Propeller Club Geneva27.04.2017
Dr. Hans J. GätjensVice President
Marine Regional Chief Executive forNorth - Central - Europe, Baltic Region and Russia
BUREAU VERITAS S.A.
Will the New IMO
Regulations Lead to Other
Propulsion Systems?
1. New Regulations
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Three main areas for controlling
emissions from ships already
defined:
North American ECA (US,
Canada)
US Caribbean ECA (Porto Rico
+ Virgin Islands)
Baltic Sea ECA, North Sea ECA
(including the English Channel)
Worldwide
since 2011
Inside ECA from
1st January 2016
Emissions Regulation – ECA & SECA
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New Areas
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MEPC.280(70) has been adopted : decides that global limit of 0.5% of
sulphur content for fuel will become effective on the 1st of January 2020.
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Requires per-voyage and annual reporting of CO2
emissions in line with an approved monitoring plan
Applies to vessels above 5,000 GT of all flags
conducting voyages into, out of and between EU
ports
Purpose is to provide reliable information on CO2
emissions within the maritime transport sector
As a first step the regulation is intended to quantify
CO2 emissions, which will then allow to define
reduction targets and finally the means to achieve
those targets (e.g. Emission Trading Scheme)
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2011 EC roadmap to cut carbon emissions in transport by 60 % by 2050 compared to 1990 levels. Key goals:- Phase out conventionally-fuelled cars in cities- 40 % use of sustainable low carbon fuels in aviation- at least 40 % cut in shipping emissions- 50 % shift of medium distance intercity passenger and freight
from road to rail and waterborne transport
MRV is an approach to include emissions from international maritime shipping into EU commitment to reduce GHG(Kyoto Protocol)
MRV is intended to serve as a model for implementation of a global MRV system by IMO(MEPC68, MEPC69 ff.) and maybe amended to take into account progress at international level Source: DG Climate, 2013
The International Political Dimension of MRV
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2. Availability and Prices of Fuels
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Gas
Co
al
Cru
de
Oil
50,7 Years 52,8 Years
>100 Years
Reserves-to-production Ratios (2015)
Source: BP
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Comparison of Crude, HFO, MDO and Gas Prices - UK
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Comparison of Crude, HFO, MDO and Gas Prices - Germany
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Comparison of Crude, HFO, MDO and Gas Prices - US
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Comparison of Crude, HFO, MDO and Gas Prices - Japan
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Comparison of Gas Oil, LNG + Bunker Costs - UK
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Comparison of Gas Oil, LNG + Bunker Costs - Germany
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Comparison of Gas Oil, LNG + Bunker Costs - US
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Comparison of Gas Oil, LNG + Bunker Costs - Japan
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Shooting powder (1680; Huygens)
Hydrogen (1807; de Rivaz)
Coal gas (1858; Lenoir)
Kerosene (1873; Brayton)
Gasoline (1885; Daimler)
Petroleum (1893; Diesel)
Biofuel (Peanut oil) (1898; Diesel)
Coal dust (1899; Diesel)
Residual fuel (1909/ 1912; MAN / Junkers) (1948; Lamb)
Alternative Fuels for Internal Combustion Engines
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3. Prime Movers for Shipping
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Slow speed diesel engines 75 ... 80 %
Medium speed diesel engines abt. 20%
High speed diesel engines yachts, fast ferries, naval
vessels, special purpose
vessels
Steam turbine plants LNG carrier (till 2005)
Gas turbines fast ferries, naval vessels
Fuel cells submarines, small
vessels
Sails cruise, yachts
E-Hybrid with batteries small ferries, service
vessels in ports
Solar plants power generation
Flettner rotor experimental phase
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Prime Movers in Shipping
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Diesel oil
Methane
Methane
Methane
Diesel engine
Diesel engine
Gas turbine
Steam turbine
Methanol
Methane
Gas oil
Electric power generation Propulsion
47%
43%
33%
28%
49%
45%
35%
30%
67%
47%
41%
41%
63%
44%
39%
39%
Internal Combustion Engines
Fuel Cells
Comparison of Prime Movers
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• The principle of the fuel cell has been published in 1839.
• The patent for the Diesel engine was granted in 1893.
• Investment costs Fuel Cell abt. 2.000 – 3.000 EURO/kW
• Investment costs Diesel Engine abt. 250 – 300 EURO/kW
• Investment costs SCR Catalyst abt. 50 – 70 EURO/kW
• Investment costs Scrubber abt. 150 – 250 EURO/kW
• Investment costs Dual Fuel Engine abt. 300 – 350 EURO/kW
• Investment costs LNG Tanks abt. 50 – 250 EURO/kW(depending on tank size)
Comparison of Investment Costs
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4. Measures to fulfill New Regulations
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Risk of ineffectiveness
Ammonia slip or burn
Temperature control of
the exhaust gas?
(Source: Wärtsilä)
Selective Catalytic Reduction (SCR)
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Lower CO2
Higher fuel exploitation rate
Energy Efficiency
Higher combustion T
Higher NOx
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Large space needed
Sludge control
Exhaust Gas Scrubbers
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Technology Lean Burn Engine
Single fuel
Dual fuel low
pressure
5 bars / 16bars
(4 stroke / 2 stroke)
Dual fuel high
pressure
300 bars
(2 stroke)
Efficiency high energy efficiency at high
load
OTTO cycle
high energy efficiency at high load
OTTO cycle i-gas mode
Diesel cycle and performances
maintained
Methane slip Yes, efforts are on minimizing up to
50% of existing ratio
Yes, efforts are on minimizing up to 50%
of existing ratio
No, as per available data
Meeting IMO tier III NOx Yes Yes No, need additional NOx reduction
devices
Different Technologies of Gas Engines
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Technique / Reduction of NOx SOx PM CO2
Combinations of 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%
1.5% Sulphur fuel ~40% ~18%
0.5% Sulphur Fuel ~80% ~20%
Natural Gas Fuel 80 to 90% 100% ~100% 20 to 25%
Effectiveness of natural gas fuel versus abatement technologies:
IMO Tier 3 standard is achieved Reduction of EEDI
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CAPEX OPEX Fuel Cost ComplexitySpace
Requirement
Diesel engine with
MDO and SCR
Diesel engine with
IFO scrubber + SCR
Diesel engine with
scrubber - EGR
Dual fuel HP
Dual fuel LP
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CAPEX OPEX Fuel Cost ComplexitySpace
Requirement
Diesel engine with
MDO
Diesel engine with
HFO scrubber
Dual fuel 4 stroke
Pure gas
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5. The Gas Solution
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TRANSPORT DESGAGNES
2+2 LNG fuelled Product Tankers built by BEJIKTAS
TERNTANK
8 LNG fuelled Product Tanker built in China (AVIC)
Courtesy Terntank
Courtesy Courtesy TD
EVERGAS
8 LEG fuelled LEGTanker built in China (SINOPAC)
Welcome to the Gas Age – LNG as Fuel BV Fleet
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BALEARIA
LNG fuelled Ro-Pax (1,600 Pass.) built
by Construcciones Navale del Norte
48,000 GT, LOA 232m, 1,600 Pax
Delivery: Spring 2019
TALLINK
LNG fuelled Ro-Pax built in Meyer Turku
49,000 GT, LOA 212m, 2,850 Pax, LNG
capacity
Delivery: February 2017
Courtesy Balearia
BAI (TBC) to be built at FSG
Length185 metres / Tonnage 42,000 GT
Passengers 1,680
Vehicle capacity 2,600 lane metres
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1,000 TEU Wes Amelie
MSC World Class (2+2)Project data (to be confirmed as LOI status) L=
335m, B= 47m, Dmax 9.5m, abt 206,000GT Total
power 72 MW, propulsive power 44 MW
Ship nb 1: steel cutting 2018, keel laying Dec 2020,
delivery: May 2022
Delivery of sisterships: 2024, 2025 & 2026
Container feeder Wes Amelie to be
retrofiited to gas as fuel – 16 sister vessels
to be retrofitted as well
MSC Courtesy – for illustration purpose only
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Courtesy Dredging International
OSTENSJO REDERI
STATOIL
3 LNG fuel tugs for
Melkoya LNG terminal
(Norway)
SEASPAN Ferries Vancouver
2+2 Hybrid LNG fuel RoRo
3 LNG fuel dredgers for DEME
Courtesy RAL
Courtesy Seaspan Ferries Courtesy Romeo Group
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Courtesy of Suazdiaz (TBC)
BV dominates LNG Bunker Vessels Market
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2 BV classed vessels
Courtesy Port of Goteborg
First Normal Bunker Operation Ship to Ship Goteborg
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