Upload
ngocong
View
213
Download
0
Embed Size (px)
Citation preview
CNG/LNG/CRNG/LRNG as alternative
fuels in heavy duty transportation - a
techno-economic assessment
Dejene A. Hagos
16-11-17
Global development-NGVs
• Market drivers:
– urban air pollution
– energy independence
– volatile oil prices
– make use of indigenous
resources 0
2
4
6
8
10
12
14
16
1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016
Nu
mb
er o
f N
GV
s
Mill
ion
er
ASIA-PACIFIC EUROPE NORTH AMERICA LATIN AMERICA AFRICA
• 83% world population live in
areas where the air quality is
above the WHO guidelines
• In 2013, 5.5 million people
died of air pollution – India
and China account for 55 %
Source: IHME-Institute for health metrics and evaluation
Source: NGV Global
0
100
200
300
400
500
600
700
800
900
2000 2002 2004 2006 2008 2010 2012 2014 2016
Nu
mb
er o
f N
GV
s
Tusi
nd
e
Italy Germany Bulgaria Sweden
NGVs development in EU-28, 2016
Source: NGV Global & CNG Europe
0
100
200
300
400
500
600
700
800
900
1
10
100
1.000
10.000
100.000
1.000.000
10.000.000
Nu
mb
er o
f N
GV
s p
er f
illin
g st
atio
n
Nu
mb
er o
f N
GV
s
Light Vehicles Buses Trucks Number of NGVs per filling station
Global Status – LNG in maritime
Fig. Global development of LNG fueled fleet, excluding LNG carriers
• Norway is at the front line, owning more
than 59% of worldwide operational LNG
ships. The NOx fund which provides a
financial incentive is main driver!
• As of August 2015, globally, about 70
ships were in operation; mostly regional
ferries (38%) and platform supply vessels
(27%).
• 80 ships are under construction (expected
to be ready by 2018).
• Globally, main driver - strict limit on NOx
and sulfur content of marine fuels (0.1%),
as of January1st 2015 in ECAs; used to be
1%
• Outside ECAs, the current 3.5% sulfur
limit will be reduced to 0.5% by January
1st, 2020
• More than 59% of existing ports (North
American, European, and Asian ports) already
have LNG supply infrastructure or have
planned for it. Source: Lloyd's Register
CNG/LNG filling stations
Source: NGVA Europe(LNG Blue Corridors project)
In this talk:
• Potential fuel supply pathways for well-to-tank (WTT) and well-
to-wheel (WTW) evaluations
• WTW energy, GHG, and regulated (air pollutant) emissions
evaluation
• Breakeven vehicle added cost- including sensitivity for price
gap and driving distance
Selected WTT pathways (1)
Selected WTT pathways (2)Pathway acronym Final fuel Pathway description
VRA CNG
Danish NG mix, distributed through transmission and distribution pipes to grid-connected
households/industries. The home-filling facility, called vehicle refuelling appliance (VRA), is assumed to be
supplied with a low-pressure grid (4 bar).
CNGMF
CNGMTCNG
Danish NG mix, distributed through transmission and distribution pipes to grid-connected filling stations. The
station could be either a fast-fill (CNGMF) or time-fill (CNGMT) station connected with a low-pressure grid.
CNGD CNGThe same process description as CNGMF pathway, but it represents daughter stations. CNG supplied to the
station is assumed to be filled at mother station and transported with truck/CNG trailer.
LNG LNGRemote LNG production, LNG sea transport to north-western Europe import terminals, distribution by
truck/LNG trailer to skid-based LNG filling stations.
L-CNG CNG/LNGThe same as LNG but at filling stations both LNG and CNG are available. Also, includes LNG
vaporisation/compression to CNG at skid-based L-CNG.
LNG-STS LNGRemote LNG production, LNG sea transport to north western Europe import terminals, distributed by LNG
bunkering vessel to bunkering facility at ports (storage tank); ship-to-storage (STS).
LNG-TTS LNGThe same process description as LNG-STS, but LNG assumed to be distributed by truck/LNG trailer to
bunkering facility at ports (storage tank); truck-to-storage (TTS).
CRNGD-manure
CRNGD-wasteCRNG
Raw biogas production from manure (CRNGD-manure) and municipal organic waste (CRNGD-waste),
upgrading and compression to 200 bar, and truck/CNG trailer distribution to fast-fill CNG filling station.
CRNGP-manure
CRNGP-wasteCRNG
The same process description as (CRNGD-manure) and municipal organic waste (CRNGD-waste), but the gas
is directly injected into the low-pressure grid (4 bar) through plastic pipes.
LRNG-waste LRNGRaw biogas production from waste, upgrading, liquefaction, and local distribution by truck/LNG trailer to
LNG filling stations.
LRNG-manure LRNGRaw biogas production from manure, upgrading, liquefaction, and local distribution by truck/LNG trailer to
LNG filling stations.
TTW technologies
• For HDVs and passenger vessels application:
1. Direct injection compression ignition (DICI): reference vehicle
2. Port injection spark ignition (PISI): 100% CNG/LNG dedicated.
3. Port injection dual fuel (PIDF): 40-60% diesel substitution
(diesel and CNG/LNG mixed at the injection port).
4. High pressure direct injection (HPDI): 90-95% diesel
substitution (high pressure LNG directly injected into the
cylinder head).
Engine cycle thermal efficiency: 35% for PISI, 43% for DICI, PIDF, and
HPDI engines.
Type approved and real-world
emissions• HDV
– Type approved emission (Euro VI) for conventional HD vehicles
– Chassis dynamometer measured data for HD gas vehicles (Source:
Swedish gas center)
• Passenger vessel
– MARPOL Annex VI NOx emission (Tier III,2 g/kWh) and Sulfur
limit (0.1%) for conventional vessels in emission control areas
(ECAs), i.e. 0.5% as of 2020 in open sea.
– On-board measured data in ECAs (On Norwegian LNG vessels) (source:
SINTEF Ocean (former MARINTEK)-Norwegian marine technology
research institute)
Assumed regulated emissions in HDVs (g/kWhout)
PISI PIDF HPDI
CH4 0.27(0.13%) 6.53 (2.2%) 0.84 (0.48%)
NOx 0.48 5.79 0.54
PM 0.006 0.006 0.0001
NMHC 0.06 0.67 0.0019
CO 1.87 0.03 0.0049
Assumed regulated emissions in LNG Vessels(g/kWhout)
PISI PIDF HPDI
CH4 4.1(1.9%) 6.9(2.37%) 0.693(0.4%)
NOx 0.9 1.9 12
PM 0.04 0.01 0.01
NMHC 0.03 0.4 0.5
Methodology• WTW energy and emissions evaluation
Where, Credits refers to the primary energy and GHGs emission savings associated with digestate, only for the biogas
pathways. The value of α is 1 (one) for fossil-fuel based pathways and 0 (zero) for renewable (biogas)-based pathways.
WTT energy and GHG emissions
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
0
0,2
0,4
0,6
0,8
1
1,2
1,4
1,6
1,8
g C
O2e
q/M
J fu
el
MJ/
MJ f
uel
Fuel conditioning & filling at filling/bunkering stations
Fuel transportation and distribution
Feedstock conversion to fuel
Feedstock transportation
Feedstock extraction&treatment
Total GHGs emission-CO2eq
Impact avoiding
Impact inducingImpact reducing
WTW energy and GHG emissions (1)
• Heavy duty vehicles,
-1.250
-1.000
-750
-500
-250
0
250
500
750
1.000
1.250
0
5
10
15
20
25
30
35
40
HDV
g C
O2
eq/k
m
MJ/
km
WTT TTW GHGs
WTW energy and GHG emissions (2)
• Passenger vessels,
• PISI &PIDF…Impact inducing by 25%
• HPDI….Impact reducing by 7-9%
• On average, a 1% methane slip would
result in 8.5%, 4.7%, and 8% increase in
net GHG emissions, in PISI, PIDF, and
HPDI LNG vessels, respectively.
0,00
50,00
100,00
150,00
200,00
250,00
Methane slip
kg C
O2
eq/k
m
0% 1% 1.5% 2%
LNG:
LRNG:
• Impact avoiding in PISI & HPDI!
-200-150-100-50050100150200250
0
1
2
3
4
5
6
Passenger vesssel
kg C
O2
eq/
km
GJ/
km
WTT TTW GHGs
WTW regulated (air pollutant)
emissions
• On-board combustion is the main
source, small contribution from
WTT!
• PISI & PIDF meet MARPOL NOx
limit!
0500
1.0001.5002.0002.5003.0003.5004.000
Passenger vesssel
g/km
CO NMHC NOX PM SOX
0
1
2
3
4
5
6
7
8
9
10
HDVg/
km
CO NMHC NOX PM SOX
HDV-breakeven vehicle added cost
-8000 12000 32000 52000 72000 92000 112000 132000 152000 172000 192000
60,000
90,000
120,000
60,000
90,000
120,000
60,000
90,000
120,000
PIS
IP
IDF
HP
DI
Break-even vehicle added cost (€)
An
nu
al d
rivi
ng
dis
tan
ce (
km)
0 €/L 0.34 €/L 0.41 €/L 0.48 €/L 0.55 €/L 0.61 €/L 0.67 €/L 0.73 €/L
The added cost for HD gas vehicles is reported to
be between 10,600-16,450 €
• Current diesel price gap,
0.42 €/L for LNG, and zero
for CNG
1 kg CNG =1.37 L diesel
Diesel price gap= diesel(€/L)-CNG(€/kg)/1.37
• Negative break-even added
cost indicates a net loss
Diesel price gap
• Diesel price 1.17 €/L
• LNG price 1.03 €/kg
• CNG price 1.6 €/kg
• Discount rate 6%
• Vehicle economic life 7 years
Thank you!