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Fin
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End users perspective
Per Stefenson
Stena Teknik
Fin
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Deployment of innovation
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Typical project
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EffShip Stena Teknik – Tanker Newbuilding projects 1998-2013
Panamax 72.000 dwt MR
47.000dwt
Aframax Ice Class 1A Super 113.500dwt Panamax
Ice Class 1A 75.000dwt
Aframax Ice Class 1A 114.500dwt
Suezmax 157 000 dwt
Fin
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Technology improvement
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Energieffektivisering
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P-Max Air
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P-Max Air
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Fuel Efficiency
Project Energy saving
Estimated cost
1 Aurora Take off nozzle on thrusters + new propellers
15% 4 MSEK
2 Aurora and Mercandia VI Powered by re-chargeable batteries instead of diesel-gensets
No exhaust
25MSEK/ vessel
3 Hybrid Power management system to be arranged ”to equlize” power peaks during operation. Ex batteries could be utilized instead of adding diesel gensets needed for power peaks. Concept study for different vessels to evaluate possible savings.
4MSEK
4 Reduction of air resistance Study including CFD calculations for evaluating arrangement of superstructure
Abt 1% 0,5MSEK
5 Optimal bulb design Changed operational profile for a vessel could result in a need to alter the bulb design to reduce the wave resistance.
Abt 3% 3MSEK
6 Propeller design at reduced speed Reduced speed leads to less loaded propeller blades. Taking off two blades of four could give higher propulsion efficiency and less fuel consumption
Abt 3% 0,3MSEK
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Examples of Started ESP Projects:
- Frequency controlled Pumps and Fans. - Installation of propellers with new design, higher efficiency. - Installation of different types of “ETA” Pilots. - Installation of Exhaust boilers. - Sun Screen film on windows. - Underwater area refreshment, keep the hull in best shape. - Upgrade of fluorescent-lamp eq to new electronic ballasts. - Main Engine Optim. (TC, Fuel PP, Timing, Scav.Air Temp. Reg. - Optimize Ship Schedule. - Training, education of Officers, discussion of New Ideas.
10
Lars-Erik Hellring, Stena Line
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Frequency (rpm) controlled Equipment:
- Pumps, Cooling/Heating systems
(FW, SW, Boiler water, Chiller Water..)
- Fans
(Engine room, accommodation, galley..)
- Hydraulic EQ
(Steering gears, Ramp EQ..)
Sea Water Cooling Pumps
2011-10-12 11 Lars-Erik Hellring
Lars-Erik Hellring, Stena Line
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Stena Saga ME SW Rpm Controlled Pump. (Converted in to values based on shown measurements:)
Normal running before installation nearly 600 000 kWh / Year
Savings: - ~ 300 000 kWh / Year
2011-10-12 12 Lars-Erik Hellring
Lars-Erik Hellring, Stena Line
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Solar Window Film:
2011-10-12 13 Lars-Erik Hellring
Denmark Terminal:
Instead of bying expensive glass, we by ordinary and mount Solar film… Better price and better performancy…
Lars-Erik Hellring, Stena Line
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Solar Window Film:
1 Cabin with film.
1 Cabin with out.
The film is stopping the heat from the sun light going through the window with
around 80 % ,
By this we can then decrease the power on the air-conditions units.
The saving on the compressors on one of our ships was calculated to a saving of
197760 kWh/year.
Difference 6° C
Solar film Test: - ≈200 000 kWh/year
2011-10-12 14 Lars-Erik Hellring
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-Original ship design:
Service speed 25,7 knots, installed engine power 39600 kW.
Service speed needed to manage the schedule is 18-20 knots.
-New ship design:
New blades optimized for 20 knots witch gives needed engine power at 24000 kW.
2011-10-12 15 Lars-Erik Hellring
Lars-Erik Hellring, Stena Line
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-Saving:
Average after propeller change according to 2006:
Around 16 %
Consumption per Trip 2006 / 2007 in %: Base line 2006 = 100%
Lars-Erik Hellring, Stena Line
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EffShip Stena Line future challenges
Environmental legislations in SECA, 0,1% sulphur
Nox regulations
Peak oil = Increased fuel prices
Global Warming
Alternatives: Alternative fuel,
exhaust gas cleaning (HFO) or MDO, energy efficiency?
Risk: Competition from other
transport solutions
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Short Sea Shipping routes
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Crude oil well head price
115 $/bbl
843 $/ton
Crude landed (WTI/Brent approx)
119 $/bbl
872 $/ton
MGO port price
0.062 €/kWh
1070 $/ton
Natural gas well head price
0.010 €/kWh
183 $/ton Crude eqv.
LNG cost ex works
0.02 €/kWh
345 $/ton MGO eqv.
LNG along side Göteborg
0.046 €/kWh
845 $/ton MGO eqv.
LNG FOB Zeebrugge
0.03 €/kWh
518 $/ton MGO eqv.
Natural gas well head price
0.010 €/kWh
183 $/ton Crude eqv.
Methanol cost ex works
0.025 €/kWh
432 $/ton MGO eqv.
Methanol along side Göteborg
0.044 €/kWh
805 $/ton MGO eqv.
Methanol produced from forest products
0.072 €/kWh
1244 $/ton MGO eqv.
HFO port price
0.042 €/kWh
716 $/ton
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LNG (liquified natural gas)
• Established technology for propulsion of ships
• Long term availability
• Lower emissions: CO2 down 25%, NOX down 85%, SOx and Particles very low
But
• Price
• No infrastructure for distribution
• International regulations, IGF code not in place
• National, regional and local regulations
• Additional investment in new-buildings and retrofit
• Cost for conversion of existing fleet
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EffShip LNG operation of ferries
Conversion of a Ropax Göteborg - Fredrikshamn, propulsion power 4 x 6500 kW
Conversion of main engines ~ 450 – 520 USD/kW
Investment in tanks, piping, etc ~ 450 – 520 USD/kW
Other equipment ~ 400 USD/kW
Main engines ~90 MSEK
Tanks, cool box, etc ~90 MSEK
Misc ~70 MSEK
---------------------------------------
~ 250 MSEK
The ship’s cargo capacity will be reduced with abt 15%
A RoPax new building project equipped for LNG propulsion will be 15 - 20%
more expensive
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Methanol as a marine fuel Conversion factor energy equivalence Methanol and Marine diesel oil
▪ Exhaust emissions – Methanol equivalent to LNG (SOx, NOx, PM)
▪ Green House Gas – Methanol leads towards Zero vision. (Bio- and electro generated)
▪ Energy security – diversifies Europe’s energy imports
▪ Economy per ship – ~4 million USD of added yearly fuel cost avoided
Advantages for Europe Price comparison
$ per tonne of fuel oil energy content, Europe, average spot price, 2012 YTD
645
925
369
0,1% Marine Diesel Oil
721
352
+12%
Methanol equivalent marine diesel oil
-22%
1% Fuel Oil
Conversion add on Price on the market
X
x2.05
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Gothenburg - Kiel
90.000 Cars 90.000 Lorries
Lifted from the road every year
2 X
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Methanol as marine fuel
• Availability, distribution and storage
• Engine technology and adjustment to the ship
• Environment and cost benefit
• Safety and regulations
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Methanol on Stena ferries
• The benefits
– Methanol is a Clean fuel
– Simple supply chain
– Big commodity with a working trade market
– Can be stored in hull tanks
– Energy cost lower than MGO
– Methanol retrofit lower than LNG retrofit
– Potential as green fuel
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SPIRETH - Stena Scanrail
SPIRETH
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SPIRETH - Stena Scanrail
SPIRETH
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Stena Scanrail
SPIRETH – 2012-01-26
SPIRETH - Stena Scanrail Looking aft at new aux engine room
WT door to
ER
Fuel treatment room Methanol to OBATE upgrade
Auxillary Engine Room 2 x Volvo Penta D13 MG – DME version
SPIRETH
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Stena Scanrail
SPIRETH – 2012-01-26
SPIRETH - Stena Scanrail Looking aft at new aux engine room
WT door to
ER
Fuel treatment room Methanol to OBATE upgrade
Auxillary Engine Room 2 x Volvo Penta D13 MG – DME version
Methanol supply double walled pipe
OBATE Double walled piping
Ventilation
SPIRETH
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EffShip Methanol Conversion scope
Interface Ship Automation System
Engine Automation System
Engine related updates: Cylinder heads Fuel injection injectors Fuel pump plungers Fuel injection high pressure piping
Update of Vessel Automation System
Ventilation System
Inerting System
HFO to MeOH fuel tank adaptation
High Pressure methanol pump
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Metanol leder mot nollvisionen
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Methanol in the future
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Solar energy + CO2 + H2O
= Methanol
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EffShip Stena’s global methanol project Initial timeframe for converting Stena’s SECA fleet
Number of ships converted (estimate)
25 2018
1 2014
3 2015
10 2016
20 2017
800
400
125
25
1,000
Methanol required for fuel
Thousand tonnes of methanol
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EffShip Clean Shipping