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Slide 1
INTERTANKO,ATHENS 13th April
PROPULSION ALTERNATIVES, LNG
By
Wilhelm Magelssen
Associate Members Committee
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Slide 2
Propulsion power for LNG carriers
20,000
30,000
40,000
125,000 150,000 175,000 200,000Size (m3)
Engine Power (kW)
21 knots
20 knots
19 knots
Source: MAN B&W
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Slide 3
Thermal efficiencies
35
30
40
25
50
45
M edium speeddiesel engine
20
Capacity (M W )501 10
55
Therm al efficiencies %
Gas turbine
Com bined cyclegas turbine
Steam turbine
Low speed diese l engine
5
LNG carrier
Source: MAN B&W
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Slide 4
Handling of boil-off gas
• Use as fuel in boilers• Accumulation during voyage• Use as fuel in gas engines• Use as fuel in gas turbines• Re-liquefaction• Burn in oxidizer (incinerator)
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Slide 5
Means for disposal of boil-off gas
Steam turbine propulsion:• Two boilers + main and auxiliary condenser
Gas engine propulsion:• One oxidizer with redundant auxiliaries
Diesel engine propulsion:• One re-liquefaction unit + one oxidizer
Gas turbine propulsion:• One oxidizer with redundant auxiliaries
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Slide 6
Propulsion alternatives for LNG carriers
• Steam turbine/dual fuel steam boilers• Dual fuel high pressure gas/diesel engine• Dual mode low pressure gas/diesel engines• Low pressure gas engines and diesel engines• Gas turbine & combined gas turbines/diesel
engines• Diesel engine/boil-off re-liquefaction
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Slide 7
Steam Turbine Propulsion - Simplified
Furnace
Condensate pumps
Main Condenser
Red gear
H.P
L.PShaftFeed
pumps
Deareator
Super-heater
Economiser Flue gas uptake
Downcomers
Boiler casing
Water wall
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Slide 8
DNV Rules for gas fuelled engine installations
• The Rules define two concepts for safety against gas hazards in machinery spaces:– Inherently gas safe machinery space
The two-barrier concept as known from the IGC Code with an additional requirement for fitting excess flow shut-off in the gas supply
– ESD protected machinery space
Single wall gas piping accepted. Applicable for low pressure gas engines only
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Slide 9
Gas engines - piping
• Low pressure gas engines have gas supply piping which is difficult to arrange with complete jacketing
• There are no low pressure gas engines on the market at present having fully jacketed gas piping. However,Wärtsilä, is claiming that they are in the position in the near future
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Slide 10
ESD Rule conditions (Emergency Shut Down)
• Conditions for acceptance of ESD protected machinery space:– Gas supply pressure to be < 10 bar
– Automatic de-energising of all sources of ignition on detecting of low concentration of gas and shut-off of gas supply to the engine room
– Automatic shut-off of gas supply on loss of engine room ventilation, detection of fire or excess gas flow
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Slide 11
ESD protected engine rooms
• Because of the shut-down requirement for anESD Protected engine room, the power generation for propulsion and manoeuvring must be divided between two or more engine rooms independent of each other
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Slide 12
Dual Mode Gas/Diesel Engines
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Slide 13
ESD protected engine rooms
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Slide 14
Diesel engines + Re-liquefaction
BOG FEED
VENT
TO TANK S
2 3
1 E
COOLINGWATER
-200
-100
0
+100
-200
-100
0
+100
-200
-100
0
+100
-200
-100
0
+100
MAX
MIN
-200
-100
0
+100
MAX
MIN
-200
-100
0
+100
-200
-100
0
+100
-200
-100
0
+100
-200
-100
0
+100
RE
SE
RV
OIR
BY -PASS
SUCTION THROTTLE
NIT
RO
GE
N
RECYCLING
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Slide 15
Re-liquefaction plant for LNG boil-off
• At present there is experiences only from one shipboard LNG re-liquefaction plant (NYK)
• Power consumption is high (3,5-5,0 MW)• For LNG cargo tanks with permitted filling ratio
of 99.5% (spherical) overfill protection arrangements should be considered
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Slide 16
LNG carrier with oxidizer
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Slide 17
Coastal LNG carrier: “Pioneer Knutsen”
delivered 2004, 1100 m3 cargo carrying capacity
2 x engines for gas fuel only + 2 diesel engines , - diesel electric propulsion
2 pods for main propulsion
redundant propulsion
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Slide 18
Gas Turbines
• Rolls Royce MT30
– 36 MW flat rated @26C– 42% thermal efficiency– 201 g/kWhr on gas– Dual fuel capable
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Slide 19
CargoTank
Steam Turbine Propulsion – Engine Room Arr’t
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Slide 20
CargoTank
Gas Engines/Electric Propulsion – Engine Room Arr’t
+~
~
Reduced length
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Slide 21
General Arrangement – Gas Turbines
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Slide 22
Gas emissions from LNG carriers
Fuel NOx SOx CO2
Steam turbineHFO + LNG
200 2.400 180.000
Low speed diesel
+ re-liquefactionHFO 3.950 1.800 120.000
Dual fuel electric
LNG only 240 0 100.000
Gas turbines and COGES
LNG only 850 0 108.000
Source: ALSTOM Emissions: Tonnes / year / ship
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Slide 23
Economics of LNG Re-liquefaction andSlow Speed Diesel Propulsion
• Low Fuel Consumption for Propulsion, but power required by the re-liquefaction plant adds another 10 – 20 tons of heavy fuel oil
• Unknown Initial Cost for the Re-liquefaction Plant, but Assumed to be Significant
• High Power Requirements for Re-liquefaction, in the order of 3-5 MW at max. load
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Slide 24
Economics of Dual Fuel Gas/Diesel Engines/Gas Turbines and Electric propulsion
• Electric Propulsion Plants Require Higher Initial Costs
• Gas/Diesel Engine Plants Have Lower Fuel Consumption - Thermal Efficiency 42-44% v.s. 31-33% for Steam Propulsion
• Gas/Diesel Engines Have Higher Maintenance Costs
• Fuel Cost Savings for Gas/Diesel Plants Increase With Higher Fuel Oil Price
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Slide 25
LNG carrier propulsion - Conclusion
• The traditional steam turbine propulsion has served LNG carriers well for over 30 years
• Future operating modes will require flexibility and efficient propulsion plants able to accommodate different ship speeds
• Operating economy and environmental issues have to be considered carefully when selecting propulsion power plant
• Safety and redundancy are important features required from the propulsion power plant
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Slide 26
Offshore re-gasification and discharge
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Slide 27
Experienced personnel, - a serious challenge !
.. insufficient supply of competent people may have a knock-on effect on other shipping sectors ?
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Slide 28
LNG Trade in cold Climate
• Cold climate: Is this the future environment for LNG carriers? What kind of impact will this have on the Propulsion system?
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Slide 29
End of Presentation
Thank you!