Will the New IMO - Propeller Club of Geneva · Dual fuel low pressure 5 bars / 16bars (4 stroke / 2...

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

3

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

Propeller Club Geneva – 27.04.2017

4

New Areas


5Propeller Club Geneva – 27.04.2017

6

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.


7

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)


8

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


2. Availability and Prices of Fuels

10

Gas

Co

al

Cru

de

Oil

50,7 Years 52,8 Years

>100 Years

Reserves-to-production Ratios (2015)

Source: BP


11Propeller Club Geneva – 27.04.2017

12

Comparison of Crude, HFO, MDO and Gas Prices - UK


13

Comparison of Crude, HFO, MDO and Gas Prices - Germany


14

Comparison of Crude, HFO, MDO and Gas Prices - US


15

Comparison of Crude, HFO, MDO and Gas Prices - Japan


16

Comparison of Gas Oil, LNG + Bunker Costs - UK


17

Comparison of Gas Oil, LNG + Bunker Costs - Germany


18

Comparison of Gas Oil, LNG + Bunker Costs - US


19

Comparison of Gas Oil, LNG + Bunker Costs - Japan


20

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


3. Prime Movers for Shipping

22

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


Prime Movers in Shipping

23

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


4. Measures to fulfill New Regulations

26

Risk of ineffectiveness

Ammonia slip or burn

Temperature control of

the exhaust gas?

(Source: Wärtsilä)

Selective Catalytic Reduction (SCR)


27

Lower CO2

Higher fuel exploitation rate

Energy Efficiency

Higher combustion T

Higher NOx


28

Large space needed

Sludge control

Exhaust Gas Scrubbers


29

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


30

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


31

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


32

CAPEX OPEX Fuel Cost ComplexitySpace

Requirement

Diesel engine with

MDO

Diesel engine with

HFO scrubber

Dual fuel 4 stroke

Pure gas


5. The Gas Solution

34

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


35

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


36

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


37

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


38

Courtesy of Suazdiaz (TBC)

BV dominates LNG Bunker Vessels Market


39

2 BV classed vessels

Courtesy Port of Goteborg

First Normal Bunker Operation Ship to Ship Goteborg


Will the New IMO - Propeller Club of Geneva · Dual fuel low pressure 5 bars / 16bars (4 stroke / 2...

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