Gas as a Marine Fuel - Southern Joint...
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Ray Gillett, General Manager Gas as a Marine Fuel IMarEST 22 nd March 2017
Transcript of Gas as a Marine Fuel - Southern Joint...
Ray Gillett, General Manager
Gas as a Marine Fuel
IMarEST 22nd March 2017
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Disclaimer Statement:Whilst every effort has been made to ensure the accuracy of the information supplied herein, GTTTraining Ltd. cannot be held responsible for any errors or omissions. Unless otherwise indicated,opinions expressed herein are those of the author of the presentation and do not necessarily representthe corporate views of GTT Training Ltd. or the GTT group.
Copyright statement:GTT Training Ltd. grants permission for the browsing of this material in the context in which it is beingpresented and for personal reference only. A copy of this notice must be appended to any copy ofmaterial taken. The express permission of the copyright holder must be obtained for any other use.
Disclaimer
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Gaztransport & Technigaz (GTT)GTT is an engineering company with more than 50 years experience in LNG containment systemsEmploys 400+ and is a public company listed on the Paris stock exchangeCurrently engaged in more than 100 LNG projects (LNGC, FSRU, FLNG and LNG bunker vessels)
GTT Training Subsidiary of GTT established in the UK in 2014Specialise in the provision of training and real time operations simulation tools, in all aspects of LNG, to both the marine and shore sectorsSIGTTO and SGMF member
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Gas as a Marine Fuel - Agenda
What is LNGWhy use LNG as a marine fuel?Challenges to be addressedSolutions that are availableWhere are we nowMain concernsLessons learned
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LNG
Clear colourless & odourless liquidBoiling point at atmospheric temperature about -160°C (depends on composition)Made up of a mixture of light hydrocarbons mostly Methane (80 – 95%)
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Composition of LNG
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Physical Properties
FlammableRange = 5 – 15%Flashpoint = -188oCAuto Ignition Temperature = 595oCRelatively difficult to igniteFlammable range is within the visible cloud
Vapour is lighter than air when above -100oCContact with water causes LNG to vaporise rapidly
StorageTemperatures between -120oC & -165oC
Requires use of specialist materialsAdditional precautionsEducation of personnel
Composition of the LNG in a tank will change over time
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Global Gas Reserves
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LNG Producers
Based on data in October 2015
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UseAlmost all natural gas production is used for:
Electricity generationIndustrial & Commercial UseResidential customers
Use of LNG as a Fuel onshoreIs expandingPrimarily used in trucks & locomotivesOverall still small in scale
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LNG as a Fuel?
Courtesy of UCL Energy Institute & UMAS
Economically Most studies indicate that LNG will play a significant part in the fuel mix in the coming decades
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Comparing Energy Content with Fuel Oils
MJ/kg GJ/Ton Ltrs/Ton Density kg/m3
MJ/m3
LNG 53.6 53.6 2410 415 22,244
MDO 45.5 45.5 1170 855 38,902
HFO 42.9 42.9 1020 980 42,042
HFO tank
1.89 times the volume for LNG MDO
tank
1.75 times the volume for LNG
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Challenges
Fuel that has a composition that varies depending where sourced how long stored
Very cold - cryogenicLimited supplyLarger storage requirement
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LNG as a Marine Fuel - Drivers
LNG as a
Marine Fuel
Emission Control
Regulations
Future Supply
FuelPrice
Maintenance
Environmentally Friendly
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IMO Emission Control Regulations - background
Shipping facilitates over 90% of world tradeAir pollution from ships – not as obvious as an oil spillShip’s fuel has 10,000 times more sulphur than road fuelShipping accounts for 2.7% of world CO2 emissions & 14% of sulphur oxide pollutionHas a cumulative effect on overall air quality & adds to the acid rain problem15 vessels produce more heavy particulate matter than all the cars in Norway!
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MARPOL Requirements
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ECA Zones
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Comparison of LNG with other fuels
Source DNVGL
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LNG Price
Traditionally gas price has been linked to the price of oil but recently the price seems to be driven by its own market (decoupled).
Recent lower oil prices have slowed the potential growth in the take up of LNG
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Fuel Prices
Corresponding prices for oil and natural gas after conversion to energy terms
US$/mmBTU Rotterdam Houston Tokyo
HFO 14 - 15 14 - 15 16 - 17
MGO 20 - 21 23 - 24 21 - 22
LNG 7 - 8 4 - 5 15 - 16
US$/mmBTU Rotterdam Houston Tokyo
HFO 5.25 – 6.25 5.35 – 6.7 6.7 – 7.2
MGO 10.25 11.9 10.55
LNG 6.4 2.8 7.8
2013
Nov 2015
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Regulatory FrameworkInternational Code of Safety for Ships Using Gases or Other Low Flashpoint Fuels (IGF Code):
Applicable to vessels of more than 500 gt that use gas as a marine fuelCame into force 1st January 2017
International Code for the Construction & Equipment of Ships Carrying Liquefied Gases in Bulk
Applies to bunker supply vessels that may operate outside port limits
ISO Technical Committee - International Guidelines for Bunkering of Gas Fuelled Vessels
IACS & SGMF – Safety Guidelines – BunkeringPublication combines the guidance from IACS and SGMF
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Storage - Possible solution?
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Solutions - StorageIGC/IGF Code
Tank Classification
Independent Tanks Membrane Tanks
Type APr < 700mbFull Secondary
Barrier
Type BPr < 700mb*Partial Secondary
Barrier
Type CPr > 2 bar
No Secondary Barrier
MembranePr < 700mbFull Secondary
Barrier
NO 96 Mk III Mk V
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Type C TanksThe design basis for type C independent tanks is based on pressure vessel criteria modified to include fracture mechanics and crack propagation criteria.
The minimum design pressure is intended to ensure that the dynamic stress is sufficiently low so that an initial surface flaw will not propagate more than half the thickness of the shell during the lifetime of the tank.
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Type C Tanks
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Tank capacity :40 m3 200 m3 2 000 m3 7 000 m3 25 000 m3700 m3
Vacuum insulated Foam insulated
Up to 10-15k m3 / tank
15 000 m3
Up to 20-25k m3 / tank
100-700 m3 / tank
Up to 1000-2000 m3 /tank40 to 100 m3 / tank
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Type C Tanks
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Type C Tanks – Strengths & Weaknesses
StrengthsSecondary barrier not requiredPartial loading OKPressure build up possibleConstruction separate to the vesselPotentially easy to installPotentially easier to operateCan handle warmer cargo temperaturesSimple – Do not require specific expertiseFuel Redundancy : easy to achieve
WeaknessesHeavy (weight of tank vs weight of cargo)Heavier vessel/deeper draughtWaste of space around tankLower Filling limits due to higher relief valve settings
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+ 55%
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Integrated / Membrane Tanks• Used extensively in the worlds LNG Carrier fleet • Hull forms the structure of the tank• The ‘Membrane’ system construction provides both a barrier to contain
the LNG and insulation to stop the cargo affecting the steel structure• Operated at or near atmospheric pressure
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Membrane systems
Three systems available:NO96 – Based on an Invar membrane 0.7mm thickMkIII – Based on SS membrane 1.2mm thickMkV – Combination of NO & Mk systems
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Membrane Tanks – Strengths & WeaknessesStrengths
Lighter tankBetter utilisation of available hull spaceLighter smaller vessel Higher filling limit due to lower relief valve settingWell proven design
WeaknessesRequires a secondary barrierLower tank pressureMay require a system to handle the tank boil offNitrogen system required for interbarrier spacesDelivered fuel must be coldConstruction of tank more complex
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Inside 2200m3 Bunker Barge
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AlternativesType A or B
Designation depends on design methodology usedSimilar constructionType B does not require a secondary barrierOperate at atmospheric pressure
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Different Tank Technologies Available
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Pressurised (Type C)Easier to implementReduced need for gas handling equipment
AtmosphericMaximises the available space for fuel storageEasier to scale to larger capacitiesLNG is always cold – reduces some operational issues
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Solutions - Propulsion
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Electrical
Mechanical
4 stroke engines
2 stroke enginesHP Gas Injection (300 Bar)
LP Gas Injection (10 Bar)Gas Turbines
Steam Turbines
4 stroke engines
Gas Turbines
Pure Gas (4-5 Bar)
Dual Fuel (4-5 Bar)
Combined Cycle Combination of above
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Emissions Comparison
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DNVGL
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Methane Number & Methane Slip
Methane NumberProvides an indication of ‘knock’ tendency (fuel igniting ahead of the flame front) effect on an engine of the gas composition being used as the fuel. The methane number will vary depending upon the composition of the LNG
Pure methane = 100Pure ethane = 44Pure propane = 32
Most engine manufacturers state their engines require a fuel with a Methane Number > 70
Methane SlipMethane that is not used within the combustion chamber which is then exhausted into the atmosphere – mainly affects 4 stroke engines
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Propulsion System SelectionMany competing selection requirements
Performance (change of speed)Efficiency (fuel use and CO2)Emissions (NOx, methane slip)Sensitivity to gas compositionSize & weightPurchase costsMaintenance and consumable costsType of Engine Room – ‘ESD protected’ or ‘Gas Safe’
No technology satisfies all the criteria
Owner preferences
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LNG Alternatives -Low Sulphur Fuel oils
Current availability is limitedUse minimises changes to existing systems
Exhaust ScrubbersEnables operators to continue use their current fuel optionsFitted in the funnel
Possible impact on stabilityExpensive to installLarge space requiredDisposal of scrubber waste will be an issueTo comply with Tier III will need additional NOx scrubbing equipment
Methanol, Bio Fuels & LPGLimited availability and some safety concerns
Fuel Cells
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Using LNG equates to lower costs?
Operating costsLess maintenance
CleanLess wear
Fuel consumption
Technology costsComparison
Fuel costs
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Solutions – Bunkering Options
Terminal to ship
Truck to ship
Ship to Ship
Portable Tanks
Other items to be considered:Simultaneous operationsSafety during the transferCapacity requiredTransfer times
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Where are we today?
In 2013 – by 2025Predictions were indicating >1200 LNG fuelled vesselsPorts expecting > 25% of all bunkering activity to be in LNG
NowDiminished enthusiasm because of:
Oil price decreaseNew Low Sulphur fuelsNew technologiesPolicing of the ECA’s not very aggressivePerceived risksLack of infrastructure
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Gas Fuelled Vessels in Service & Under Construction
Source DNVGL
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Main Concerns – Access to LNG
SupplyIs there sufficient LNG available for small scale distribution?
Most LNG volumes are sold as part of long term supply agreementsSome of the larger suppliers are becoming engaged in establishing the business
ShellGDF Suez (ENGIE)GasNor
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LNG Bunker Locations
DNVGL
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Main Concerns – Design Standards
Gas Fuelled VesselsIGF Code – Published by IMO
Bunker VesselsIGC Code – Published by IMOPort regulations
Design requirementsISOClass / IACS
GuidanceSociety of International Gas Tanker & Terminal Operators (SIGTTO)Society of the use of Gas as a Marine Fuel (SGMF)
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Main Concerns – Crew CompetencyConcerns
LNG is a cryogenic liquid. A small incident could escalate quicklyWill LNG be treated just as another fuel – ie lack of interest / understanding?Familiarity with operations (or lack of)Specialist skills required?Time of biggest risk – bunkering operation
TrainingIMO (via STCW/HTW) training covers the basicsSociety for Gas as a Marine Fuel (SGMF) has issued guidelines on the competency requirements for everyone who may be engaged in the bunkering operationReceiving vessel is seen as the area of prime concern
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Main Concerns – Quality & QuantityQuality
The composition of the LNG stored in a tank will change over timeConsequently, what may be loaded by the supplier may not be what is supplied to the receiverMay need to use sophisticated quality measurement and metering devicesTemperature can significantly affect the transfer process
The colder the LNG is delivered, the more energy it will containWarmer LNG will result in higher back pressures and reduced transfer rates
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Summary
Customers want solutions and convenience
Customers want technologyand performance
Where we are today
We are at the very early stages of a new industry
It took twenty years to convert from coal to oil…..
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Summary
CollaborationEarly and often dialogue between all stakeholders
Ship owners & operatorsLNG SuppliersRegulatory authorities
TrainingFor everybody that is going to be involved, not just the crew!Needs to be a high priority to avoid any incidents More training required than may normally be considered necessary
You will be watched!The industry is very new so there will be a lot of interest from:
The mediaRegulatory authoritiesThe general public ?
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Summary
