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© - Copyright Bureau Veritas
LNG AS FUEL FOR MARINE SHIPS
LATEST DEVELOPMENTS AND BEST PRACTICES
MALAYSIA LNG FORUM
Kuala Lumpur March 2013
Jose ESTEVE
© - Copyright Bureau Veritas
Agenda
• Regulatory & Economic Perspective
• IMO & Class Rules for Gas Fuelled Ships
• Selected Projects
• Key Safety Considerations
• Main Challenges
• Conclusion
4 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
IMO and other regulations are becoming more and more stringent:
Progressive reduction of air emissions (SOx, NOx, particulate matters, greenhouse gases including CO2).
Trend to extend the Emission Control Area (ECA)
Trend of local or regional legislations to reduce SOx emissions at port, e.g. in the US, in the EU.
GRADUALLY MORE STRINGENT RULES
Existing ECAs: Baltic Sea (May 2006); North Sea & English Channel (Nov 2007), for SOx
Newly designated ECAs: US and Canadian coastal waters, for NOx, SOx and PM (adoption MEPC 59, Jul 2009)
EU ECAs (SOx only)
Future ECAs may include: Mediterranean Sea, Black Sea, port areas with heavy traffic, etc.
5 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Regulations for SOx Emissions
► IMO and other Regulations engine exhaust emissions become gradually more stringent.
► Regulations for SOx emissions :
Regulations Sulphur Content
2010 2012 2015 2020
IMO - Global 4.5% 3.5% 0.5% (*)
IMO - ECA 1.5% 1.0% (since 01.07.2010) 0.1%
EU ports 0.1%
California (< 24 nm) 1.5% (MGO)
0.5% (MDO)
0.1%
Residual fuels
Distillate fuels
(*) Subject to 2018 feasibility study
6 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
► Regulation for NOx emissions
Applicable to diesel engines with power output ≥ 130 kW
Entered into force: 1 July 2010
Engine fitted on a ship constructed at date D *
Applicable standard
1/1/2000 ≤ D < 1/1/2011 Tier I
1/1/2011 ≤ D < 1/1/2016 Tier II
1/1/2016 ≤ D Tier III in ECA ** Tier II elsewhere
“existing engines” 1/1/1990 ≤ D < 1/1/2000
cylinders ≥ 90 l & output > 5,000 kW
Tier I
Engine rpm N < 130 130 ≤ N < 2000 N ≥ 2000
Tier I Current
Reg. 13(3)(a) 17.0 g/kWh
45 N-0.20 g/kWh
9.8 g/kWh
Tier II ~ 80% Tier I
14.4 g/kWh 44 N-0.23 g/kWh
7.7 g/kWh
Tier III ~ 20% Tier I
3.4 g/kWh 9 N-0.20 g/kWh
2.0 g/kWh
* MARPOL: construction
date = keel laying date
** ECA = Emission Control
Area
Regulations for NOx Emissions
7 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
The regulatory bodies intend to stimulate innovation and new technical developments from the first stage of the ships design with the main aim to reduce significantly the CO2 (GHG) emissions.
LNG fuelled ships will reduce in 25% approx. the EEDI.
Reference MEPC.203(62) – New chapter 4 to MARPOL Annex VI – Reg.19,20,21
Entry into force 1 January 2013
Applicable to all new ships ≥ 400gt*
MARPOL ENERGY EFFICIENCY REGULATION
Energy Efficiency Design Index (EEDI)
Reference MEPC 203(62) – New chapter 4 to MARPOL Annex VI – Reg.22
Entry into force 01/01/2013 (new ships) – by the first IAPP intermediate or renewal survey, whichever is first, on or after 01/01/2013 for existing ships
Applicable to all new & existing ships ≥ 400gt
Ship Energy Efficiency Management Plan (SEEMP)
8 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Energy Efficiency Design Index
Ship Type Size
Phase 0
1 Jan 2013-
31 Dec 2014
Phase 1
1 Jan 2015-
31 Dec 2019
Phase 2
1 Jan 2020-
31 Dec 2024
Phase 3
1 Jan 2025
onwards
Bulk Carrier ≥ 20,000 DWT
0% 10% 20% 30%
Gas tanker ≥ 10,000 DWT
Tanker ≥ 20,000 DWT
Container
ship ≥ 15,000 DWT
Combination carrier
≥ 20,000 DWT
General cargo
ships ≥ 20,000 DWT
0% 10% 15% 30% Refrigerated cargo carrier
≥ 5,000 DWT
► The use of LNG instead of fuel oil will result in a reduction of approx. 20% of the attained EEDI. ► Therefore for gas-fuelled ships, compliance with the required limits of phase 2 would be possible without implementing any other specific measure for energy saving.
9 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
REDUCTION OF EMISSIONS
Technique / Reduction of NOx SOx PM CO2
Combinations of internal 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% up to 85%
1.5% Sulphur fuel ~40% ~18%
0.5% Sulphur Fuel ~80% ~20%
Natural Gas Fuel 80 to 90% 100% ~100% Up to 25%
Effectiveness of natural gas fuel versus abatement technologies:
IMO Tier 3 standard is achieved
Reduction of EEDI
10 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
From COMMISSION STAFF WORKING DOCUMENT Brussels, 24.1.2013
Actions towards a comprehensive EU framework on LNG for shipping
(The staff working document compliments the Clean Power for Transport Communication regarding the introduction of LNG
as an alternative fuel for shipping)
► A recent study1 looked into the payback time for ship LNG modifications or the acquisition of new ships for SECAs and concluded that payback times would be between 2-4 years for all of them
► Around 10.000 ships are currently mainly used for European Short Sea Shipping of which around 5000 are spending more than 50% of their time in SECAs, thus having to use mainly low sulphur marine gasoil (1% until 2015, 0.1% from 2015)
► Many shipowners and ship operators have stated their interest in switching to LNG fuel, but withhold their investment and conversion plans due to missing LNG supply at their preferred ports of call
► A further concern for ship operators is the lack of harmonised bunkering procedures, requiring compliance with different procedures and technical requirements in every port of call.
► While conditions for ships and bunkering procedures are just emerging, stakeholders are faced with a number of existing rules and procedures for land based LNG installations [..] focus mainly on large storage of hazardous materials.
1: North European LNG infrastructure project; final report May 2012. Co-financed by the Trans-European Transport Network (TEN-T)
11 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Expected milestones in European development of LNG Bunkering
► Final Report European Maritime Safety Agency (EMSA) - Study on Standards and Rules for bunkering of gas-fuelled Ships (Report No. 2012.005) available.
► 1Q2013: The Commission will set-up and chair a European Sustainable Shipping Forum (ESSF) with Member States and EU industry
► 2013/2014: The Commission continues co-financing a number of TEN-T studies which are analysing and refining LNG bunkering networks on a regional basis
► Mid 2014: ISO will finalise a global ISO guideline on LNG storage and bunkering (ISO TC67/WG10)
► 2014: IMO will finalise the International Code on Safety for Gas-Fuelled Ships (IGF-Code) covering all aspects of ship design and on-board use of LNG;
► End 2014: The Commission, in cooperation with EMSA will propose a comprehensive set of rules, standards and guidelines for LNG provision, bunkering and use in shipping;
1: North European LNG infrastructure project; final report May 2012. Co-financed by the Trans-European Transport Network (TEN-T)
13 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Dual Fuel Operating Principle
► The engine can be run alternately:
with liquid fuel (MDO) according to the Diesel cycle
or with gas according to the Otto cycle (used in gasoline engines)
► In case of failure in the gas supply system, the switch-over from gas to liquid fuel is automatic.
14 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
DIFFERENT TECHNOLOGIES AVAILABLE
MAIN CONTAINMENT SYSTEMS:
• Cryogenic IGC compliant type C tanks in container
• IGC tank type C (cylindrical or semi-lobular)
PROPULSION:
• Direct driven conventional propeller(s)
• Diesel electric with conventional propeller(s) or azimuth/pod
GAS ENGINES:
• Lean Burn Engine
• Dual Fuel Engine 4/2 strokes
15 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Experience with Dual Fuel Engines
► Type approval for :
Wartsila dual fuel engines
MAN dual fuel engines
Rolls-Royce Bergen engines
Anglo Belgian Corporation (ABC) dual fuel medium speed engines
► BV Rules :
NR 481 “Design and installation of dual fuel engines using low pressure gas”
NR 529 “Safety Rules for Gas-fuelled Engine installations in Ships”
BV Rules Pt D Ch9 Service notation for LNG carriers
16 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
IMO Regulations & BV Rules
► The IMO has addressed the use of natural gas as fuel in
their Interim guidelines on safety for natural gas fuelled
engine installations in ships (IMO Res. MSC.285(86)
adopted in June 2009)
► The IMO has started the development of the International
Code for Gas Fuelled Ships (IGF code) in 2009
► Historically the IMO gas codes were the first regulation
authorizing and ruling the use of boil off gas as fuel (on
LNG carriers).
17 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Progress & Scope of IGF Code Development
► Submission at the BLG sub-committee in Feb 2013 in order to implement the code within the 2015 SOLAS amendments
► The future IMO IGF code will not be limited to natural gas fuel but will address several more options, in particular:
• Natural gas
• Other gases (LPG)
• Low flash point fuels (FP < 60°C):
• Methanol – ethanol – hydrogen – synthetic fuels
• Storage: liquid or compressed
• All energy converters types:
• Low and high pressure internal combustion engines, gas turbines, boilers, fuel cells
18 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
IMO Regulations & BV Rules
► Objective: Set acceptable basic prescriptions and criteria to achieve an equivalent degree of safety and reliability for ships with gas propulsion as compared to conventional ships using fuel oil
Safe and reliable gas combustion in the engines
LNG storage (including re-fuelling facilities) and distribution systems should not create any substantial risk of gas leakage or spillage leading to brittle fracture, fire and/or explosion
Machinery spaces should be designed and arranged for gas burning engines
Gas fuelled propulsion systems should have the same level of reliability as conventional fuel propulsion systems
► Depending on the ship type, and hence the nature of their operations, these objectives may imply slightly different technical responses
19 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
LNG Carrier – E.R. Arrangement
► Arrangement of machinery space
• Efficient ventilation (no dead space,
effective in way of electrical,
equipment, avoid recycling, …)
• Ventilation exhaust location
• Gas Safe E.R. / Gas detection
► Gas supply to the engine room
• Preferably Double wall piping
• Passage of gas duct to engine room
• ESD system
20 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Applicable Rules / Regulations / Requirements
► Mandatory Codes
• International Convention for the Prevention of Pollution from Ships (MARPOL)
• International Convention for the Safety of Life at Sea (SOLAS)
• International Convention on Load Lines (ICLL)
• International Convention on Tonnage Measurement of Ships (ITC)
• International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code)
• Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel
Engines (NOx Technical Code)
• International Code for the Application of Fire Test Procedures (FTP Code)
• International Life-Saving Appliance (LSA) Code (LSA Code)
• International Code for Fire Safety Systems (FSS Code)
• International Management Code for the Safe Operation of Ships and for
Pollution Prevention (ISM Code)
• International Convention for the Control and Management of Ship’s Ballast
Water and Sediments
• Convention on the International Regulations for Peventing Collisions at Sea
21 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
► Additional Requirements for Consideration
• Specific flag state requirements
• ILO conventions
• USCG requirements
• Society of International Gas Terminal & Tanker Operators (SIGTTO) Guidelines
• Oil Companies International Marine Forum (OCIMF) Guidelines
• Terminal requirements
• Owner / operator requirements
Applicable Rules / Regulations / Requirements
23 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
SELECTED EXPERIENCE: GAS FUELLED LNGc
Since 2001 in partnership with GdFSuez , Wartsila and Chantiers de
l’Atlantique (now STX Europe) for the LNG carriers GdFSuez Global Energy,
Provalys and Gazelys (1st DFDE LNG carrier delivered in 2004)
Castillo de Santisteban 173.000m3 LNG C built by STX Korea with dual fuel gas generator sets MAN 51/60 DF delivered 2010 to Empresa Naviera Elcano S.A.
In 2012 Coral Energy delivered at Meyer Werft to Anthony Veder
Since 2004 we have classed a total of 26 LNG carriers equipped with gas
fuelled engines (diesel fuel diesel electric propulsion).
24 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
In 2007 Isabella Kosan delivered first of a series of ethylene carriers with gas fuelled generator
sets built in Korea for Lauritzen Kosan
Coral Methane delivered in 2009 by
Remontowa in Poland to Anthony Veder
Two 4.700 m3 LPG/LEG carriers currently under
construction in Avic Dingheng with Wartsila
dual fuel engines
Management of project team within IACS
Machinery Panel addressing the safety of gas
engines supplied with low pressure gas, such
as duplication of the storage tanks and gas
supply lines, safety of the engine crankcase
and availability of single gas-only engines
SELECTED EXPERIENCE: GAS FUELLED LPGc
25 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
ENGINE TYPE APPROVAL :
Wartsila dual fuel engines (e.g. 34DF, 32DF, 20DF & 50DF)
MAN dual fuel engines (51/60 DF)
Rolls-Royce Bergen gas engines (KVGB-12G4)
Anglo Belgian Corporation (ABC) dual fuel engines (e.g. DZD / (V)DZD) (on-going)
SELECTED EXPERIENCE: GAS FUELLED ENGINES
26 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Ultra large container ship (14.000 teu) 2-stroke dual fuel propulsion engine supplied with high pressure gas
Auxiliary engines supplied with low pressure gas
LNG storage in aluminium type B tanks below the accommodation
Innovative gas supply system patented
SELECTED EXPERIENCE: GAS FUELLED SHIPS
Courtesy DSME
27 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Inland navigation oil tanker (approx. 2600 DWT)
Dual fuel engines
LNG cryogenic tanks
Two separate systems and two engine rooms (ESD protected)
1,000 teu container feeder for the Baltic sea Propulsion and auxiliary engines supplied with low pressure gas
LNG storage in containerized cryogenic tanks
SELECTED EXPERIENCE: GAS FUELLED SHIPS
28 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Hybrid Coastal Ro/Ro Passenger Ferry
• Project Partners: BECKER MARINE, INGO SCHLUTER, SDC and BUREAU VERITAS
• Gas fuelled main engine
• Hybrid battery pack
• Two fully independent systems supplying two engine rooms (ESD protected)
• LNG trailer storage tanks (x2) located on sheltered deck which will be exchanged overnight
Courtesy Becker Marine Systems
SELECTED EXPERIENCE: GAS FUELLED SHIPS
29 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Oil / Chemical Tanker (JiP LNG-CONV)
• Project Partners: Furetank, Oresund, Preem, FKAB, Pon Power, Caterpillar, SSPA and BUREAU VERITAS
• Convert existing 18,000 dwt oil/chemical tanker Fure West
• Dual fuel main engine MAK 7M46DF of 6300 kW
• Consideration given to converting Caterpillar 3508 auxiliary engines
• Type C LNG storage tanks on deck (approx. 600 m3 capacity)
SELECTED EXPERIENCE: GAS FUELLED SHIPS
30 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
LNG-Powered Electric Supply Barge
• Project Partners: SCHRAMM group GmbH & Co. KG, Ingo Schlüter GmbH & Co. KG, EON Hanse Wärme GmbH, Gasnor AS, Becker Marine Systems, Aida Cruises and BUREAU VERITAS
• Five gas fuelled generator sets to produce electricity in Hamburg port to supply cruise vessels and municipal grid
• LNG ISO tank containers
Courtesy Becker Marine Systems
SELECTED EXPERIENCE
33 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Safe Machinery Space
► The engine should be so controlled as to avoid detonation or misfiring
► Operation of gas engines to be monitored through a number of safety parameters
► Engine exhaust duct to be protected against overpressure in case of accidental gas explosion
► Efficient ventilation in machinery space, ventilation exhaust
location to be considered and effective gas detection required
► Gas supply to the engine room fitted with double wall piping,
passage of gas duct to engine room, ESD system and gas
supply safety system requirements to be considered
►Safety of the crankcase
• Presence of gas in normal operations. Issue to be clarified with engine makers.
►Operation of dual fuel engines at low loads
• Inability of dual fuel engines to run at low load (< 15% of the nominal load) with gas is to be taken into account.
34 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Key Safety Considerations - Reliable Gas Propulsion Systems
►Risk analyses (FMEA / HAZOP) are to be conducted to cover the following points:
• Gas operation of the engine
• Boil-off management
• Possible presence of gas in the piping systems connected to the engine (e.g. lubricating oil, water cooling systems, …)
• Possible presence of gas in the machinery spaces
►In order to substantiate the adequate safety and dependability levels of the propulsion
system of the vessel
►The HAZOP addresses in a formal manner the processes of the propulsion system with the objective of demonstrating that its overall design is adequate for all possible scenarios including normal, abnormal and emergency operating conditions
35 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Design Principles to be Fulfilled
A gas leakage originating anywhere in the spaces should not result in all engines
being disabled. Propulsion and electrical production should be maintained.
Arrangements are to be made to dispose of the boil-off gas when the engines are
Stopped or operate at low load.
Gas combustion unit are not required to be duplicated.
The design and the installation of the DF engines and gas combustion units are to
be substantiated by a risk analysis.
37 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Other Considerations
► Piping stress analysis (weight of pipes, acceleration loads, internal pressure, thermal contraction, loads induced by hog & sag) required when temp < -110 oC (IGC 5.2.5)
► Boil-off gas management
► Location and segregation of spaces (storage compartments, machinery spaces, compressor room, etc.)
► Safety equipment (gas / fire detection)
► Passive and active fire protection
► Definition of hazardous area and selection of certified electrical equipment
► Emergency Shut Down (ESD) arrangements
► Bunkering systems & arrangements
39 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
►The main challenges :
• Find sufficient space for the LNG storage
• Provide the necessary heating / cooling
arrangements
• Location and segregation of spaces
• Provide protection against spillages/leakages
• Bunkering arrangements
Main Challenges
40 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
► Storage above or under deck
► Pressurized tanks (type C) with suitable design pressure (for short sea shipping)
• Allow gas to be supplied to the engines at the required pressure (approx. 5 bar) without pumps
• Allow the accumulation of boil-off gas by accepting pressure build up
• Vacuum insulation with outer shell acting as secondary barrier
►Type B tanks
• Partial secondary barrier fitted
►Membrane tanks
• The partial filling capability is to be demonstrated and consequences of sloshing are to be investigated
• Arrangements are to be made to deal with boil-off gas in excess
►Portable tanks
• Marine classification, qualification & inspection
• Resistance to ship accelerations and shocks
• Compatibility between tank and shipboard equipment
►Protective distances against risks of collision and grounding
Sufficient Space for LNG Storage
43 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
► Gas-dangerous spaces are to be arranged with Ex-certified electrical equipment, gas
detection equipment and a separate ventilation system
► Storage tank room is not to be adjacent to machinery spaces of category A
► Access between gas-safe spaces and gas-dangerous spaces are to be arranged with air
locks
► Minimum distances are to be observed between:
• ventilation outlets from gas-dangerous spaces and openings
• ventilation inlets / outlets to gas-safe spaces and hazardous areas
► A vent mast is to be arranged for the discharge of the LNG storage tank relief valves
► Gas storage tank room and machinery space where gas may be released are to be
arranged and located so that, in case of explosion in either, essential equipment in other
compartment should remain operable (IGF Code draft)
► An explosion in any space where gas may be released should not:
• cause damage to other spaces
• damage the ship in such a way that flooding of water below the main deck or any
progressive flooding occur
• cause damage to work areas or accommodation likely to injure people staying in such
areas (Interim Guidelines)
► A detailed analysis in order to demonstrate that explosion is not likely to happen could be
considered as an alternative
Location & Segregation of Spaces
44 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Bureau Veritas & Propulsion Systems
Bureau Veritas Experience with All Propulsion System Alternatives
46 Malaysia LNG Forum – Kuala Lumpur 20 March 2013
Conclusion
► Technical solutions to install gas fuelled engines in various types of vessels are in place, demonstrating the feasibility of this alternative to liquid fuels
► Safety and dependability aspects of NG as fuel have been studied by engine designers, design / engineering offices and shipbuilders, while IMO and class societies have developed rules and regulations to address NG propulsion of ships
► Crew members operating gas-fuelled installations should be suitably trained in accordance with flag administration requirements
► Standardised operational guidelines and bunkering procedures should be put in place