Richard  D.  Stewart,  Ph.D.,  CTL  May  02,  2012  

     

Reducing  Emissions  in  the  Marine  TransportaAon  Sector  

www.glmri.org

Oil:  The  marine  fuel  of  the  future!  

 From  1880s  unAl  1950s  coal  was  the  principal  fuel  for  Great  Lakes  vessels.  

 Special  built  coal  docks  were  common  around  the  Great  Lakes.  

 A  fuel  oil  supply  chain  had  to  be  developed  to  provide  oil  to  the  vessels.  

Vessel  conversion  to  use  oil  was  expensive  and  Ame  consuming  

At  the  start  of  1954  the  William  G.  Mather  entered  the  shipyards  of  Manitowoc  Shipbuilding.    The  vessel’s  coal-­‐fired  boilers  and  quadruple  expansion  steam  engine  were  removed  and  replaced  by  a  steam  turbine  engine.    Her  steam  auxiliaries  were  replaced  with  electric  ones  along  with  the  enAre  electrical  system  being  updated.  

 Installing  new  fuel  oil  storage  tanks  in  the  SS  William  G.  Mather    At  the  same  Ame  building  new  coal  fired  vessels!    SS  Badger  and  SS  Spartan  

Common  Methods  to  Reduce  Emissions  in  TransportaAon  Systems  

•  Modal  shiX  to  more  energy  efficient  mode  –  Supply  chain  issues  ~  speed,  unit  size    –  Infrastructure  issues  

•  Larger  loads  to  reduce  energy  per  ton-­‐mile  –  Supply  chain  issues  ~  speed,  unit  size  –  not  air  –  Infrastructure  issues    

•  Reduce  speed  =  reduced  energy  consumpAon  –  Supply  chain  issues  ~  speed  

•  Clean  what  comes  out  of  the  stack  –  CatalyAc  converters,  scrubbers    ~  waste,  costs,  efficiency  

•  Change  the  fuel  type  that  goes  into  the  engine  – Availability,  BTU  content,  cost  

Emissions  reducAons:  A  driver  of  change  

Vessels  need  to  reduce  air  emissions  

Carrier  opAons  to  meet  emissions  regulaAons  

EPA  Clean  Diesel  Grant  

Significantly  reduced  NOX,  SOX,  CO,  parAculate  emissions!  

•  EPA  Clean  Diesel  Grant  $750,000  •  First  repowering  of  a  Great  

Lakes  vessel  –  Two  9.7  thousand  horse  power  main  engines  

•  $14.5  Million  match  from  Key  Lakes  1,  Inc.  

•  $15  Million  plus  vessel  repowering  in  Bay  Ship  Sturgeon  Bay,  WI.  

•  Completed  ahead  of  schedule  

         M/V  Edwin  H.  Go:  

Lower  BTU  =  more  to  go  same  distance  Just  one  factor  to  consider!  

What  is  Natural  Gas?  

Most  gases  except  Methane  stripped  out  as  they  have  value:  

 Boiling  Point  of  Gases  not  the  same  

This  makes  it  easy  to  strip  out  non-­‐methane  gases  with  liquefacAon  

Is  all  Natural  Gas  the  same?  

So  what  does  the  Methane  Number  mean?  

Supplier  delivers  what  you  need  for  your  engines:  70  MN  considered  minimum  for  most  internal  combusAon  engines  

Do  I  use  CNG  or  LNG????  •  Compressed  natural  gas  –  Unlikely  for  vessels  

– Must  be  compressed  –  cost  –  ini9al  and  long  term  –  High  pressure  containment  –  4500  PSI  –  Lower  BTU  content  for  same  volume  –  High  pressure,  asphyxiant  and  flammability  safety  issues  

•  Liquefied  natural  gas  –   Must  be  liquefied  –cost-­‐  ini9al  and  long  term  –  Cryogenic    Stored  at  Minus  160  degrees  cen9grade  –  Stored  at  low  pressure  3.6  –  6  PSI  –  Higher  BTU  content  for  same  volume  –  Cryogenic,  asphyxiant,  however  non  toxic  not  flammable  as  a  liquid  

– The  selecAon  of  CNG  or  LNG  is  very  case  specific!  

LNG  vs.  Diesel  Discount  Prices  

LNG  Cost  Breakdown  (February  2012)  

LiquefacAon  

TransportaAon  

Commodity  

These  percentages  can  vary  depending  on  locaAon  and  volume  .    

What  about  Engines?  Two  Types  

• Dual Fuel •  Fuel Flexibility Diesel, Gas, HFO or mix •  Requires more sophisticated controls •  Fuel savings limited by need for diesel •  Durability similar to diesel

•  Spark Ignited •  Expected to meet Tier 4 standards without after treatment •  Simple and proven engine controls •  Durability better than diesel •  Slower response than diesel •  Needs a reliable gas supply

Europe  has  been  using  LNG  fueled  ships  for  a  decade!    $15  Million  US  for  LNG  Supply  Chain  Study  

Some  of  the  New  LNG  vessels    

Fueling  an  LNG  vessel:  hTp://www.youtube.com/watch?v=hQ3tqifW9nA&feature=related        

US  Flag  LNG  Powered  Offshore  Supply  Vessels  

Building  four  U.S.  flag  vessels:      2-­‐  2,700KW  Internal  CombusAon  Engines:  Total  LNG  fueled  engines  7,500  KW    LOA  302’,    DraX  20’  4.5”  Beam  64’  

U.S.  Natural  Gas  Fuel  Projects  and  Studies  

•  Motor  Carriers  starAng  to  use  LNG  and  CNG  as  a  primary  fuel  on  appropriate  routes.  

•  Clean  Energy  invesAng  $150  million  for  truck  fuel  staAons.  

•  Washington  State  Ferries  study  use  of  LNG  as  a  primary  fuel.  

•  In  late  2011  a  $3.4  Million  grant  Federal  Highway  AdministraAon  grant  to  convert  Staten  Island  Ferry  

U.S.  Natural  Gas  Fuel  Projects  and  Studies  

•  Two  LNG-­‐Powered  Ferries  for  Tadoussac,  Quebec,  to  be  built  in  Quebec.  Delivery  is  planned  for  the  fall  of  2013  and  spring  of  2014.    

•  Lake  Michigan  Car  Ferry  studied  the  use  of  compressed  natural  gas  (CNG)  as  a  fuel  for  the  SS  Badger.    

•  Great  Lake  MariAme  Research  InsAtute  (GLMRI)  in  collaboraAon  with  MARAD  and  the  mariAme  industry  is  engaged  in  feasibility  studies  on  using  natural  gas  as  a  primary  fuel.  SS  Badger  

BNSF  Main  Line  LNG  Powered  Engines  1991-­‐1996    Conversions  worked  1600  mile  coal  route  -­‐  800  mile  range      

1.   Economical  1. BN  determined  that  natural  gas  to  provide  a  10%  to  20%  cost  savings  over  DO    2. Es9mated  it  could  save  $200  million  a  year  in  fuel  if  it  converted  its  en9re  locomo9ve  fleet  of  engines  3. Using  natural  gas  reduces  engine  maintenance  costs  4. It  is  es9mated  that  engine  life  cycle  can  be  improved  by  as  much  as  40  percent  5. “engines  can  go  2  to  3  9mes  as  long  between  lubrica9ons,  oil,  and  filter  changes.”  

2.   Not  adopted  because  LNG  supply  chain  not  mature  3.   Experiments  done  prior  to  current  discovery  of  natural  gas  reserves    

Short  Haul  Locomo9ve  Pacific  Harbor  Line  Inc.  Long  Beach/LA  

Why  it  worked  well…  •  LNG  locomo9ve  cost  

approximately  23%  less  to  fuel  on  an  energy-­‐equivalent  basis  

•  EmiTed  an  es9mated  81%  less  oxides  of  nitrogen  (NOx)  &  57%  less  par9culate  maTer  (PM)  compared  to  new  Tier  2  locomo9ve  

 

Why  it  didn’t  work  so  well…  •  Logis9cs  &  mechanical  issues  

associated  with  fueling  nega9vely  impacted  the  locomo9ve’s  service  capability  –  Needed  to  be  refueled  every  3  days  

compared  to  once  a  week  –  Lacked  a  reliable  fuel  gauge  –  Difficult  requirements  imposed  by  

the  local  fire  department  •  Extra  labor  during  fueling  •  Fee  paid  to  LAPD  for  fire  inspector  

–  Out  of  service  approximately  15-­‐20%  more  oien  than  the  diesel  fleet  due  to  refueling  

–  Low  main  air  pressure,  failed  spark  plug  transformer  

Experiments on 1200 HP Switch Engine 2008-2009

Mining  Industry  Conversion  of  Trucks    

     Converts  CAT  777C  to  60%  Liquefied  Natural  Gas  –  2010  Bi-­‐Fuel  conversion  system  Operates  in  coal  mines  Harlan  County,  KY  Preparing  to  convert  fleet  for  KY  and  WV    

What  is  an  LNG  supply  chain  like?  

Clean  Energy  InvesAng  $150  Million    in  LNG  staAons  in  the  US.      Fueling  a  truck  hsp://www.youtube.com/watch?v=s-­‐8zCUPoxu0&feature=related    

LNG  Truck  sta9on  Seville,  OH  Par9ally  funded  by  OH  grants  

Kwik Trip Sets Up 3-State Natural Gas Fuelling Infrastructure http://www.ngvglobal.com/kwik-trip-sets-up-3-state-natural-gas-fuelling-infrastructure-0424

LiquefacAon  Plant  in  the  Twin  Ports  

•  Community  open  to  industrial  development  •  ExisAng  Peakshaving  liquefacAon  plant  within  40  miles  in  Wrenshall,  MN    

•  Natural  gas  pipelines  in  place  •  TransportaAon  hub  •  Mining  industry  heavy  user  of  diesel  •  Skilled  workforce  and  industrial  base  •  Market  of  4.3  million  people  within  250  miles  

Twin  Ports  LNG  Terminal  MarkeAng  Region  

250-­‐Mile  Radius  of  Duluth  and  Chicago  

4.3 Million People

Mining Marine Transportation

Transit

Rail

Trucking Pipeline

LiquefacAon  Plant  in  the  Twin  Ports  

•  PotenAal  customer  base:  1.  Marine  fueling  2.  Rail  yards  –  switch  engines  3.  City  busses  4.  Mining  industry  5.  Trucking  industry  6.  Delivery  to  other  communiAes  by  truck,  rail  or  water  

Intermodal  LNG  System  

Twin Ports Liquefaction Facility Exploration Meeting - June 19, 2012 www.glmri.org

Containerized  LNG  supply  chain  

BalAc  using  marine  LNG  supply  chain    

European Union Spent $15 Million on marine LNG Supply Chain study

MARAD  five  year  funding  with  Lake  Carriers  and  industry  support  • A  feasibility  study  to  look  at  fuel  alternaAves  (natural  gas  –  primarily  LNG,  with  consideraAons  for  CNG)  for  repowering  the  Great  Lakes’  vessels.  • A  demonstraAon  project  to  consider  engineering  design  implicaAons  for  a  selected  ship.    (S.S.  Badger  –  car  and  passenger  ferry  with  service  between  Manitowoc,  WI  and  Ludington,  MI)  

•  Literature  review  of  studies  related  to  natural  gas  fueling  of  transportaAon  assets  in  general  and  specifically  the  marine  mode.  

•  Study  to  look  at  converAng  the  ten  exisAng  Great  Lakes  steam-­‐powered  ships  to  reduce  air  emissions  and  fuel  consumpAon.      

•  Engineering  study  to  assess  the  tradeoff  between  a  CNG  and  a  LNG  conversion  for  the  S.S.  Badger  

•  Study  to  look  at  the  transportaAon  modeling  of  the  S.S.  Badger  route  to  evaluate  fuel  usage,  air  emissions,  and  other  environmental  factors.  

•   Supply  Chain  Study  of  regional  gas  availability,  and  accessibility,  liquefacAon  faciliAes  and  capacity,  transportaAon  and  rouAng  of  gas  supplies  in  the  Great  Lakes  region.      

•  Research  into  the  regulatory  requirements  for  fueling  vessels  with  LNG  and  CNG  at  terminals,  docks  and  midstream.        

•  EducaAon  and  Outreach  with  Industry-­‐      –  Great  Lakes  Waterways  Conference,  hosted  an  LNG  studies  panel    –  Society  of  Naval  Architects  and  Marine  Engineers  meeAng,  2-­‐day  agenda  –  Twin  CiAes  TransportaAon  Club  –  InsAtute  of  Supply  Management  –  Twin  Ports  Propeller  Club  –  CSCMP  –  Green  Bay,  WI  

Acknowledgement    for  InformaAon  My  field  is  transportaAon  educaAon  and  transportaAon  management  not  LNG.    Material  for  

this  PresentaAon  came  from    the  following  experts  and  researchers.  

•  Gary  Van  Tassel  &  Frank  Duffield–  Agent  Marine  •  Dr.  Mike  Parsons  –  U  of  Michigan  •  Bob  Kamb,  Mys9c  River  Partners  -­‐  Clean  Energy  Fuels  •  Claus  Emmer  -­‐  Chart  Industries  –    •  Odd  Magne  Horgen,  Rolls-­‐Royce  Engines  •  Jonas  Nyberg  -­‐  Caterpillar  Inc.,    •  Tony  Teo  –  DNV  •  Stephen  Gumpel  –  ABS  •  Peter  Jacobs  (Wartsila)    •  Chad  Varret  (VP  –Harvey  Gulf)    •  Student  Researchers:  Kenneth  Chong,  Brady  Peterson,  

Hiroko  Tada  

www.glmri.org            Research  -­‐  Natural  Gas    Re-­‐Powering  Study