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DNV GL © SAFER, SMARTER, GREENERDNV GL ©
Anthony Teo
18th DNVGL Technology Week
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Alternative Maritime fuels & Air Emission Compliance
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DNV GL ©
Agenda
1. Introduction
– The regulatory “game changers”
– What are the ship fuels in 2020
– Alternative fuels and technologies
2. Rules for Alternative fuels
3. Some thoughts on
– CO2 impact
– fuel prices
– Fuel availability
– SOx, NOx, PM emissions
4. Summary
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The 0.5 % sulphur limit is a potential “game changer”
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The Initial Green House Gas (GHG) Strategy (MEPC.304(72)) also is a potential “game changer”
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-50%=470 Mio t/a
705 Mio t/a
470 Mio t/a
940 Mio t/a
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DNV GL ©
How will ship propulsion power look like in the future?
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2020
▪ “Paris Agreement”, 2015-12-12 UN’s climate science panel says net zero emissions must happen by 2070 to avoid
dangerous warming.; IMO ambition to reduce GHG emission by 50% within 2050 (April 2018)
▪ Until now there are no taxes on ship fuel.
1820 1850 1900 1950 2000 2020 2050 2100
LNG for LNG Carriers LNG for all ship types
Liquid and gas fuels from H2 and CO2
Heavy Fuel Oil Diesel engines
Sails
Coal
Wind supported ship propulsion
Heavy Fuel Oil steam engines
Destillates as ship fuel
DNV GL ETO: 50%
fossil fuels in 2050
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Shipping becomes greener and more complex- Regulatory timeline towards 2030 -
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Source: ASSESSMENT OF SELECTED ALTERNATIVE FUELS AND TECHNOLOGIES; DNV GL April 2018
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Some environmental challenges for shipping today and in future
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▪ Reduce CO2 footprint
– IMO GHG Strategy (MEPC.304(72))
– MRV/IMO DCS start of permanent public
monitoring of ship efficiency
– EEDI pressure to improve ship efficiency
▪ Reduce SOx, Nox, PM emissions
– ECA and ECA like areas pressure to reduce ship
emissions
– SO2 0.5% limit
– Pressure on high sulphur HFO as ship fuel
– opens the way for new technologies in shipping
▪ Added values must justify higher investments
Selected items from regulatory timeline towards 2020
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The 2020 0.5% S effect on global bunker demand
▪ LNG will not play a
major role
▪ Distillates and LSHFO
will take the role of
high sulphur HFO
▪ High S HFO will drop
dramatically
▪ Development beyond
2020 is uncertain
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Distillates
Distillates/blend
LSHFO
HFO (Scrubber)
LNG
One possible global
bunker demand
2020
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Are we prepared?
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?
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DNV GL information on alternative fuels in the www- Link to DNV GL AFI platform and alternative fuel white paper -
▪ Alternative Fuels Insight - AFI portal:
www.dnvgl.com/afi
– The content of the white paper will be provided and
maintained on our web platform
▪ White paper alternative fuels and technologies
www.dnvgl.com/alternative-fuel
▪ Overview alternative fuels:
https://www.dnvgl.com/maritime/alternative-fuels-and-
technologies-in-shipping/index.html
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http://www.dnvgl.com/afihttp://www.dnvgl.com/maritime/publications/alternative-fuel-assessment-download.htmlhttps://www.dnvgl.com/maritime/alternative-fuels-and-technologies-in-shipping/index.html
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DNV GL ©11
Alternative Fuels Insight
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AFI enables users to navigate a constantly changing landscape on alternative
fuels through comprehensive, up to date and objective information
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▪ A freely available platform on alternative fuels and technologies
▪ Interactive map and statistics with current status on ship uptake and bunkering infrastructure
▪ Fuel Finder lets ship owners connect with suppliers of alternative fuels for specific projects
▪ Encyclopedia with environmental, technical and financial information on a wide range of fuels and technologies
▪ Alternative fuels benchmarking tool to compare financial performance of alternative fuels for a specific project
Alternative Fuels Insight (AFI)The maritime industry knowledge hub for alternative fuels
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DNV GL ©
What can be realistic alternatives for the years to come
▪ Fuels
– Bio Fuels (and PtG, PtL fuels)
– Hydrogen
– LNG
– LPG
– Methanol
▪ Technologies
– Batteries
– Fuel Cells
– Wind assisted propulsion
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Summary: 12 pages Full paper: 40 pages
Download: www.dnvgl.com/alternative-fuel
Or look at AFI portal: Encyclopaedia
http://www.dnvgl.com/maritime/publications/alternative-fuel-assessment-download.html
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DNV GL ©
2 pages brief information for discussed fuels and technology in the full version
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▪ General
▪ Price
▪ Infrastructure
▪ Regulations
▪ Availability
▪ Environmental impact
▪ Technology
▪ CAPEX
▪ OPEX
Common structure of
content for all fuels
and technologies
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Total number of ships (in operation and on order)
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LNG- CH4
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LNG offers environmental performance superior to any other feasible marine fuel
LNG Fuel:
▪ Clean burning engines
▪ No fuel heating
▪ No Separators
▪ Less filtration
▪ Less oil pollution risk
▪ Lower fuel cost
▪ Attractive payback
▪ Simplicity and proven
technology
SOx: 100 %NOx: 80 to 90%
CO2: 20 to 25% PM: 100 %
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LNG as Fuel
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There are currently 265 confirmed LNG fuelled ships, and 131 additional LNG ready ships
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LNG fuelled fleet by vessel type
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Area of operation for LNG fuelled ships
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In operation On order
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All gas engine concepts are in use for ship propulsion
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In operation On order
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PERFECt
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Batteries
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Total number of ships with batteries
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Number of ships with batteries by ship type
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Battery application and area of operation
Battery application Area of operation
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Newbuild or retrofit?
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Newbuild or retrofit?
0
10
20
30
40
50
60
70
Nu
mb
er o
f sh
ips
Retrofit
Newbuild
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Technology
NB! Figure indicative as not all projects state if they are plug-in or not
Propulsion
Other
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Which batteries are being used?
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AIS-positions of ships with batteries
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Fuel Cells
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Fuel Cell Technology
Output:
▪ Electricity
▪ Water
▪ Heat
▪ CO2 (only with fuels having C atoms)
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Technology Overview
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Fuel Storage
Fuel Processing
(Reformation)
Air / O2
Complexity of Fuel Cell SYSTEMS
To be integrated onboard
Battery
Consumer
Electricity
Exhaust
Consumer
Heat
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Technology overview- Fuel Cells types
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Solid Oxide
Fuel Cell
PEM fuel
cell
HT PEM
fuel cell
Direct
Methanol FC
Molten
Carbonate
FC
Alkaline
fuel cell
Phosphoric
Acid FC
Tolerance for cycling
Sensitivity for fuel impuritiesRelative cost
Regenerative fuel cell (RegFC)
RFC – Redox
Solid acid fuel cell (SAFC)
Upflow microbial fuel cell (UMFC)
Zinc-air battery
Electro-galvanic fuel cell (EgFC)
Enzymatic Biofuel Cells (EnzFC)
Magnesium-Air Fuel Cell (Mg-
AFC)
Metal hydride fuel cell (MHFC)
Protonic ceramic fuel cell (PCFC)
Microbial fuel cell (MFC)
Alkaline fuel cell (AFC)
Direct borohydride fuel cell
(DBFC)
Direct carbon fuel cell (DCFC)
Direct formic acid fuel
cell (DFAFC)
Direct methanol fuel cell (DMFC)
Direct-ethanol fuel cell (DEFC)
Molten carbonate fuel cell (MCFC)
Phosphoric acid fuel cell (PAFC)
Solid oxide fuel cell (SOFC)
PEMFC
High Temperature PEM
Reformed methanol FC (R-MFC)
Maturity and Relevance
Flexibility towards type of fuel
Technological maturity
Physical size
Modular power levels (kW)
Lifetime
Emissions
Safety aspects
Efficiency
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Maritime FC- Developments
▪ Start with first maritime FC
applications in the early 2000
▪ Mostly based on European and US
development programmes
▪ Technology readiness was proven:
SOFC and PEMFC Technology
are most promising for
maritime
▪ Recent development projects
focusing on a common rule frame
work for maritime Fuel Cells
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Maritime Fuel Cell Project Time table
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
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Maritime FC- Noteable Projects
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Zero/V - Hydrogen Fuel-Cell Coastal Research Vessel
Sandia partnered with the Scripps Institution of Oceanography, the naval architect firm Glosten and the class society DNV GL to assess the technical, regulatory and economic feasibility of a hydrogen fuel-cell coastal research vessel.
Report published on 7th May- http://energy.sandia.gov/transportation-energy/hydrogen/market-transformation/maritime-fuel-cells/
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e4ships-Fuel cells for Marine Applications
The Pa-X-ell project is developing a fuel cell ( methanol) module which is to be tested on a cruise ship, where it will provide
decentralised generation of heat and power.
The SchIBZ (which stands for ‘ship integration fuel cell’ in German) is developing a seagoing fuel cell system with onboard
diesel reformer, which will be tested in everyday operation on the high seas.
DNV GL internal use only
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50 kW demonstrator plant built up
Aggregate layout
http://www.e4ships.de/aims-35.htmlhttp://www.e4ships.de/aims-39.html
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DNV GL ©
Benefits and Efficiency
▪ At optimal load, the fuel cell stacks have an electric efficiency of 50-55 %
▪ Compared with state-of-the-art marine diesel generators are just above 40 %. New ones
claim 45%.
▪ Reduced noise and vibrations, improving comfort for crew and passengers
▪ Fewer moving parts lead to a reduction in maintenance
▪ Cleaner Emissions (Zero when H2 is used)
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Methanol- CH3OH
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Methanol CH3OH - Properties
▪ Low flash point liquid = 12 degree C (LNG = -188 degree C)
– Liquid at room temperature but has tendency to evaporate above flash point.
Methanol vapour is more dense than air
▪ Self ignition point = + 465 degree C (LNG = 595 degree C)
▪ Toxic when it comes into contact with the skin or when inhaled or ingested
▪ Density about 0.78 t/m3
▪ Low risk IMO class III chemical, can be carried on easiest chemical carriers/ no
need for double hull (at present).
▪ Heat value about 50% of LNG = need twice as much volume!
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Alternative fuels - parameters
Source: MAN
Fuel type LNG Ethane Methanol LPG
Heat capacity 49200 kJ/kg 47500 kJ/kg 20000 kJ/kg 46000 kJ/kg
Specific Gravity 0.42 0.55 0.80 0.58
Volume factor(ref. MDO)
1.83 1.47 2.40 1.44
FGSS cost 15 MW
2.5 mill.USD 2.8 mill.USD 0.41 mill.USD 0.90 mill.USD
Availability + - + +++
Engine price +20 % + 20% +30% +30%
Fuel Price (ref. MGO)
++ +++ + ++
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Methanol: Engine technology
▪ Fuel
– Methanol is an excellent fuel for internal combustion engines
– Methanol burns very cleanly with low NOx and particulate (soot) emissions
and contributes to reduced emissions when mixed with typical fuels.
▪ Both Dual Fuel and “pure” methanol fuel engines have be developed
– DF engines will be less efficient compared with oil engines in FO mode and
less efficient than methanol engines in methanol mode
▪ Newbuilding
– Both 2-stroke and 4-stroke marine engine technology available
▪ Conversion
– Conversion of most existing engines possible
– Much easier as conversion for LNG
– Converted engines will have lower efficiency
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Methanol: Advantages
▪ No need for pressurized or cryogenic tanks
– Methanol can be stored/ transported in ship tanks similar as oil products
– Much less CAPEX compared with LNG. Less loss of cargo space compared with LNG option
▪ Almost similar air emissions reduction as compared with LNG
– No SOx, No Particular Matter (PM)
– Less NOx (MAN LGI engines need “small scale” EGR or SCR only to be Tier III compliant
– Less GHG, No methane slip
▪ Biodegradable
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Methanol fuel for ships
▪ Technically Methanol could be a viable fuel option for shipping
– Methanol is a green fuel (when produced from bio mass)
– Due to it’s toxicity and low flash point methanol is somewhat more complicated to handle
compared with HFO/ MGO BUT much easier to handle as LNG
– Tank and engine technology is available
▪ HOWEVER
– Commercially methanol doesn’t look as an attractive fuel option at this stage as price per
energy content is much higher compared with MGO and HFO and additional investments are
necessary to allow vessels to use methanol fuel UNLESS one has access to cheap methanol
– Methanol as fuel does not solve the NOX/ Tier III challenge on its own but engines need to be
equipped with small scale EGR or SCR on top
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LPG- C3H8, C4H10
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LPG
– LPG is widely accepted
– Meeting SOx requirement ( Max. 0.1 % sulphur )
– Potential fuel cost savings ( Cheaper than MGO )
– Cheaper in first cost when compared to a
downstream SOx scrubber solution
– Speculation in future fuel cost variation
– An easy retrofit solution
– Savings of both time and fees for fuel bunkering
(When fuel can be taken from cargo tanks).
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Emissions Reduction Estimation
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LGIP engine >>Top section
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Low Flashpoint Diesel Fuel Oils
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Low Flashpoint Diesel Fuel Oils for Marine Use
Motivation
▪ Reducing pollutant emissions caused by maritime shipping
is on IMO‘s agenda
▪ Change to low sulphur diesel fuels is offering an effective
short-term reduction potential
▪ Reduction potential of automotive diesel higher than for
MGO due to less sulphur content
Challenge
▪ Flashpoint of fuels used on board seagoing vessels not to
be less than 60°C (SOLAS)
▪ Automotive diesel has a flashpoint of at least 55°C in the
EU and 52°C in the US
▪ Exceptions for marine fuels with a flashpoint less 60°C are
regulated in the IGF Code
▪ Low flashpoint diesel has not yet been included in IGF
Code
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MGO: Marine Gas Oil
Results LFPD study - London, 2018-09-12
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Low Flashpoint Diesel Fuel Oils - Study
Germany’s Federal Ministry of Transport and Digital Infrastructure
(BMVI) initiated a study to evaluate diesel fuels with a flashpoint
between 52°C and 60°C in shipping:
▪ Focus is on relative differences between low flashpoint diesel fuels
and with flashpoint ≥ 60°C
➢ Differences in terms of risk
▪ Considering preparational investigation on characterization of
diesel with FP 52°C (CCC 4/3/5, CCC 4/INF.11)
▪ Considering IMO Formal Safety Assessment (FSA) guidelines
– Verify if new hazards exist (hazard identification)
– Verify if existing risks may be changed (risk analysis)
▪ Study carried-out by means of representative machinery space
considering normal operation and accidental conditions
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FSA: Formal Safety Assessment
FP: Flashpoint
Results LFPD study - London, 2018-09-12
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Low Flashpoint Diesel Fuel Oils -Study Basis: Generic engine room model
▪ Generic engine room model representing typical size and
arrangement for marine diesel operations
▪ Model is used for further evaluation of the specific fuel
behaviour within the HazId workshop and risk
assessment
▪ Model consists in the following sub-systems:
– Storage tank
– Transfer system
– Fuel service system
– Overflow system
– Engine system
– Exhaust gas system
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Results LFPD study - London, 2018-09-12
HazId: Hazard Identification
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Low Flashpoint Diesel Fuel Oils- Summary of the Risk assessment
▪ The experimental investigation showed:
– No significant difference in the ignition behaviour due to the lower flashpoint
– Slight trend to higher mass loss in low flashpoint fuels at 52°C
– To increase the visibilities of the effect of flashpoint on characteristic properties a third diesel-like fuel with FP 43°C was
investigated supported findings 52°C
– Even for diesel fuel with FP 43°C no significant changes
▪ The numerical analyses showed
– No significant difference in the concentration of the settle tank atmosphere of a diesel fuel with FP 52°C to that of a diesel
fuel with FP 60°C
– The engine room simulation showed no relevant differences between both fuels
➢ No further risks were identified
➢ No further risk control measures are deemed necessary
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Results LFPD study - London, 2018-09-12
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Ammonia-NH3
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Ammonia
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Ammonia
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Ammonia
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Rules
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Important condition for alternative fuels - International Regulations -
▪ The IGF Code entered into force 1 January 2017
(practically all LNG fuelled ships ordered after the
adoption of the IGF-Code in June 2015 follow this
Code)
▪ Mandatory for all ships using gas and other low
flashpoint fuels (with the exception of gas carriers;
gas carriers follow the IGC-Code)
▪ Detail requirements for natural gas (LNG, CNG)
▪ Other low flashpoint fuels allowed, approval based
on alternative design approach
▪ The IGF-Code is currently extended for methanol,
low flashpoint diesel and fuel cell systems
(storage of hydrogen will not be covered)
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Development of international regulations
▪ The development of international regulations for low flashpoint fuels continues in IMO by a
phase 2 development of the IGF Code.
▪ More detailed provisions for methyl/ethyl alcohol fuels and fuel cells is currently under
development in IMO correspondence group reporting to IMO Sub-committee CCC.
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2004
NMA draft to IMO
2009 January 2017
Interim Guidelines
MSC.285(86)
IGF CodeEntry into
force
June 2015
MSC95IGF Codeadopted
Phase 2 development
of the IGF Code initiated
September 2014
Phase 2 development
of the IGF Code continues
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Regulation overview - status
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Maritime Fuel Cell Systems
Requirements for on-board energy generation systems Fuel specific requirements
IGF code entered into force Jan. 1st 2017
Contains detail requirements for natural gas as fuel only, and
internal combustion engines, boilers and gas turbines
Most classification
societies have
established Rules
covering fuel cells
and to some extent
low flashpoint
liquids
Work started on technical provisions for methyl-/ethyl- alcohols
as fuel and fuel cells
Alternative Design Approach
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DNV GL ©
Class rules – prepared for a more complex fuel mix in the future
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Methanol
Ethanol
Low flashpoint oil fuels
Marine diesel oil
Heavy fuel oil
Low sulphur diesel
LNG
LPG
CNG
Hydrogen
Main Class Gas Fuelled LFL Fuelled Fuel Cells (FC) Battery Power
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Regulation overview - Alternative Design
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Currently, for Fuel Cells and Hydrogen
▪ IGF codes provides the possibility for alternative
design process
▪ The equivalence of the alternative design shall be
demonstrated by a risk-based approach as
specified in SOLAS regulation II-1/55 and
approved by the Administration
▪ The “Guidelines on Alternative Design and
Arrangements for SOLAS Chapters II-1 and III
(MSC.1 / Circ. 1212)” providing guidance to
perform the Alternative Design Process
Preliminary Analysis
• Identification of rule deviations
• Hazard Identification
• Scenarios, methods and
assumptions for quantification
Quantitative Analysis
• Quantification of selected
scenarios
• Comparison to conventional design
Report of Assessment
• Documentation
• Presentation to flag
http://one.dnv.com/imovega/MemberPages/IMODocument.aspx?docId=SL062155ABA
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DNV GL ©
CO2 impact
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CO2 equivalent emissions of some fuel alternatives in shipping
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TTP
WTT
For TTP no slip effects considered
For WTT slip is considered
Tank To propeller
Well To Tank
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Sustainable energy supply Sector coupling (“Sektorkoppelung”)
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Gas- and liquid fuels will be based on electrolysis of
hydrogen from access electricity and on biomass
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The “final” fuels for shipping in a sustainable world
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▪ H2O H2+1/2 O2 (Hydrogen)
▪ CO2 + 4H2 CH4 + 2H2O: Methane (PtG)
▪ CO2 + 3H2 CH3OH: Methanol (PtL)
▪ n*CO2+n*3*H2 (‐CH2‐)*n +n*2*H2O (Synfuel: PtL)
You only have to have CO2 and H2
▪ In a „sustainable energy world „ two energy consuming
sectors will still need high density fuels
– Shipping
– Aircrafts
Power to Gas (PtoG) and Power to Liquid (PtoL) Fuels (PtoG+PtoL=PtoF, Power to fuel)
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Low/no carbon fuels – Reduction of carbon footprint beyond fossil fuels is possible with:
▪ Fuels from hydrogen and CO2
– Gaseous fuels (Power to Gas fuels): hydrogen, methane, propane/butane mixtures, DME,…
– Liquid fuels (Power to Liquid fuels): methanol, diesel and gasoline like fuels
▪ Liquid and gas fuels from biomass: (biomass is a form of Energy biofuels are PtoF
products)
– 1. generation: based on foot crops: (e.g. ethanol, bio diesel)
– These fuels are used for road transport
– competition with foot production
– 2. generation: based on wood and bio waste
– These fuels are under development
– 3. generation: based on algae
– These fuels are in the research state
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Price
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Are alternative fuels too expensive?
▪ The figure gives indications for possible price ranges: values are derived from long time price relations between Crude oil
Brent and the alternative fuels.
▪ All prices are related to the energy content of the fuel. No taxes no distribution included. Hydrogen not listed: (will have 3
to 7 times of todays crude oil price)
▪ Energy prices are volatile and real differences at a given time may be significantly different from the figures given.
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Crude oil Brent
LNG (in Europe)=TTF price (lowest
possible price for LNG in Europe)
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Availability
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Ship fuel consumption is much lower than of diesel and gas oil consumption
▪ 25% of all diesel and gasoil consumed are HFO and MGO for shipping
▪ 24 % of all natural gas consumed is LNG and 76% is “pipeline” gas
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Yearly diesel and
gasoil consumption
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DNV GL ©
Production of possible ship fuels per year (relative energy content)
▪ All fuel alternatives can meet possible shipping requirements for the next 10 years when a small
growth in shipping applications is assumed.
▪ If a rapid increase in market share of ship fuel occur a rapid increase in production capacity is
needed for all fuels except LNG.
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Approx. 10% of natural
gas market
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SOx, NOx, PM emission effects of current ship propulsion technologies
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FUTURE PROOF
SCRUBBER
Tier III: EGR/SCR
HIGH CARBON
Overview: How Fuel, Engine system and Emission are related
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HFO LSHFO/MGOLNG (fossil fuel
with lowest CO2)
DIESEL
OTTO
COGES
(PERFEcT)
COMPLIANCE
Tier III: EGR/SCR
HIGH CARBON
COMPLIANCE with 0,1
MGO
FUTURE PROOF
HIGH CARBON
FUTURE PROOF
Tier III: EGR/SCR
Reduced CO2
FUTURE PROOF
FUTURE PROOF
Reduced CO2
(CH4 SLIP)
FUTURE PROOF
Reduced CO2
(NO CH4 SLIP)
SOx
NOx
CO2
SOx
NOx
CO2
SOx
NOx
CO2
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DNV GL ©
NOx emissions can be reduced by changing the fuel (no exhaust gas treatment)
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NOx emissions of alternative fuels
Source: DNV GL calculations
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Summary
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Summary (1/2)
1. In particular, the decision of the International Maritime Organization (IMO) to limit the sulphur
content of ship fuel from 1 January 2020 to 0.5 per cent worldwide, and the recently adopted
ambition to reduce GHG emission by 50% within 2050 have the potential to become game
changers
2. There is an accelerating worldwide trend towards lower emissions of CO2, NOX and
particles.
3. DNV GL identified LNG, LPG, methanol and hydrogen as the most promising alternative fuels
for shipping.
4. DNV GL believes battery systems, fuel cell systems and wind-assisted propulsion have
reasonable potential for ship applications.
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Summary (2/2)
6. The major challenges for alternative fuels are related to environmental benefits, fuel
availability in the quantities needed for shipping, fuel costs and the international rules
within the IGF-Code
7. Of all fossil fuels, LNG produces the lowest CO2 emissions. However, it will not be
sufficient in view of the IMO vision to de-carbonizing shipping.
8. In a sustainable energy world where all energy is produced by renewable CO2-neutral
sources, hydrogen and CO2 will be the basis for fuel production
9. All propulsion concepts are capable of meeting the emission limits using any of the fuel
alternatives.
10.For international shipping, it should be noted that subsidies finance by taxes on fuel do not
exist because there is no taxation on ship fuels.
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DNV GL ©
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Thank you for your attention!
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Contact details:
Anthony Teo