1 / 30

Factors involved in selecting a propulsion system for your LNG shipping project

Factors involved in selecting a propulsion system for your LNG shipping project. Presentation by Ian Harper, Wavespec to LNG Shipping 2005 London, 27 th October 2005. Contents. What has changed recently? Should you burn gas? What solutions are available and which are realistic?

dinh
Download Presentation

Factors involved in selecting a propulsion system for your LNG shipping project

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Factors involved in selecting a propulsion system for your LNG shipping project Presentation by Ian Harper, Wavespec to LNG Shipping 2005 London, 27th October 2005

  2. Contents • What has changed recently? • Should you burn gas? • What solutions are available and which are realistic? • Evaluating economic factors • Evaluating the technical risks • Impact of choice on safety, environment and training • Solutions for the future

  3. First Diesel Engined LNG Carrier

  4. Changing Factors in Propulsion • The old LNG carrier world was simple! • Recent surge in demand for natural gas and LNG in Europe and USA • New trading patterns are developing • Massive increase in LNG fleet numbers • More supply sources and destinations • Bigger ships and new trade routes

  5. Should You Burn Gas? • Gas is “clean” and “green”? • Lower emissions of carbon, SOx and NOx • BOG needs to be disposed of or recycled • All non-steam ships need a Gas Combustion Unit (GCU) for backup gas disposal • Environmental and safety issues have to be tackled • Depends on the value of gas to the project

  6. Alternative Propulsion Options • Conventional Steam Turbine • Slow Speed Diesels with Reliquefaction • Gas Injection Slow Speed Diesels with Reliq • Dual Fuel Diesel Electric • Combined Cycle Gas Turbine Electric • Hybrids

  7. Traditional Steam Plant

  8. Engine Power for LNG Carriers

  9. Slow Speed Diesel Solutions • High thermal efficiency • Traditional ship propulsion system • Same emissions as conventional oil tanker • Requires reliquefaction plant and GCU • Maintenance only possible in port with twin screw • LPG ships have similar machinery • Benefit for crew sourcing

  10. Twin Screw Slow Speed Diesels

  11. MAN B&W 7S50ME-C

  12. Gas Injection Slow Speed Diesel

  13. Dual Fuel Diesel Solutions • Direct replacement for the steam boiler and turbine system • Higher efficiency than steam • Can only burn HFO or MDO or Gas • Flexibility of operation with electric drives • Maintenance possible at sea and in port

  14. Dual Fuel Diesel – Direct Drive

  15. Dual Fuel Diesel Electric (DFDE)

  16. Wartsila 6L50DF Engine

  17. Gaz de France Energy on trialsthe world’s first dual fuel diesel propelled LNGC

  18. Gas Turbine Solutions • Simple Cycle – not efficient but very small • Combined Cycle – aero derivative and industrial • Waste heat recovery and steam turbo-alternator • R-R, GE and Siemens have differing solutions • Different but share benefits and challenges • Potential for extra cargo is yet unproven • Very low maintenance on board……but! • Only feasible if burning gas

  19. COGES Plant Rolls-Royce

  20. GE LM2500+ Marine Gas Turbine

  21. Combined Cycle Gas Turbines Siemens

  22. Hybrid Solution MHI • Combines diesel engines and steam turbines • Direct drive propeller with Contra Rotating Pod • Reliquefaction plant for base BOG • Excess BOG produces steam for electricity MER

  23. Economic Factors • Choice is dependent on fuel costs • The relationship between HFO and LNG costs is critical in determining choice • Maintenance costs vary • Operators require longer docking cycles • Crew for diesels may be easier to find and train • Will the trade require a ship to heel out cargo? • Different projects will make different choices

  24. Technical Risks • Steam propelled LNG ships are a known factor • Alternatives involve levels of perceived risk • Technical risks can be qualified • Classification societies are assessing options • New entrants cannot easily benchmark risks • Project risks are project specific • Industry should remain self regulating – IMO and SIGTTO forums

  25. Environmental Factors • Over 95% of World Trade is carried in ships • The vast majority of these ships are propelled by slow speed diesel engines – e.g. container ships and oil tankers • The efficiency of these shipping operations means that CO2 emissions per tonne/km are very low • NOx and SOx emissions are legislated by MARPOL Annex VI and Flag States (e.g. EU) • The current limits will be reduced with time

  26. Annual Exhaust Emissions MAN B&W

  27. Annual Exhaust Emissions Wartsila

  28. Solutions for the Future • Qatar’s major projects driving size up and costs down • Trading and chartering options require flexibility in shipping operations • Do we still expect to see new technology introduced, or an industry standard emerge? If so, which one? • Environmental factors will have to be addressed

  29. 2005 is the Watershed Year • There are 136 LNG ships on order • Over 30% of these have diesel propulsion systems • 20 are twin screw SSD with reliquefaction • Approx 25 are single screw DFDE • About 40 LNG ships ordered in 2005, but less than 20% have conventional steam plants

  30. Thank you for your kind attention Ian Harper

More Related