Low Carbon Technology for Marine Application...Global TierⅡ SOx SOx ECA IMO MARPOL Global CO 2...
Transcript of Low Carbon Technology for Marine Application...Global TierⅡ SOx SOx ECA IMO MARPOL Global CO 2...
Low Carbon Technology for Marine Application
Nov. 29, 2018
Hyundai Heavy Industries / Corporate Research Center
Se-Young Oh, Sangmin Park
Contents
1. Background
2. Hydrogen Energy for Marine Application
3. Concept of Cargo Handling System for LH2 Carrier
4. HHI’s R&D Interests
Background & HHI’s Technologies
Background
Regulation Area Year
Remarks 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
NOx NOx ECA IMO
MARPOL Global
SOx SOx ECA IMO
MARPOL Global
CO2 (EEDI*)
Global IMO
MARPOL
Sulfur 3.5 % Sulfur 0.5 %
Sulfur 1.0 % Sulfur 0.1 %
TierⅡ
TierⅡ TierⅢ
IMO MEPC 66 decided to apply NOx Tier III regulation to ships that are built since Jan. 2016 and operated in ECA (‘14.3)
IMO MEPC 70 decided to use 0.5% Sulfur fuel worldwide from 1 Jan 2020. (‘16.10)
Apply to ships with dry contracts since ’13
CO2 emission control by ship type and size; EEDI is the mass of CO2 emitted by ships carrying 1ton of cargo (gCO2/ton‧nm)
TIER 2 (14.4g/kWh)
TIER 3 (3.4g/kWh)
Sulfur 3.5%
- 85% in global (2020~)
0.5%
TIER 1 (17g/kWh)
- 80% in ECA (2016~)
Phase 2 (-20%)
Phase 3
Phase 1 (-10% )
(- 30%)
‘15~19
’20~’24
’25~’30
(Applied to newly-built ship over GT 400 ton)
Phase 1 Phase 2 Phase 0
※ Table source: KR
• - 40% (2030~) • CO2 Free/Zero Emission Ship
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** EEDI: Energy Efficiency Design Index
Background
World First LNG fuel propulsion
package demonstration
World First 2stroke engine HHI-Scrubber Develop
World largest LNG gas demonstration
facility
Air lubrication system
LNG Fuel Propulsion Deliver LNG carrier
H2
H2
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•
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•
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Eco Solutions in the Future
H2
6 1) SOFC : Soil Oxide Fuel Cell
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Eco Solutions in the Future
• Standard Hybrid Ship Design
- System Optimization & Class AIP
- Marine Fuel Cell Integration
• Multi Fuel Gas Engine
- Hydrogen Mixed, High Efficiency
• DC Power System Design & EMS
- System Cost Reduction, Optimal Operation Tech.
1) ESS : Energy Storage System 2) DC : Direct Current 3) EMS : Energy Management System
IMO Strategy on Reduction of GHG Emissions
Hybrid w/ Fuel Cell Set-up Strategy for Mid-term Regulation
Hydrogen Fuel ► ►
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Carbon Source Carbon Capture Utilization
Market insight of hydrogen usage
※ Source : McKinsey & Company, Hydrogen Council report - Hydrogen scaling up, 2017
H2
Hydrogen Electric Propulsion System
Hydrogen Engine
Hydrogen Carrier
Hydrogen Storage
& Distribution
Eco Solutions in the Future
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Hydrogen Energy for Marine Application
• Clean energy source in the foreseeable future with no GHGs emissions (CO2, NOx, SOx)
• Remarkable technology for eco-ship by liquefied hydrogen storage/transport
• Consideration of efficiency and safety for LH2 tank due to diffusion (3 times faster than hydrocarbon in air), low ignition energy, and high heat conductivity etc.
LH2 LNG
Boiling point (oC) -253 -163
Saturated liquid density (kg/m3) 71 422
Saturated gas density (kg/m3) 1.2 1.8
Latent heat (kJ/kg) 444 510
Lower heating value (LHV, MJ/kg) 120 50
Diffusivity in air (cm2/s) 0.63 0.2
Flammability limit (mol%) 4.0 – 75.0 5.0 – 15.0
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Fuel CO2 NOx SOx
Diesel 100% 100% 100%
LPG 68% 75-80% 3-10%
LNG 77% 20% 1%
Hydrogen 0% 0% 0%
Hydrogen Energy
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Marine Application of Hydrogen Energy
• Hydrogen carrier ship - Hydrogen engine - Hydrogen + LNG fuel engine - Storage/Transport : Liquefied hydrogen, Organic chemical hydride
• Hydrogen-fueled ship
- Hybrid system : Hydrogen + Fuel cell + ESS
• Hydrogen carrier ship - BOR handling - Insulation system - Safety issues
• Hydrogen-fueled ship - High cost (platinum catalyst) - Limit for applying to large ships - Safety issues
• Stable hydrogen supply • Zero-emission fuel ship • Low noise and vibration • High energy density • Efficient hydrogen liquefaction
technology
Hydrogen-fueled ship Hydrogen carrier ship
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Hydrogen Infrastructure Technology
• Hydrogen production from brown coal, biomass, and water etc.
• Storage by cryogenic liquefaction and high-pressure compression
• Transport by liquefied hydrogen cargo ships, tanks, and containers
• Utilization for hydrogen gas turbine/engine, and fuel cell etc.
Concept of Cargo Handling System for LH2 Carrier
※ Study on Introduction of CO2 Free Energy to Japan with Liquid Hydrogen, Kawasaki Heavy Industries (ICEC25-ICMC2014).
LH2 Storage Tank Structure built by JAXA Tanegashima Space Center (540m3)
Small-scale LH2 carrier (2.5K) : 2 Tanks (1,250m3), Diesel engine propel (AIP by NK Class, 2014 / Sailing by 2020)
Large-scale LH2 carrier (160K) : 4 Tanks (40,000m3), Hydrogen propulsion (Commercialization by 2025)
LH2 Carrier Conceptual Design
LH2* LNG
Sto
rage
Temperature -253oC -163oC
Tank material • Stainless steel • AI Alloy steel
• Stainless steel (GTT Mark III) • Invar (GTT NO 96) • AI Alloy steel (MOSS, IHI-SPB) • 9% Nickel steel (Type-C & Type-B)
Tank geometry • Type-C for small ship • Type-B for large ship (Developing) • Membrane type for large ship (Developing)
• Pressurized tank (Type-C) • Nonpressurized tank (MOSS, IHI-SPB) • Membrane type (GTT Mark III, GTT No 96)
Insu
lation
Insulation material
• Vacuum Insulation Panel • Multi Layer Insulation • Aerogel etc. (Advanced materials)
• Block-type PUF (GTT Mark III, Type-B ) • Perlite(or Glasswool) Box (GTT NO 96) • Expanded Polystyrene (MOSS Type) • Spray-type PUF (Type-C)
Boil-off rate Less than 0.2%/day (Target for 160K Type-B) 0.085%/day (170K GTT Mark III)
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Cargo Tank System
- Conceptual design of cargo handling system and FGSS for LH2 carriers - 15
• Cryogenic design and manufacturing technology development for on-board equipment (BOG compressor, cargo pump, fuel supply pump, and spray pump)
Using only hydrogen as a fuel
Using LNG and hydrogen mixed gases as a fuel
Fuel Gas Supply System
- Methane LFL distance - - Hydrogen LFL distance -
LFL 100%
LFL 50 %
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• Estimation of gas dangerous zone in terms of hydrogen flammability
• Risk assessment using diffusion analysis in vent mast (simulation by DNV PhastTM)
- Scenario: vapour diffusion when a rupture of vessel disc
- LFL (Lower Flammable Limit): methane 5%, hydrogen 4%
※ Clarification of Hazardous Areas Applied to Newly Developed Liquefied Hydrogen Carrier, Kawasaki Heavy Industries (ISOPE 2018).
Safety Standard
HHI’s R&D Interests
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Influence of EEDI on Ship Design
EEDI CO2 Emission Regulation
Phase I (10% reduction)
Phase II (20% reduction)
Phase III (- 30%)
’20 ~’24
’25~’29
• Applicable: LNG Fuel Prop. Ship
≥ 40% reduction, ’30 ~
’15 ~’19
CO2 Free / Zero Emission Ships
• Development of eco-ship against IMO environment regulation
• Requirement for all newly built ships over 400 GT from 2013 to meet CO2 emissions reduction targets
• Implementation of emission reduction technologies by a shift from low-carbon to de-carbonation shipping
HHI’s Technologies
• Applicable: LNG Fuel Prop., WHRU • R&D: Hybrid Electric Prop., CCS on board
• Applicable: Hydrogen Prop., CCS on board
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HHI’s R&D Interest
• Feasibility study of installation of hydrogen re-liquefaction system
- Economic analysis compared to venting LH2 BOG
- LCA (Life Cycle Assessment) considering voyage distance, speed, and period
- Hydrogen Claude Cycle* -
* 12th Cryogenic-IIR Conference; Dresden (2012).
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HHI’s R&D Interests
Utilization
The need for onshore infrastructure
On-board CCS
※ Source: DOE/NETL
- Conceptual layout of on-board CCS* -
* J.T. Van Den Akker, Delft University of Technology, 2017
Conversion to Fuel
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