INTERTANKO,ATHENS 13th April PROPULSION ALTERNATIVES, LNG

By

Wilhelm Magelssen Associate Members Committee

Slide 1

Propulsion power for LNG carriers

Engine Power (kW)
21 knots

40,000
20 knots

19 knots

30,000

20,000 125,000

150,000

175,000

Size (m3) 200,000

Source: MAN B&W

Slide 2

Thermal efficiencies
Thermal efficiencies % 55 Low speed diesel engine 50 45 40 35 30 25 Steam turbine 20 1 5 10 50 Capacity (MW) Gas turbine Medium speed diesel engine Combined cycle gas turbine
LNG carrier

Source: MAN B&W

Slide 3

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)

Slide 4

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

Slide 5

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

Slide 6

Steam Turbine Propulsion - Simplified

Economiser
Flue gas uptake Superheater

Downcomers Deareator Furnace Boiler casing Water wall

Red gear H.P Feed pumps L.P Shaft

Main Condenser
Slide 7

Condensate pumps

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

Slide 8

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,Wrtsil, is claiming that they are in the position in the near future

Slide 9

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

Slide 10

ESD protected engine rooms

Because of the shut-down requirement for an ESD Protected engine room, the power generation for propulsion and manoeuvring must be divided between two or more engine rooms independent of each other

Slide 11

Dual Mode Gas/Diesel Engines

Slide 12

ESD protected engine rooms

Slide 13

Diesel engines + Re-liquefaction

VENT BOG FEED

+100 +100 0 -100 -200 0 -100 +100 0 +100 -200 -100 -200

MAX MIN

MIN

NITROGEN RESERVOIR

MAX

0 -100 -200

+100 0 -100 -200

COOLING WATER

RECYCLING
+100 0 -100 -200 +100 0 -100 0 -200 -100

BY-PASS
+100

1
SUCTION THROTTLE

-200

+100 0 -100 -200

TO TANKS

Slide 14

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

Slide 15

LNG carrier with oxidizer

Slide 16

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

Slide 17

redundant propulsion

Gas Turbines
Rolls Royce MT30
36 MW flat rated @26C 42% thermal efficiency 201 g/kWhr on gas Dual fuel capable

Slide 18

Steam Turbine Propulsion Engine Room Arrt

Cargo Tank

Slide 19

Gas Engines/Electric Propulsion Engine Room Arrt

Cargo Tank

~
Slide 20

Reduced length

General Arrangement Gas Turbines

Slide 21

Gas emissions from LNG carriers

Fuel
Steam turbine HFO + LNG HFO

NOx
200

SOx
2.400

CO2
180.000

Low speed diesel + re-liquefaction Dual fuel electric Gas turbines and COGES
Source: ALSTOM
Slide 22

3.950

1.800

120.000

LNG only
LNG only

240
850

0
0

100.000
108.000

Emissions: Tonnes / year / ship

Economics of LNG Re-liquefaction and Slow 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
Slide 23

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

Slide 24

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
Slide 25

Offshore re-gasification and discharge

Slide 26

Experienced personnel, - a serious challenge !

.. insufficient supply of
competent people may have a knock-on effect on other shipping sectors ?

Slide 27

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?
Slide 28

End of Presentation

Thank you!
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