Evolution or Revolution Source: Global Energy Transition (GET) - - PowerPoint PPT Presentation

LNG IN MARATHON OF ALTERNATIVE FUELS

Marine Fuels Evolution or Revolution

Scenario 1. 1.2 % growth to 2040 and then 0.8 % to 2100 Scenario 2. 1.2 % growth to 2100 Scenario 3. 1.2 % growth to 2040 and then 0 % to 2100

Source: Global Energy Transition (GET) model

Number of ships (thousands)

Challenge

Source: American Geophysical Union

• The marine fuel industry is changing with ever-increasing speed
• Demands concerning energy efficiency and environmental protection
• Fossil fuel as an energy source is not a sustainable solution to long term future

energy requirements. (Energy Security)

• Global CO2 emissions by fossil fuel from the transport sector has increased 45%

from year 1970-2005

• It estimate that CO2 emissions from year 2007-2030 will increase 40% [OECD (2010)].

• Current and future emission control areas (ECAs),
• Energy efficiency requirements (EEDI)
• Supply chain security
• Carbon policies (carbon tax).

Driving Forces for Change

What were the Key options?

• To use low sulphur content fuels such as Marine Gas

Oil (MGO) in combination with Selective Catalytic Reducers (SCR)

• To use traditional heavy fuel oil (HFO) in

combination with Exhaust Gas Cleaning Systems – EGCS (e.g. Scrubbers) to limit SOx emissions and Selective Catalytic Reducers – SCR to limit NOx emissions.

• To use alternative fuels such as Liquefied Natural

Gas (LNG).

• Or find other alternative fuels or options

• Low Sulphur Diesel oil
• Heavy fuel oil (Scrubber Technology)
• Hydrocarbon Gaseous Fuels (Ethane, Propane & Butane)
• Hydrogen
• Methanol
• Ethanol
• Biofuel
• DME
• Ocean Thermal Energy Conversion
• Solar
• Electric Stored
• Hybrid technology
• Nuclear
• Anhydrous Ammonia
• LNG

Alternative Marine Propulsion Power System / Fuels

HYDROGEN

• Hydrogen comprises more than 75%
• f the planet
• It is renewable form of energy.
• Combustion of H2 produces 2.5

times more energy per gram as compare to natural gas.

• It is evident that hydrogen is a

remarkably light gaseous fuel that requires on volume basis the least amount of air for stoichiometric combustion

Hydrogen as Fuel

• To act as fuel Hydrogen must exist as free hydrogen (H2)
• It doesn’t really exist as a separate form of matter
• Common source of hydrogen is water
• Hydrogen can also be produced from biomass (Plant matter) still in the early

research and development phase

• liquid hydrogen weighs less than petroleum-based fuels
• Liquid hydrogen boils at -252.77 degrees Celsius
• Hydrogen has the highest energy-to-weight ratio of all fuels
• 1 kilogram (kg) of hydrogen has the same amount of energy as 2.1 kg of

natural gas or 2.8 kg of gasoline

• Hydrogen burns in air at concentrations in the range of 4 to 75 percent by

volume (LNG 5 to 15)

• The main feedstock for Hydrogen is natural gas because efficiency is high

and the production cost is relatively low.

• Electrolysis can be used to separate water into its basic constituents In

electrolysis, a current is passed through water

Challenges Hydrogen as Marine Fuel

• Hydrogen gas requires a lot of work to free if from other elements
• Expensive to manufacture because of platinum use in fuel cell
• Highly Flammable: Very powerful source of fuel (Highly inflammable)
• Storage: Liquid Hydrogen is stored at cryogenic temperature (-253°C)
• Dependency on Fossil Fuels : 94 % of Hydrogen is extracted from Methane/LNG.
• Conversion to Hydrogen Fuel: A drawback in producing hydrogen from natural gas

is that efficiency drops to almost 50% compared to the original chemical energy

• Though hydrogen energy is renewable and its environmental impacts are minimal
• Need non-renewable sources e.g. coal, oil & natural gas to separate it from
• xygen.
• Nitrogen oxides (NOx) emissions increase in combustion / high temperature.
• lack supply: Currently no hydrogen infrastructure.
• Sensitive to changes in temperature: polymer exchange membranes, tend to

degrade at above 100C while platinum cell need high temp to work.

• Sensitive to contamination from outside elements.

Internal Combustion Engine

Hydrogen Fuel Cell

Source: Hydrogen Energy Association

• We can say that the hydrogen fuel is being 'burnt' or combusted in the simple reaction.

Liquid Nitrogen

• Abundant in air.
• Lower energy density and high storage pressure of compressed air results

in liquid nitrogen being more favoured.

• More suited for use in a hybrid solution due to lower energy density

compared to gasoline.

• liquid nitrogen as “fuel” generates energy by work by expansion
• Liquid nitrogen stored in vessel that is pumped into economizer and a

heat-exchanger thereafter.

• Nitrogen expands in the heat-exchanger that utilizes the ambient air as

heat source. Gaseous nitrogen expands further in the turbine shaped engine to generate work and runs thereafter through the economizer before being released as exhaust.

• This type of engines utilizes the temperature difference Energy is

generated by expansion of nitrogen from liquid to gaseous phase.

• Liquid nitrogen engines are at laboratory stage and the concept of

liquid nitrogen as fuel is not suitable for use in existing engine designs.

Hydrazine

• Hydrazine is so far used as rocket fuel
• It burns with a colourless flame
• Jet fighter F-16 uses hydrazine to power its

emergency unit.

• Extremely unstable and highly toxic.
• An extremely unstable fuel is not suitable for

direct use in IC engines

• Toxicity creates problems to handle this fuel

Ammonia

• Option is ammonia is carbon-free solution
• A fuel in the natural nitrogen cycle, instead of the carbon cycle (Way to reduce

the GHG emissions)

• Ammonia combustion emits only water and nitrogen
• It can be handled with the existing technology and infrastructure in same

manner as propane is handled.

• Existed as fuel since 1942. (Used as fuel in W. War II)
• Can be produced locally, reducing International transport cost
• Internal combustion engines, both Spark Ignition and Compression Ignition,

have been tested with ammonia as fuel,

• Ammonia has it´s disadvantages as a fuel.
• The main disadvantage is its dependency on Hydrocarbon gas
• Carbon emissions from producing one ton ammonia from natural gas is about

1.87 ton.

• Presently the disadvantages related to ammonia as fuel for an internal

combustion engine are

• Very high auto-ignition temperature (651 °C)
• Low flame speed
• High heat of vaporization
• Narrow flammability limits (16-25% by volume in air)
• Toxic

Kong S.C, Gross C.W., (2012)

Ammonia in partnership with other fuels

• Ammonia can be mixed with other substances

to overcome its disadvantages as a fuel, both for Compression-Ignition (CI) and Spark-Ignition (SI) engines.

• Possible fuels to be used in SI-engines in

addition to ammonia are hydrogen and gasoline while additional fuels for use in CI-engines are Dimethyl Ether (DME) and (bio)diesel. (Source: Wikid Energy)

Nitrogen Base Fuels

Fuel Chemical formula Application Ammonia NH3 SI-engine Ammonia in dual-fuel applications NH3+additional fuels SI & CI engine Hydrazine(monopropellant) N2H4 Fuel-cell, Rocket propellant Liquid Nitrogen N2 Expansion Engine

Methanol

• Methanol is a clean-burning, biodegradable fuel.
• Methanol is a clear, colourless liquid that looks like water. It is

water soluble and has no discernible odour in low

• concentrations. Methanol is flammable and toxic.
• Methanol is currently more costly than diesel and less efficient

to burn

• Methanol can be stored in existing tanks on ships and since it is

not kept under pressure will not expand and explode

• Ethanol contains about 75 percent of the energy of gasoline per

litre, compared to 67 percent for methanol.

• It has lower energy content when burned. This means that to

produce more energy, it will require higher fuel consumption

Methanol is produced from Natural Gas Can also be produced from Coal Methanol increasingly being produced from biomass

Source: Methanax

Methanol has already made its way in Marine Fuel Supply Chain

Stena Germanica: First Methanol fuelled ship

Wärtsilä Direct Injection Dual‐Fuel Concept for Methanol in Large Four‐Stroke Engines

Ethanol

• Ethanol is form of Bio fuel, exists since 1970 (45 Yrs.)
• Ethanol is a small alcohol molecule that burns cleanly
• Corn is the best known source of Ethanol
• Soybeans, switch grass, farm wastes, plants, algae and manure.
• Ethanol from corn has 20 percent lower emissions
• Ethanol added to gasoline also reduces the output of carbon

monoxide, nitrogen oxide, sulphates and particulate matter.

• Ethanol has a lower energy comparing gasoline and diesel
• Food or fuel
• World Bank lists ethanol as one of the causes of a 104.5 %

increase in food prices (2000 and 2012)

• Ethanol is more corrosive than pure gasoline, and its elevated

water content can corrode parts and cause engine malfunctions.

Bio Fuels

• Biofuels are produced from living organisms or from metabolic by-products

(organic or food waste products)

• Bio crude (Pyrolysis Oil)
• Bio diesel is an example of Bio Fuel
• In order to be considered a biofuel the fuel must contain over 80 percent

renewable materials

• Fatty acid methyl esters are a refined version of vegetable oils or animal fats
• Lower SOx Emissions
• Biodegradable, and degrades quickly in water
• High water content
• Poor lubricity
• Biodiesel has a high cloud point
• Filter clogging and poor fuel flow at low temperatures
• Can damage certain materials such as seals, rubber hoses, and gaskets copper
• Long‐Term Storage Stability , Microbial growth problems
• Deforestation, emissions from pesticide use and also loss of carbon stock.

Ethane Fuelled

• Germany based

company “ECO STAR 36K”

• MAN B&W ME-GI,

dual fuel engine meeting IMO Tier II emission requirements.

CNG Compressed Natural Gas

World’s first CNG carrier on 28 January 2015.

Source: Sea NG

Electric Propulsion

• World’s first electrically-powered car ferry “Ampere”, 120 Cars 360 passengers
• Largest battery pack ever installed with a high charging capacity allowing for short

port stays.

• Consumes 50 per cent less energy compared with a traditional diesel ferry on the

same route.

• Ampere has been awarded the DNV GL class notation 1A1 LC R4 (nor) Car Ferry C

Battery Power.

Source: Siemens

Nuclear Powered Ships

Source: World nuclear association

• Over 140 ships are powered by more than 180 small nuclear reactors and more

than 12,000 reactor years of marine operation has been accumulated from Icebreakers to Aircraft carriers

• In future, constraints on fossil fuel use in transport may bring marine nuclear

propulsion into more widespread use.

• Fears about safety and security of nuclear fuel has limited its use as marine fuel

in commercial shipping

Ocean Thermal Energy Conversion (OTEC)

• It is a marine renewable energy technology that

harnesses the solar energy absorbed by the

• ceans to generate electric power.

Source: OTEC

OTEC uses the ocean’s warm surface water with a temperature of around 25°C (77°F) to vaporize a working fluid, which has a low-boiling point, such as ammonia. The vapour expands and spins a turbine coupled to a generator to produce electricity.

Source: OTEC news

rce

Solar Power

Wind Power

New LNG Fuelled Ships are Rolling Out

LNG Ro/Pax delivery 2017

LNG powered ferry Francisco. World’s fastest ship at 58.1 knots.

LNG Joining Hands with Other Renewables Fuels and Technologies

LNG would definitely be a winner if consistent support is provided by Investment, Infrastructure, Technology, Research and Training .

Source: creatinginsanelygreat.com