −162 °C (−260 °F).
•LNG achieves a higher reduction in volume than compressed natural gas (CNG) so that the energy density of LNG is 2.4 times greater than that of CNG or 60% of that of diesel fuel
•LNG is principally used for transporting natural gas to markets, where it is regasified and distributed as pipeline natural gas.
30.05.2013 < 7 > LNG for Propulsion What is Natural Gas ?
. Sources: Oil fields (byproduct from oil exploitation) Gas fields
. Composition: Methane (≈ 94%vol)
Ethane (< 5%vol) H Higher grade hydrocarbons (≈ 1%vol) H C H Nitrogen H Sulphur Traces Composition of natural product varies between sources
. Gaseous under ambient conditions . Stored in liquid phase: -162°C (-260°F) at atmospheric pressure
. Calorific value: 49,5 MJ/kg (CV of HFO ≈ 40 MJ/kg)
30.05.2013 < 8 > LNG for Propulsion Benefits & Challenges
. Benefits:
No additional measures to reach NOx and SOx-limits
Reduced PM and CO2 emissions Reasonable fuel prize Safe and redundant operation Excessive heat recovery possible
. Challenges: Installation of storage equipment Regulations not finally settled Infrastructure and refuelling
30.05.2013 < 9 > Market Driver - Fuel Prices Selected Fuel Prices – related to Energy Content
Source: USD per GJ Florian Keiler / GMM-Atlas MAN 28,00 HFO - Rotterdam 26,00 MDO/MGO - Rotterdam
24,00 Gas (Europe)
22,00 Gas (Japan) Gas (USA) 20,00 Coal 18,00
16,00
14,00
12,00
10,00
8,00
6,00
4,00
2,00
0,00
30.05.2013 < 10 > Market Driver Fuel Prizes Selected Fuel Prizes – related to Energy Content
USD per GJ 28,00 Prices of LNG do not consider distribution HFO - Rotterdam cost! But 26,00 MDO/MGO - Rotterdam
24,00 Gas (Europe) Acc DNV: 22,00 Gas (Japan) Gas (USA) •Gas price FOB @ Brunsbüttel will 20,00 Coal be on HFO-Level 18,00 •In general, DNV expects a prime of 16,00 about 3-6$/MMBtu for distribution
14,00 Acc GL: 12,00 •In general, GL expects cost-based a 10,00 prime of about 4.5$/MMBtu for 8,00 distribution Rotterdam Hamburg 6,00 Acc Mr. Fahimi, MSF-NA: 4,00 GDF Suez expects a prime for 2,00 distribution of abt. 1-2$/MMBtu 0,00 above Henry Hub (relates to abt. 4$/GJ LNG FOB)
30.05.2013 < 11 > Future LNG Fuel Price Scenario
Fuel price scenario
50 HFO 2.7% S LSHF 0.5% S MGO 0.1% S LNG 40
30
20 USD/mmBTU
10
0 2010 2015 2020 2025 2030 2035 2040 2045 2050
Source: GL-MAN container vessel advanced propulsion roadmap
30.05.2013 < 12 > Global Bunkering Demand 2020
Basis: 1100 vessels Source: DNV Demand is equivalent to 0.2-0.3% of global LNG production 2010
30.05.2013 < 13 > Global Bunkering Facilities
Source: DNV
30.05.2013 < 14 > European Bunkering Infrastructure
Source: DNV
30.05.2013 < 15 > Legislation IMO Emission Controlled Areas (12/2010)
Top Container Ports : 1. Singapore 2. China, Shanghai 3. China, Hong Kong 4. China, Shenzhen 5. South Korea, Busan 6. Netherl., Rotterdam Most used trading routes 7. UAE, Dubai 8. Taiwan, Kaohsiung existing ECAs: Baltic Sea, North Sea 9. Germany, Hamburg adopted ECAs: Coasts of USA, Hawaii and Canada (08/2011) discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, 10. China, Qingdao Mediterranean Sea , Tokyo Bay
30.05.2013 << 1616 >> Legislation
IMO NOx-Limits over Engine Speed
20
18
16
14
12 )
10 - 20 %
kWh Tier I: (global)
(g/
x 8 Tier II: 2011 (global) NO 6 - 80 % 4 Tier III: 2016 2 (ECA’s) 0 0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 Rated engine speed (rpm)
30.05.2013 < 17 > <
LNG for Propulsion
NOx Emissions
NOx [g/kWh]
IMO Tier II Diesel Mode
Tier III Gas Mode
Already IMO Tier III compliant in Gas mode without additional measures
30.05.2013 < 18 > LNG for Propulsion
SO2 and CO2 Emission
SO2 reductionSO 2inreduction gas operation >99%
1000 800 600 400
[mg/m³@15%O2] 200 2 0 SO 100% 85% 75% 50% 25% MCR
CO reduction in gas operation = 20% 2 CO2 reduction
6 5
4 [%]
2 3
CO 2 1 0 100% 85% 75% 50% 25% Diesel operation Gas operation MCR 30.05.2013 < 19 > Drivers and Obstacles
. Main drivers: . Long-term expectations that LNG price will be on the level or below HFO . Several potential LNG suppliers invested already in e.g. small LNG- carriers as small scale supplier “the chickens are here, only the eggs are missing” . First ship owners orders vessel for ECA-international trade e.g. Fjordlines, Viking Lines . 0.1%S 2015 for all vessels
. Main obstacles: . Unclear bunkering procedures all major classes work on that already . Crisis in shipping no money for investment, charterer reluctant to pay more for LNG-fuelled ships . Investments into infrastructure . No price guarantees for pioneers
30.05.2013 < 20 > LNG for Propulsion Types of Engines operating with Gas as Fuel
. Pure gas engine: Gaseous fuels only Ignition: Spark, PGI, pilot oil Disadvantage: No fuel flexibility
. Dual-fuel engines: Operating on liquid and gaseous fuels Seamless switch over from liquid to gaseous fuel and vice versa at any time and load Fully redundant operation
30.05.2013 < 21 > Mr. Diesel vs Mr. Otto Diesel to Dual Fuel Combustion
Mr. Diesel’s Process Mr. Otto’s Process . Gas in cylinder before fuel . Fuel in cylinder before gas . Otto process gas-air pre-mix . Diesel process maintained . Power reduction (>15%) = more cylinders . Unchanged Power Density . Load ramp needed . Load response unchanged . Pre-ignition / knocking risk . No pre-ignition / no knocking . Gas mixture important . Insensitive to gas mixture . Methane slip significant -up to 4%+ . Negligible methane slip . Retrofit? . ME-GI retrofitable on ME-C.
ME-GI is a Diesel Cycle Engine,
3338198.2012.03.05 (LS/OG) 30.05.2013 < <22 22 > > Diesel Cycle PV Diagram
Change Diesel Heat Cycle Processes of State A to B Compression Stroke. Adiabatic compression of air in the cylinder. No fuel added yet.
B to C Ignition Isobaric heat addition. Fuel introduced into the compressed air at the top of the compression stroke. Fuel mixture ignited while the pressure is essentially constant. C to D Expansion (Power) Stroke. Adiabatic expansion of the hot gases in the cylinder.
D to A Exhaust Stroke Ejection of the spent, hot gases . Induction Stroke Intake of the next air charge into the cylinder. The volume of exhaust gasses is the same as the air charge.
30.05.2013 < 23 > Otto Cycle PV Diagram
Change Otto Heat Cycle Processes of State A to B Compression Stroke. Adiabatic compression of air / fuel mixture in the cylinder
B to C Ignition of the compressed air / fuel mixture at the top of the compression stroke while the volume is essentially constant. C to D Expansion (Power) Stroke. Adiabatic expansion of the hot gases in the cylinder. D to A Exhaust Stroke Ejection of the spent, hot gases . Induction Stroke Intake of the next air charge into the cylinder. The volume of exhaust gasses is the same as the air charge.
30.05.2013 < 24 > LNG for Propulsion Dual Fuel Engines – In Detail
. All dual fuel engines are based on well established diesel engines
. 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
30.05.2013 < 25 >
LNG for Propulsion Dual Fuel Engines – Cross Section
Double wall gas pipe
Gas valve arrangement
Rocker arms
Charge air manifold
Gas flow control pipe
Conventional fuel injection nozzle
Pilot fuel injection nozzle
Main fuel injection pump
30.05.2013 < 26 >
LNG for Propulsion Fuel Gas Piping and Gas Valve
. Double wall gas pipe . Internal compensator . External enclosure
. Encapsulated Gas admission valve
gas safe design
30.05.2013 < 27 > < LNG for Propulsion Dual Fuel Engines - Operating Mode
Gas admission valve Main fuel nozzle Natural gas MDO (DMA, DMB) (vaporized LNG) HFO
> 99% > 99%
Pilot fuel nozzle Pilot fuel nozzle MDO MDO < 1% < 1%
Gas mode Liquid mode
30.05.2013 < 28 > LNG for Propulsion Methane Slip – Facts about Methane Slip
. All low-pressure dual-fuel & gas engines have methane slip
H . Methane slip is unburned CH4 which is not participating the combustion in gas engines
. Methane as GHG is 20-25 times more harmful than CO 2 H C . No limitations regarding Methane slip exist in H marine applications
H . Minimizing Methane slip is a major target to improve engine efficiency
30.05.2013 < 29 > LNG for Propulsion Methane Slip – Root Causes
. Crevices: . Crevices are mainly fireland, valve pockets and starting air orifice . Methane trapped in crevices will not be reached by combustion . Incomplete combustion: . Quenching: near-wall temperature too low to maintain combustion Crevices
. Inhomogeneities in the air/gas mixture Quenching zones . Misfiring Seldom in modern engines . Scavenging losses higher for DF to maintain diesel / HFO operation . Blow-by of trapped fireland gas through the piston rings vented by crank case ventilation
30.05.2013 < 30 > First ME-GI Order For Two 3,100 TEU LNG-Powered Containerships
TOTE Inc., USA
Vessel Technical Specifications Propulsion Plant Length Overall: 764 ft. Main Engine Type: Dual Fuel Slow Speed (x1) Breadth: 106 ft. (Panamax) Main Engine Model: MAN B&W 8L70ME-C8.2-Gl Depth: 60 ft. Main Engine MCR: 25,191 kW x 104.0 rpm Draft: 34 ft. Main Engine NCR: 21,412 kW x 98.5 rpm Speed: 22.0 kts Aux Engine Type: Dual Fuel Medium Speed (x3)
Scheduled delivery for the first ship: Q4 2015 / Scheduled delivery for the second ship: Q1 2016
30.05.2013 < 31 > Second ME-GI Order Teekay Fuel-Efficient LNGC2 x 5G70ME-GI
At 19,5 knots, the ME-Gi engine can give more than 30-tonnes-per-day savings of heavy fuel oil (HFO) over a dual-fuel diesel- electric (DFDE) engine while still maintaining very efficient fuel consumption at speeds down to 15 knots.
At today’s fuel prices this could stack up to $20,000 per day, plus a 10% shaving off operating costs. ”This is the next evolution,”
Tony Bingham, Teekay’s technical manager of LNG, Tradewinds 21-12-2012
30.05.2013 < 32 > ME-GI Development Combustion Concept
1 From actual footage (colorized)
Yellow = pilot oil Blue = gas fuel
2 Conventional slide fuel valve
3 3 Gas fuel valve 2 4 5 4 High pressure safety valve 6 5 Gas distribution channel (yellow) 1 6 Gas distributor block
7 Gas chain link double-walled pipes
7
30.05.2013 < 33 > Sources of Propulsion Power Losses with DFDE Propulsion
DFDE Solution . Power requirement at propeller = 12,600kW – but more has to be installed due to electrical losses.
12,600kW 12,600kW 13,0100W 13,200W 13,900kW 13,400kW 13,900kW
Propulsion Frequency Transfomer Switchboard Generator Main Engine Motor Converter
96.5% 98.5% 99% 99.5% 96.5%
13,400KW 13,900KW 12,600kW 12,600kW 13,0100W 13,200KW 13,3900W
Propulsion Frequency Transfomer Switchboard Generator Main Engine Motor Converter
96.5% 98.5% 99% 99.5% 96.5%
30.05.2013 < 34 > Title < ME-GI Propulsion Mode - Best Efficiency
DF or CR GenSets
FPP 25,280kW 7G70ME-GI 25,480 kW
30.05.2013 < 35 > Title < ME-GI Development ME-GI Concept: Layout with FGS System
ME-GI concept takes control 300 bar gas supply
More than 6 FGS systems Ventilated double-walled gas pipes Small gas volume in engine room suppliers available
30.05.2013 < 36 > ME-GI Gas Injection Control
Interlocked Gas Injection Sequence
Window Valve
Gas Injector
Gas Control Block Gas Channel
30.05.2013 < 37 > ME-GI Design updates Gas block
. More compact design . Pipes removed
Window valve
Flange coupling Blow-off valve
Blind flange
ELWI
Adaptor block Purge valve
ELGI
30.05.2013 < 38 > < ME-GI Development Design Updates: Gas Injection System
Gas injection system details:
. Hydraulic activation of blow-off and purge valves
. Reduction of number of pipes on gas block
. Pipes assembled on common flange for easy maintenance/ overhaul of gas valve
. Connection block included for easy maintenance
30.05.2013 < 39 > ME-GI Double Walled Piping - Leakage Control
Gas distribution in ventilated, monitored duct No escape of gas to engine room
30.05.2013 < 40 > ME-GI Development Design Updates: Double-walled Pipes
Double-walled pipes details:
Chain pipe design features . Easy maintenance . Secure necessary strength . Avoid mechanical vibrations
Design improvements . Compact design . Reduction of unique parts by 70% . Pipe flexibility secured . All welded design . Few flange connections used . Dedicated gas sealings
30.05.2013 < 41 > ME-GI Gas Combustion Control
Gas Combusts when Injected - No Accumulation, No Knocking PMI
GCSU
Cyl. pressure sensor
30.05.2013 < 42 > LNG for Propulsion Gas Storage & Supply – Gas System
Required per engine
H2O-Glycol-Circuit Silencer
Rupture Valves
High Efficiency Boiler GVU Gas Preparation Storage and supply system Purge Fan Pressure DF Engine Tanks Control / Gas Dump
Bunkerstation Fuel Pilot Inertisation Oil Oil 30.05.2013 < 43 > LNG for Propulsion Gas S & S - Double Barrier Concept
P0 Outside
Propulsion Room P2 P1
Gas Valve Unit
P0 > P2 ; P1 > P2
30.05.2013 < 44 > LNG for Propulsion Study Gas-Fuelled Feeder CV Neptun 1200 DF
. Gas as realistic option to fulfil future emission requirements (IMO TIER III, EU ships on berth) . Feasibility study: Gas-fuelled container feeder for ECA operation . Partners: Germanischer Lloyd TGE Neptun Stahlkonstruktion / WIG . Realised between 05-11/2009
30.05.2013 < 45 > Hi-GAS System
Booster Pump(LP) Vaporizer & G.W Heating System HP Pump(HP) Gas Train
ME-GI
Buffer Tank Gas Heater GVU DF Genset (Gas Valve Combined Test with HiMSEN DFUnit) scheduled in 2013
Engine & Machinery Division 46 Hi-GAS System(Control System Configuration)
Engine & Machinery Division 47 LNG for Propulsion Tank Construction and Transport
Fabrication 8,200 m³ and 8,400 m³ Bilobe and Cylindrical Tanks for Ethylene Service Fabrication Bilobe Cargotanks for 5x22,000 m³ Ethylene Carriers
Transportation of Stainless Steel cargo tanks for a 7,500 m³ LNG carrier on a heavy lift carrier to a shipyard in Europe
Cargo tanks type A for a 23,000 m³ Fully Refrigerated LPG Carrier
30.05.2013 < 48 > LNG for Propulsion Engine Map for Mechanical Drive
30.05.2013 < 49 >
Summary
Safe Reliable Flexible Clean
30.05.2013 < 50 > INCAT #069 Buquebus “Lopez Mena”
99 metre LNG ship was contracted by South American company Buquebus for operation on their River Plate service between Buenos Aires, Argentina and Montevideo in Uruguay.
30.05.2013 < 51 >
INCAT #069 Buquebus “Lopez Mena”
Capacity:1000 passengers plus 140 cars Lightship speed: 53 knots Operating speed: 50 knots. Crossing the River Plate at high speed will allow ferry service to compete with airline traffic between Uruguay and Argentina. 30.05.2013 < 52 >
INCAT #069 Buquebus “Lopez Mena”
. Powerered by 2 x GE LM2500 Gas Turbines . 44 MW (59,000 hp) Total Propulsion Power
30.05.2013 < 53 > INCAT #069 Buquebus “Lopez Mena”
30.05.2013 < 54 > INCAT #069 Buquebus “Lopez Mena”
. Propulsion Machinery Arrangement
30.05.2013 < 55 > INCAT #069 Buquebus “Lopez Mena”
30.05.2013 < 56 >
Thank you for your attention
30.05.2013 < 57 > <