LNG AS FUEL FOR MARINE SHIPS LATEST … · Malaysia LNG Forum – Kuala Lumpur 20 March 2013 4 ... Humid Air Motors 25-50% ... North European LNG infrastructure project; final report

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LNG AS FUEL FOR MARINE SHIPS

LATEST DEVELOPMENTS AND BEST PRACTICES

MALAYSIA LNG FORUM

Kuala Lumpur March 2013

Jose ESTEVE


Agenda

• Regulatory & Economic Perspective

• IMO & Class Rules for Gas Fuelled Ships

• Selected Projects

• Key Safety Considerations

• Main Challenges

• Conclusion


Regulatory & Economic Perspective

4 Malaysia LNG Forum – Kuala Lumpur 20 March 2013

IMO and other regulations are becoming more and more stringent:

Progressive reduction of air emissions (SOx, NOx, particulate matters, greenhouse gases including CO2).

Trend to extend the Emission Control Area (ECA)

Trend of local or regional legislations to reduce SOx emissions at port, e.g. in the US, in the EU.

GRADUALLY MORE STRINGENT RULES

Existing ECAs: Baltic Sea (May 2006); North Sea & English Channel (Nov 2007), for SOx

Newly designated ECAs: US and Canadian coastal waters, for NOx, SOx and PM (adoption MEPC 59, Jul 2009)

EU ECAs (SOx only)

Future ECAs may include: Mediterranean Sea, Black Sea, port areas with heavy traffic, etc.


Regulations for SOx Emissions

► IMO and other Regulations engine exhaust emissions become gradually more stringent.

► Regulations for SOx emissions :

Regulations Sulphur Content

2010 2012 2015 2020

IMO - Global 4.5% 3.5% 0.5% (*)

IMO - ECA 1.5% 1.0% (since 01.07.2010) 0.1%

EU ports 0.1%

California (< 24 nm) 1.5% (MGO)

0.5% (MDO)

0.1%

Residual fuels

Distillate fuels

(*) Subject to 2018 feasibility study


► Regulation for NOx emissions

Applicable to diesel engines with power output ≥ 130 kW

Entered into force: 1 July 2010

Engine fitted on a ship constructed at date D *

Applicable standard

1/1/2000 ≤ D < 1/1/2011 Tier I

1/1/2011 ≤ D < 1/1/2016 Tier II

1/1/2016 ≤ D Tier III in ECA ** Tier II elsewhere

“existing engines” 1/1/1990 ≤ D < 1/1/2000

cylinders ≥ 90 l & output > 5,000 kW

Tier I

Engine rpm N < 130 130 ≤ N < 2000 N ≥ 2000

Tier I Current

Reg. 13(3)(a) 17.0 g/kWh

45 N-0.20 g/kWh

9.8 g/kWh

Tier II ~ 80% Tier I

14.4 g/kWh 44 N-0.23 g/kWh

7.7 g/kWh

Tier III ~ 20% Tier I

3.4 g/kWh 9 N-0.20 g/kWh

2.0 g/kWh

* MARPOL: construction

date = keel laying date

** ECA = Emission Control

Area

Regulations for NOx Emissions


The regulatory bodies intend to stimulate innovation and new technical developments from the first stage of the ships design with the main aim to reduce significantly the CO2 (GHG) emissions.

LNG fuelled ships will reduce in 25% approx. the EEDI.

Reference MEPC.203(62) – New chapter 4 to MARPOL Annex VI – Reg.19,20,21

Entry into force 1 January 2013

Applicable to all new ships ≥ 400gt*

MARPOL ENERGY EFFICIENCY REGULATION

Energy Efficiency Design Index (EEDI)

Reference MEPC 203(62) – New chapter 4 to MARPOL Annex VI – Reg.22

Entry into force 01/01/2013 (new ships) – by the first IAPP intermediate or renewal survey, whichever is first, on or after 01/01/2013 for existing ships

Applicable to all new & existing ships ≥ 400gt

Ship Energy Efficiency Management Plan (SEEMP)


Energy Efficiency Design Index

Ship Type Size

Phase 0

1 Jan 2013-

31 Dec 2014

Phase 1

1 Jan 2015-

31 Dec 2019

Phase 2

1 Jan 2020-

31 Dec 2024

Phase 3

1 Jan 2025

onwards

Bulk Carrier ≥ 20,000 DWT

0% 10% 20% 30%

Gas tanker ≥ 10,000 DWT

Tanker ≥ 20,000 DWT

Container

ship ≥ 15,000 DWT

Combination carrier

≥ 20,000 DWT

General cargo

ships ≥ 20,000 DWT

0% 10% 15% 30% Refrigerated cargo carrier

≥ 5,000 DWT

► The use of LNG instead of fuel oil will result in a reduction of approx. 20% of the attained EEDI. ► Therefore for gas-fuelled ships, compliance with the required limits of phase 2 would be possible without implementing any other specific measure for energy saving.


REDUCTION OF EMISSIONS

Technique / Reduction of NOx SOx PM CO2

Combinations of internal engine modifications

30-40%

SCR >90%

Emulsified fuel 10-20%

Humid Air Motors 25-50%

Direct Water Injection ~50%

Exhaust Gas Recycling 35-60% 20-60%

Filters ~95%

Scrubbing 85-100% 70-100% up to 85%

1.5% Sulphur fuel ~40% ~18%

0.5% Sulphur Fuel ~80% ~20%

Natural Gas Fuel 80 to 90% 100% ~100% Up to 25%

Effectiveness of natural gas fuel versus abatement technologies:

IMO Tier 3 standard is achieved

Reduction of EEDI


From COMMISSION STAFF WORKING DOCUMENT Brussels, 24.1.2013

Actions towards a comprehensive EU framework on LNG for shipping

(The staff working document compliments the Clean Power for Transport Communication regarding the introduction of LNG

as an alternative fuel for shipping)

► A recent study1 looked into the payback time for ship LNG modifications or the acquisition of new ships for SECAs and concluded that payback times would be between 2-4 years for all of them

► Around 10.000 ships are currently mainly used for European Short Sea Shipping of which around 5000 are spending more than 50% of their time in SECAs, thus having to use mainly low sulphur marine gasoil (1% until 2015, 0.1% from 2015)

► Many shipowners and ship operators have stated their interest in switching to LNG fuel, but withhold their investment and conversion plans due to missing LNG supply at their preferred ports of call

► A further concern for ship operators is the lack of harmonised bunkering procedures, requiring compliance with different procedures and technical requirements in every port of call.

► While conditions for ships and bunkering procedures are just emerging, stakeholders are faced with a number of existing rules and procedures for land based LNG installations [..] focus mainly on large storage of hazardous materials.

1: North European LNG infrastructure project; final report May 2012. Co-financed by the Trans-European Transport Network (TEN-T)


Expected milestones in European development of LNG Bunkering

► Final Report European Maritime Safety Agency (EMSA) - Study on Standards and Rules for bunkering of gas-fuelled Ships (Report No. 2012.005) available.

► 1Q2013: The Commission will set-up and chair a European Sustainable Shipping Forum (ESSF) with Member States and EU industry

► 2013/2014: The Commission continues co-financing a number of TEN-T studies which are analysing and refining LNG bunkering networks on a regional basis

► Mid 2014: ISO will finalise a global ISO guideline on LNG storage and bunkering (ISO TC67/WG10)

► 2014: IMO will finalise the International Code on Safety for Gas-Fuelled Ships (IGF-Code) covering all aspects of ship design and on-board use of LNG;

► End 2014: The Commission, in cooperation with EMSA will propose a comprehensive set of rules, standards and guidelines for LNG provision, bunkering and use in shipping;

1: North European LNG infrastructure project; final report May 2012. Co-financed by the Trans-European Transport Network (TEN-T)


IMO & Class Rules for Gas Fuelled Ships


Dual Fuel Operating Principle

► The engine can be run alternately:

with liquid fuel (MDO) according to the Diesel cycle

or with gas according to the Otto cycle (used in gasoline engines)

► In case of failure in the gas supply system, the switch-over from gas to liquid fuel is automatic.


DIFFERENT TECHNOLOGIES AVAILABLE

MAIN CONTAINMENT SYSTEMS:

• Cryogenic IGC compliant type C tanks in container

• IGC tank type C (cylindrical or semi-lobular)

PROPULSION:

• Direct driven conventional propeller(s)

• Diesel electric with conventional propeller(s) or azimuth/pod

GAS ENGINES:

• Lean Burn Engine

• Dual Fuel Engine 4/2 strokes


Experience with Dual Fuel Engines

► Type approval for :

Wartsila dual fuel engines

MAN dual fuel engines

Rolls-Royce Bergen engines

Anglo Belgian Corporation (ABC) dual fuel medium speed engines

► BV Rules :

NR 481 “Design and installation of dual fuel engines using low pressure gas”

NR 529 “Safety Rules for Gas-fuelled Engine installations in Ships”

BV Rules Pt D Ch9 Service notation for LNG carriers


IMO Regulations & BV Rules

► The IMO has addressed the use of natural gas as fuel in

their Interim guidelines on safety for natural gas fuelled

engine installations in ships (IMO Res. MSC.285(86)

adopted in June 2009)

► The IMO has started the development of the International

Code for Gas Fuelled Ships (IGF code) in 2009

► Historically the IMO gas codes were the first regulation

authorizing and ruling the use of boil off gas as fuel (on

LNG carriers).


Progress & Scope of IGF Code Development

► Submission at the BLG sub-committee in Feb 2013 in order to implement the code within the 2015 SOLAS amendments

► The future IMO IGF code will not be limited to natural gas fuel but will address several more options, in particular:

• Natural gas

• Other gases (LPG)

• Low flash point fuels (FP < 60°C):

• Methanol – ethanol – hydrogen – synthetic fuels

• Storage: liquid or compressed

• All energy converters types:

• Low and high pressure internal combustion engines, gas turbines, boilers, fuel cells


IMO Regulations & BV Rules

► Objective: Set acceptable basic prescriptions and criteria to achieve an equivalent degree of safety and reliability for ships with gas propulsion as compared to conventional ships using fuel oil

Safe and reliable gas combustion in the engines

LNG storage (including re-fuelling facilities) and distribution systems should not create any substantial risk of gas leakage or spillage leading to brittle fracture, fire and/or explosion

Machinery spaces should be designed and arranged for gas burning engines

Gas fuelled propulsion systems should have the same level of reliability as conventional fuel propulsion systems

► Depending on the ship type, and hence the nature of their operations, these objectives may imply slightly different technical responses


LNG Carrier – E.R. Arrangement

► Arrangement of machinery space

• Efficient ventilation (no dead space,

effective in way of electrical,

equipment, avoid recycling, …)

• Ventilation exhaust location

• Gas Safe E.R. / Gas detection

► Gas supply to the engine room

• Preferably Double wall piping

• Passage of gas duct to engine room

• ESD system


Applicable Rules / Regulations / Requirements

► Mandatory Codes

• International Convention for the Prevention of Pollution from Ships (MARPOL)

• International Convention for the Safety of Life at Sea (SOLAS)

• International Convention on Load Lines (ICLL)

• International Convention on Tonnage Measurement of Ships (ITC)

• International Code for the Construction and Equipment of Ships Carrying

Liquefied Gases in Bulk (IGC Code)

• Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel

Engines (NOx Technical Code)

• International Code for the Application of Fire Test Procedures (FTP Code)

• International Life-Saving Appliance (LSA) Code (LSA Code)

• International Code for Fire Safety Systems (FSS Code)

• International Management Code for the Safe Operation of Ships and for

Pollution Prevention (ISM Code)

• International Convention for the Control and Management of Ship’s Ballast

Water and Sediments

• Convention on the International Regulations for Peventing Collisions at Sea


► Additional Requirements for Consideration

• Specific flag state requirements

• ILO conventions

• USCG requirements

• Society of International Gas Terminal & Tanker Operators (SIGTTO) Guidelines

• Oil Companies International Marine Forum (OCIMF) Guidelines

• Terminal requirements

• Owner / operator requirements

Applicable Rules / Regulations / Requirements


Selected Projects


SELECTED EXPERIENCE: GAS FUELLED LNGc

Since 2001 in partnership with GdFSuez , Wartsila and Chantiers de

l’Atlantique (now STX Europe) for the LNG carriers GdFSuez Global Energy,

Provalys and Gazelys (1st DFDE LNG carrier delivered in 2004)

Castillo de Santisteban 173.000m3 LNG C built by STX Korea with dual fuel gas generator sets MAN 51/60 DF delivered 2010 to Empresa Naviera Elcano S.A.

In 2012 Coral Energy delivered at Meyer Werft to Anthony Veder

Since 2004 we have classed a total of 26 LNG carriers equipped with gas

fuelled engines (diesel fuel diesel electric propulsion).


In 2007 Isabella Kosan delivered first of a series of ethylene carriers with gas fuelled generator

sets built in Korea for Lauritzen Kosan

Coral Methane delivered in 2009 by

Remontowa in Poland to Anthony Veder

Two 4.700 m3 LPG/LEG carriers currently under

construction in Avic Dingheng with Wartsila

dual fuel engines

Management of project team within IACS

Machinery Panel addressing the safety of gas

engines supplied with low pressure gas, such

as duplication of the storage tanks and gas

supply lines, safety of the engine crankcase

and availability of single gas-only engines

SELECTED EXPERIENCE: GAS FUELLED LPGc


ENGINE TYPE APPROVAL :

Wartsila dual fuel engines (e.g. 34DF, 32DF, 20DF & 50DF)

MAN dual fuel engines (51/60 DF)

Rolls-Royce Bergen gas engines (KVGB-12G4)

Anglo Belgian Corporation (ABC) dual fuel engines (e.g. DZD / (V)DZD) (on-going)

SELECTED EXPERIENCE: GAS FUELLED ENGINES


Ultra large container ship (14.000 teu) 2-stroke dual fuel propulsion engine supplied with high pressure gas

Auxiliary engines supplied with low pressure gas

LNG storage in aluminium type B tanks below the accommodation

Innovative gas supply system patented

SELECTED EXPERIENCE: GAS FUELLED SHIPS

Courtesy DSME


Inland navigation oil tanker (approx. 2600 DWT)

Dual fuel engines

LNG cryogenic tanks

Two separate systems and two engine rooms (ESD protected)

1,000 teu container feeder for the Baltic sea Propulsion and auxiliary engines supplied with low pressure gas

LNG storage in containerized cryogenic tanks



Hybrid Coastal Ro/Ro Passenger Ferry

• Project Partners: BECKER MARINE, INGO SCHLUTER, SDC and BUREAU VERITAS

• Gas fuelled main engine

• Hybrid battery pack

• Two fully independent systems supplying two engine rooms (ESD protected)

• LNG trailer storage tanks (x2) located on sheltered deck which will be exchanged overnight

Courtesy Becker Marine Systems



Oil / Chemical Tanker (JiP LNG-CONV)

• Project Partners: Furetank, Oresund, Preem, FKAB, Pon Power, Caterpillar, SSPA and BUREAU VERITAS

• Convert existing 18,000 dwt oil/chemical tanker Fure West

• Dual fuel main engine MAK 7M46DF of 6300 kW

• Consideration given to converting Caterpillar 3508 auxiliary engines

• Type C LNG storage tanks on deck (approx. 600 m3 capacity)



LNG-Powered Electric Supply Barge

• Project Partners: SCHRAMM group GmbH & Co. KG, Ingo Schlüter GmbH & Co. KG, EON Hanse Wärme GmbH, Gasnor AS, Becker Marine Systems, Aida Cruises and BUREAU VERITAS

• Five gas fuelled generator sets to produce electricity in Hamburg port to supply cruise vessels and municipal grid

• LNG ISO tank containers

Courtesy Becker Marine Systems

SELECTED EXPERIENCE


Key Safety Considerations


Safe Machinery Space

► The engine should be so controlled as to avoid detonation or misfiring

► Operation of gas engines to be monitored through a number of safety parameters

► Engine exhaust duct to be protected against overpressure in case of accidental gas explosion

► Efficient ventilation in machinery space, ventilation exhaust

location to be considered and effective gas detection required

► Gas supply to the engine room fitted with double wall piping,

passage of gas duct to engine room, ESD system and gas

supply safety system requirements to be considered

►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 at low load (< 15% of the nominal load) with gas is to be taken into account.


Key Safety Considerations - Reliable Gas Propulsion Systems

►Risk analyses (FMEA / HAZOP) are to be conducted to cover the following points:

• Gas operation of the engine

• Boil-off management

• Possible presence of gas in the piping systems connected to the engine (e.g. lubricating oil, water cooling systems, …)

• Possible presence of gas in the machinery spaces

►In order to substantiate the adequate safety and dependability levels of the propulsion

system of the vessel

►The HAZOP addresses in a formal manner the processes of the propulsion system with the objective of demonstrating that its overall design is adequate for all possible scenarios including normal, abnormal and emergency operating conditions


Design Principles to be Fulfilled

A gas leakage originating anywhere in the spaces should not result in all engines

being disabled. Propulsion and electrical production should be maintained.

Arrangements are to be made to dispose of the boil-off gas when the engines are

Stopped or operate at low load.

Gas combustion unit are not required to be duplicated.

The design and the installation of the DF engines and gas combustion units are to

be substantiated by a risk analysis.


Other Considerations

► Piping stress analysis (weight of pipes, acceleration loads, internal pressure, thermal contraction, loads induced by hog & sag) required when temp < -110 oC (IGC 5.2.5)

► Boil-off gas management

► Location and segregation of spaces (storage compartments, machinery spaces, compressor room, etc.)

► Safety equipment (gas / fire detection)

► Passive and active fire protection

► Definition of hazardous area and selection of certified electrical equipment

► Emergency Shut Down (ESD) arrangements

► Bunkering systems & arrangements


Main Challenges


►The main challenges :

• Find sufficient space for the LNG storage

• Provide the necessary heating / cooling

arrangements

• Location and segregation of spaces

• Provide protection against spillages/leakages

• Bunkering arrangements

Main Challenges


► Storage above or under deck

► Pressurized tanks (type C) with suitable design pressure (for short sea shipping)

• Allow gas to be supplied to the engines at the required pressure (approx. 5 bar) without pumps

• Allow the accumulation of boil-off gas by accepting pressure build up

• Vacuum insulation with outer shell acting as secondary barrier

►Type B tanks

• Partial secondary barrier fitted

►Membrane tanks

• The partial filling capability is to be demonstrated and consequences of sloshing are to be investigated

• Arrangements are to be made to deal with boil-off gas in excess

►Portable tanks

• Marine classification, qualification & inspection

• Resistance to ship accelerations and shocks

• Compatibility between tank and shipboard equipment

►Protective distances against risks of collision and grounding

Sufficient Space for LNG Storage


► Gas-dangerous spaces are to be arranged with Ex-certified electrical equipment, gas

detection equipment and a separate ventilation system

► Storage tank room is not to be adjacent to machinery spaces of category A

► Access between gas-safe spaces and gas-dangerous spaces are to be arranged with air

locks

► Minimum distances are to be observed between:

• ventilation outlets from gas-dangerous spaces and openings

• ventilation inlets / outlets to gas-safe spaces and hazardous areas

► A vent mast is to be arranged for the discharge of the LNG storage tank relief valves

► Gas storage tank room and machinery space where gas may be released are to be

arranged and located so that, in case of explosion in either, essential equipment in other

compartment should remain operable (IGF Code draft)

► An explosion in any space where gas may be released should not:

• cause damage to other spaces

• damage the ship in such a way that flooding of water below the main deck or any

progressive flooding occur

• cause damage to work areas or accommodation likely to injure people staying in such

areas (Interim Guidelines)

► A detailed analysis in order to demonstrate that explosion is not likely to happen could be

considered as an alternative

Location & Segregation of Spaces


Bureau Veritas & Propulsion Systems

Bureau Veritas Experience with All Propulsion System Alternatives


Conclusion


Conclusion

► Technical solutions to install gas fuelled engines in various types of vessels are in place, demonstrating the feasibility of this alternative to liquid fuels

► Safety and dependability aspects of NG as fuel have been studied by engine designers, design / engineering offices and shipbuilders, while IMO and class societies have developed rules and regulations to address NG propulsion of ships

► Crew members operating gas-fuelled installations should be suitably trained in accordance with flag administration requirements

► Standardised operational guidelines and bunkering procedures should be put in place

47 Malaysia LNG Forum – Kuala Lumpur 20 March 2013 IGC June 17, 2010

Thank you !

Documents

LNG AS FUEL FOR MARINE SHIPS LATEST … · Malaysia LNG Forum – Kuala Lumpur 20 March 2013 4 ... Humid Air Motors 25-50% ... North European LNG infrastructure project; final report