Fuels of the future - CIMAC, the International Council on Combustion

Transcription

“Fuels of the future –
What will come next after HFO?”
Panel : “Fuels of the future -What will come next after HFO?”
Chair
Nikolaos Kyrtatos
NTUA
Introduction
Engine Maker
Kjeld Aabo
MAN DIESEL
&TURBO
Trends in emissions regulations
Oil Industry
Paul de Hoog
SHELL
Conventional & alternative fuels production
User /
Operator
Naoyuki Ohno
NYK LINE
LSF/MGO: modifications needed, issues
Research
Institute
Per Magne
Einang
MARINTEK
Alternative fuels & power options, LNG
Engine Maker
Mikael Troberg
WÄRTSILÄ
Engine issues with LSF, biofuels, gas…
User /
Operator
Jorn Kahle
A.P. MØLLER
Future fuels: Logistics, operation challenges
Fuels of the Future –
What will come next after HFO.
Trends in emission
regulation
CIMAC 2010, Bergen
Kjeld Aabo
Marine Low Speed
Copenhagen
© MAN Diesel & Turbo
<1>
Marked demand to engine builders
• Safety
• Optimum engine layout
• High efficiency/low fuel consumption
• Low operation cost (MTBO)
• Reliability/availability
• Exhaust
gas emission consideration
Todays driver of development
<2>
IMO NOx Limit Curves Tier I, II & III
1990-1999
engines
Tier I
- 15 %
- 20 %
- 80 %
Tier I: (global)
Tier II: 2011
(global)
Tier III: 2016
(ECA’s)
3
MEPC 57 Fuel-Sulfur Content Proposal
4
Emission Trend
Emission Restricted Areas by IMO – ECAs in 07/2009
Top Container Ports :
1. Singapore
2. China, Shanghai
3. China, Hong Kong
4. China, Shenzhen
5. South Korea, Busan
6. Netherl., Rotterdam
7. UAE, Dubai
8. Taiwan, Kaohsiung
9. Germany, Hamburg
10. China, Qingdao
Most used trading routes
Existing ECAs: Baltic Sea, North Sea
Planned ECAs: Coasts of USA, Hawaii and Canada (2012 )
Discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black
Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015)
International Shipping
SOx, NOx, CO2 and GHG Emission
IMO emission legislation, the big challenges for international shipping
SOx: Regulation decided
NOx : Regulation decided
NOx
ECAs: Not decided
CO2: Items discussed
CO2: Design index
EEDI
CO2: Operational Index EEOI
Market based instruments:
Global bunker levy (tax)
CO2 credits
GHG
CO2
SOx
6
Fuel cost versus CO2 emission
7
Low sulphur fuel
 Use of low-sulphur crude oil, but limited availability
 Blending of fuels is a possibility, and is done today
 Desulphurisation of HFO
According to the major fuel companies :
Much better investment to build high-efficient
refineries that can produce more valuable
products such as gasoline, diesel and LPG
than to build desulphurisation plants for HFO.
MAN Investigation in Scrubber
Technology
Objectives
Participants
Development Clean Marine
and test of
MAN Diesel
scrubber for
after-treatment
Scrubber
Goals
Test results
Ship test
PM trapping:
PM trapping:
M.V. Banasol
>90%
35%
7S50MC-C
SOX removal: 80% (salts add.)
>67%
Ship test
9MW
SOX removal:
73%
95% (salts add.)
Development
and test of
scrubber for
after-treatment
Aalborg
Industries
Alfa Laval
DFDS
PM trapping:
PM trapping:
Tor Ficaria
>75%
79%
9L60MC-C
SOX removal:
SOX removal:
20MW
>95%
100% (NaOH)
PM trapping:
PM trapping:
Alexander
>75%
73%
7S50MC
SOX removal:
SOX removal :
9MW
>90%
96% (NaOH)
MAN Diesel
APM
Development
and test of
MAN Diesel
scrubber for
after-treatment
and EGR
9
Aalborg Industries & DFDS
Exhaust Gas Scrubber Retrofit Project
•20MW MAN B&W two-stroke engine
•Operating in SECA on MDO
•Exhaust gas scrubber permits HFO operation
•Expected payback time less than two years
RO RO vessel M/V Tor Ficaria
10
Sources of Bio Fuel
Renewable / vegetable Oil
Castor Bean
Soya
Consists
of 40 – 50%
usable Oil
Palm Oil
Rape Seed
< 11 >
Brake 7L35MC-S - CHP Plant
12
Bio fuels are a
real alternative !
But you need a lot.
< 13 >
Container Ships
Gas as fuel
LNG fuel supply system
LNG tank
HFO tank ( shown only for size comparison)
Main Engine ME-GI
LNG fuel supply system
Containment systems for LNG
•IHI type B tanks low pressure tanks,
BOR 0,2 %/day
•TGE type C tanks 4-9 barg pressure
(up till 50 travelling days) BOR 0,210,23 %/day
14
Components to be Modified:
ME-GI Compared to a ME Engine
Exhaust
receiver
Cylinder Valve
block
cover
Double wall
gas pipes
ELGI
valve
FIVA
15
Selective Catalytic Reduction
(SCR) Process
Exhaust gas
NO2
40% urea solution
CO (NH2)2 . 5(H2O)
NO
N
O
N
NH3
H
H
H
N N O
H
N NH
H
N N N
H
N O
N2
H2O
H
H
O
N
H
N
4NO + 4NH3 + O2 = 4N2 + 6H20
6NO2 + 8NH3 = 7N2 + 12H2O
L/72695-0.0/0302
(2160/PZS)
16
EGR – Exhaust Gas Recirculation
Ongoing full scale test 7S50MC.
EGR Integration
Future perspective of EGR integration in engine design: 7S50ME-B9
Safety Investigations
HAZID / HAZOP
 Engine room explosion study
Item Date
 HAZID / HAZOP
 Double Wall Piping
 Engine Piping Vibrations
 Gas Pressure fluctuations
 Gas control simulation
Owners
Class Ship Yard Engine Builder Engine Designer Other Subsuppliers
HAZOP 2006
none
DNV
HHI
HHI EMD
MAN Diesel
Burckhardt
HAZOP 2007
none
DNV
DSME
Doosan
MAN Diesel
Burckhardt
HAZOP 2007 Nov. BG,APM,SHELL,YLNG,Q-GAS,
Teekay,BP
ABS
SHI
Doosan
MAN DIESEL
Burckhardt
HAZOP 2009 Jan. EXXON MOBILE
ABS
DSME
Doosan
MAN DIESEL
Cryostar Burckhardt
HAZOP 2009 Jan. BG
ABS
SHI
Doosan
MAN DIESEL
Cryostar Burckhardt
 Gas / Fuel injectors reliability
Ventilation
fwd
Natural Gas Supply and Demand
ME-GI for propulsion of LNG Carriers
Source: Exxon Mobile Energy Outlook 2030
December 2009
< 20 >
LPG is a By-product of LNG Production,
so LPG Production is not Driven by
Demand
30% Increase
of LPG
production
is expected
in 2013.
How will this
affect the
LPG price?
Diesel or Alternatives?
 Fuel cells
 Nuclear power
 Kite Power
 Solar cells
Will take long time to develop , if ever.
Why is Diesel engines selected ?
 High efficiency
 Low cost fuel used, easy fuel access
 High reliability and safety
 Low investment cost
Our Diesel will Prevail for many years, with different fuels.
33366965.2010.05.04
(OG/LS)
< 22
ME-GI Development Plan
3336924.2010.04.28
(KEA/LSP)
< 23 >
CIMAC Bergen 2010
We believe that next important fuel in the marine marked, will be LNG and LPG.
Thank you for
your attention
Conventional & alternative liquid & gas
fuel sources and production to 2030
CIMAC World Congress, Bergen 2010
Panel Session
Paul de Hoog
Shell Global Solutions International BV
Copyright of Shell Global Solution International BV.
June 2010
1
Disclaimer statement
This presentation contains forward-looking statements concerning the financial condition, results of operations and businesses of
Royal Dutch Shell. All statements other than statements of historical fact are, or may be deemed to be, forward-looking statements.
Forward-looking statements are statements of future expectations that are based on management’s current expectations and
assumptions and involve known and unknown risks and uncertainties that could cause actual results, performance or events to differ
materially from those expressed or implied in these statements. Forward-looking statements include, among other things, statements
concerning the potential exposure of Royal Dutch Shell to market risks and statements expressing management’s expectations,
beliefs, estimates, forecasts, projections and assumptions. These forward-looking statements are identified by their use of terms and
phrases such as ‘‘anticipate’’, ‘‘believe’’, ‘‘could’’, ‘‘estimate’’, ‘‘expect’’, ‘‘intend’’, ‘‘may’’, ‘‘plan’’, ‘‘objectives’’, ‘‘outlook’’, ‘‘probably’’,
‘‘project’’, ‘‘will’’, ‘‘seek’’, ‘‘target’’, ‘‘risks’’, ‘‘goals’’, ‘‘should’’ and similar terms and phrases. There are a number of factors that could
affect the future operations of Royal Dutch Shell and could cause those results to differ materially from those expressed in the
forward-looking statements included in this Report, including (without limitation): (a) price fluctuations in crude oil and natural gas; (b)
changes in demand for the Group’s products; (c) currency fluctuations; (d) drilling and production results; (e) reserve estimates; (f)
loss of market and industry competition; (g) environmental and physical risks; (h) risks associated with the identification of suitable
potential acquisition properties and targets, and successful negotiation and completion of such transactions; (i) the risk of doing
business in developing countries and countries subject to international sanctions; (j) legislative, fiscal and regulatory developments
including potential litigation and regulatory effects arising from recategorisation of reserves;(k) economic and financial market
conditions in various countries and regions; (l) political risks, project delay or advancement, approvals and cost estimates; and (m)
changes in trading conditions. All forward-looking statements contained in this presentation are expressly qualified in their entirety by
the cautionary statements contained or referred to in this section. Readers should not place undue reliance on forward-looking
statements. Each forward-looking statement speaks only as of the date of this presentation. Neither Royal Dutch Shell nor any of its
subsidiaries undertake any obligation to publicly update or revise any forward-looking statement as a result of new information, future
events or other information. In light of these risks, results could differ materially from those stated, implied or inferred from the
forward-looking statements contained in this document. The United States Securities and Exchange Commission (SEC) permits oil
and gas companies, in their filings with the SEC, to disclose only proved reserves that a company has demonstrated by actual
production or conclusive formation tests to be economically and legally producible under existing economic and operating conditions.
We use certain terms in this presentation, such as “oil in place" that the SEC's guidelines strictly prohibit us from including in filings
with the SEC. U.S. Investors are urged to consider closely the disclosure in our Form 20-F, File No 1-32575 and disclosure in our
Forms 6-K file No, 1-32575, available on the SEC website www.sec.gov. You can also obtain these forms from the SEC by calling 1800-SEC-0330.
June 2010
2
Outline
Conventional & alternative liquid &
gas fuel sources and production to
2030
- The Energy Challenge
- Legislation will shape future marine fuels
- How will the marine energy mix evolve?
3
THE ENERGY CHALLENGE WILL IMPACT MARINE
FUELS
Surge in energy demand
Supply will struggle to keep pace
Environmental stresses
are increasing
June 2010
4
COMPLEX ECONOMIC SIGNALS WILL HELP
DEFINE MARINE FUEL EVOLUTION
Will new refinery projects and expansions be delayed to
take advantage of an expectation of lower materials costs
and to avoid periods where demand growth is low ?
Will Fuel Oil be converted to maximise middle distillate
production ?
Will refinery capacity additions and current infrastructure
capability outpace demand growth through to 2015 and
beyond ?
June 2010
5
5
REFINERIES NEED INVESTMENT LEADTIME
Minimum lead time for implementation
of projects in multiple refineries
Turnaround
Feasibility& Engineering&
cycle
Scouting Construction
(see Benchmarking)
Refineries operate 4-6
year Turnaround cycles
Project
implementation
0
2
4
6
8
10
12
14
16
Time [years]
We could find that when 2020 arrives much of the
refining infrastructure may look as it does today.
June 2010
6
INCREASED FOCUS ON ENVIRONMENTAL
CONSIDERATIONS
Climate change is the next big challenge for shipping
New designs & new practices required
There are no “silver bullets”
June 2010
7
7
ENERGY DEMAND BY THE SHIPPING INDUSTRY
THE PATH TO THE FUTURE IS NOT STRAIGHTFORWARD
Energy
Source:
Hi SulphurLo Sulphur
RFO
RFO
Gen 1
Gen 2
Bio
Bio
LS
Wind
Gas oil
Engine design
Efficiency
Exhaust
Cleaning
Scheduling
Nuclear LNG/CNG
Solar
Hydrogen
Scrubbing
Catalysis
Routing
Carbon
Capture
?
Emissions
Trading
Reduced
environment
al
impact
Legislation and
consensus
Hull
design
June 2010
8
8
FUTURE ENERGY SOLUTIONS WILL DEPEND ON:
Legislation and incentives that encourages investment
in technological solutions
Understanding how world energy demand will develop
and how refiners will respond.
The shipping industry and stakeholders appetite to
tackle environmental stress with a wide range of
measures
June 2010
9
Fuels of the Future
- Challenges of NYK Line -
Naoyuki Ohno
Corporate Officer
Technical Headquarters
NYK Line
CIMAC Congress 2010
Bergen, 17 June 2010
1
Ｃｏｎｔｅｎｔｓ
 Creation of measures for
low-sulfur fuel
 Total reduction of emissions
- Not only SOx but also CO2 and NOx -
2
1
Assumptions
Vessels should have the following:
 Both residual fuel at global cap areas and
distillate fuel at ECAs until 2020/2025.
 Only distillate fuel in all sea areas after
2020/2025.
To establish proper operation procedures
To modify machinery specifications
3
Low-sulfur-fuel Legislation
MARPOL
Global cap
Phase 1
Residual fuel
Global cap until 2020/25
ECA until 2015
Residual
&
Distillate
Fuel
Phase 2
Distillate fuel
Global cap after 2020/25
ECA after 2015
EU, CARB
0.1%S
4
2
Low-sulfur-fuel Legislation
MARPOL
Global cap
Modify spec.
Phase
1
Newbuildings
Residual
+
Distillate
ResidualNew
fueldesign
Phase 2
Newbuildings
Distillate
fuel
Existing vessels
Retrofit
5
Outlines of Modification
 Existing vessels
Replace, retrofit and add on:
Pipelines, machinery, tanks, safety & protection
devices and instruments, lubricating oils, etc.
 Newbuildings
Modify and newly design:
Specifications of machinery, pipelines,
arrangement and capacity of tanks, etc.
Additional cost
6
3
Main Points of Modification
 For increasing MGO consumption
 Increase capacity of MGO storage tanks (e.g. Modify existing HFO
storage-tank arrangement)
 Separately arrange MGO transfer line to prevent contamination with HFO
 Increase capacity of MGO service tank
 For properties of MGO
 Replace/retrofit parts of existing oil pumps
 Replace/retrofit boiler burning equipment and instruments
 Add on chilling unit for MGO temperature control
 Add on safety & protection devices and instruments
(e.g., double-shut valves, double-flame detector of boiler)
 Change grade of M/E cyl oil and/or G/E system oil
Burning
Equipment
7
for “Phase 1”
Boiler
Modification
New trans.
line
MGO CLR
MGO
Serv.
TK
System oil
G/E
Pump
Additional MGO
stor. TK
MGO
Stor. Tk
Pump
Additional
MGO Stor.Tk
Capacity up
HTR
M/E
Cylinder oil
Return
HFO
Serv.
TK
Pump
Pump
HFO
Stor. Tk
8
4
for “Phase 2”
Boiler
MGO
Serv.
TK
CLR
G/E
Pump
MGO
Stor. Tk
Pump
Additional
MGO Stor.Tk
MGO
Serv.
TK
M/E
Return
Pump
Pump
MGO
Stor. Tk
9
Impacts on Machinery
- Caused by properties of MGO 
Low lubricity
- Sticking/wearing down of fuel-injection pump

Low viscosity
- Leakage from fuel-injection pump, oil-pump sealing

Low flashpoint and high volatility
- Risk of an outbreak of a fire

High detergency
- Clogging FO filter with sludge accumulated in pipelines
10
5
“Leakage from pump sealing”
“Serious damage to plunger”
Hard to find due to
transparency
11
Data : 2010 JAN - APR
HFRR（μm）
Correlation of Vis with HFRR *
Above 460µm
(6 / 52 samples)
650
600
550
500
450
400
350
300
250
200
0
1
2
3
Viscosity （cSt）
4
5
*HFRR : High Frequency Reciprocating Rig
- OEM recommendation – Less than 460µm (HFRR)
- New ISO 8217 – Less than 520µm (HFRR)
- Engine manuf. recommended Vis– More than 2 cSt @M/E inlet
12
6
Advantage of MGO Use
 Engine condition
Maintain combustion chamber of the engine in good
condition
 Less maintenance work and cost-savings
- Extension of MTBO
- Almost free of waste-oil treatment
- Simple machinery arrangement in the engine room
(HFO purifier, heating steam, waste-oil treatment, etc.)
13
Exhaust Gas Cleanup Technology
- Scrubber as an alternative method -

Benefit
- Lower fuel cost compared with MGO

Concern
- Developing system
- Criteria of discharge water
- Extra space in the engine room
Expecting development of scrubber
which will be matched for our needs.
14
7
Summary
1,
Proper operation procedures for changeover fuel should be
established.
2,
MGO will be mainly used after 2020/25.
3,
Machinery specifications should be modified.
4,
Stable supply of MGO will be required. (300 mil tons/year?)
5,
Modification cost, namely environmental cost, is an essential
investment for the company.
6,
MGO is partly an advantage for the engines.
7,
Development of a practicable scrubber as an alternative method
is expected.
8,
Gas/dual fuel engines, and the infrastructure of LNG supply, as
an alternative method, are also expected.
15
Total Reduction of Emissions
Ship Operation
Improvement of
Energy Efficiency
5%
Solar Power
Generation
Prompt Handling
of Cargo
Engines
Energy Savings
Energy Savings
Energy Savings
1%
8%
16%
Ship Design
Energy Savings
27%
Other
Energy Savings
1%
Reduction of approximately 50%
16
8
Solar power generation
SOLAR PANEL
DC
POWER CONVERTER
DC ⇒ AC
AC
MAIN LINE (440VAC)
M/V Auriga Leader
17
- Not only SOx but also CO2 and NOx AMP: Alternative Maritime Power
Fixed or mobile
The NYK Group pioneered the development and application of the 6.6 kV
AMP system at the port of Los Angeles, ahead of other companies.
18
9
- Not only SOx but also CO2 and NOx AMP: Alternative Maritime Power
The NYK Group has decided to equip all large container vessels w/ AMP.
This system and method can improve the harbor environment.
19
- NYK Super Eco Ship 2030 -
Our concept ship of the future
20
10
- Load map for zero emission -
21
Thank you for your kind attention.
The Earth is Our Home
22
11
Fuels of the future – what will come next after HFO
Alternative fuels and power sours options
Time span 2010 - 2030
Per Magne Einang
Research Director
MARINTEK
www.marintek.com
CIMAC Bergen 2010
MARINTEK
1
Alternative fuels
Long list of alternative fuels:
Bio fuel (fame)
(
)
GTL (synthetic diesel oil)
DME
Hydrogen
Gas (LNG, LPG)
…
To make a difference the fuel have to be available world wide
and be economical viable
Based on that and the time frame in question, LNG is
consider to be the only alternative fuel to MGO and HFO
MARINTEK
2
Large LNG terminals in Europe
MARINTEK
3
LNG distribution
Source: Gasnor
Existing ships for distribution of LNG in Norway
Capacity of 7500 and 1100 m3 LNG
MARINTEK
4
Ship
p to ship
p LNG transfer
LNG transfer by hoses
MARINTEK
5
Storage of LNG on board the ship
MARINTEK
6
LNG powered RoRo freight ship (gas only)
Two ships under construction for delivery in 2011-12
Vacuum isolated pressure storage tanks – a factor 4-5 times HFO
MARINTEK
7
Tailor made LNG Fuel tank systems
Storage factor 2-3 times HFO
Anchor handlers
Passenger ferries
Container carriers
Cruise ships
Oil Tankers
Ro-Ro vessels
...and many other sectors. Bespoke design. Under development now.
MARINTEK
Power source options - LNG
No obvious candidates to piston engines
Fuel cells? – could be possible as auxiliary power
MARINTEK
9
Gas engine concepts – 4 stroke
Lean Burn spark ignited (gas only)
Dual Fuel low pressure gas (5 bar)
Both can meet IMO tier III and have a significant potential for
GHG reduction (methane slip must be reduced)
Dual Fuel high pressure gas (about 350 bar)
Maintain diesel engine performance
performance. No methane slip
slip. Need
SCR for NOx reduction to meet IMO tier III
MARINTEK
10
Gas engine concept – 2 stroke
Dual Fuel high pressure gas (about 350 bar)
Maintain diesel engine performance.
No methane slip, GHG reduction in the range of 30%
Need SCR for NOx reduction to meet IMO tier III
Pumping LNG to 350 bar and evaporate is simple and with
low energy requirement
Flexibilityy in fuel mix
MARINTEK
11
Is LNG economical competitive to HFO?
Natural gas prices (including LNG) has been reduced the last two years
due to the introduction of shale gas in the US market
Due to that LNG has improved its competitiveness to HFO
For comparing fuel economy there two cost components for
HFO to be considered:
Cost purchase the fuel
Cost for burning the fuel (levy, tax, operation of exhaust gas cleaning)
and than the big question; what will be the price HFO in the future?
LNG is competitive to HFO today in some areas and we believe that LNG
will improve
p
its competitiveness
p
in the actual time frame considered
MARINTEK
12
Summing up
LNG is available world wide
Small scale distribution by dedicated ships are available
Storage technology for ships are available and under
further development
Gas engine technology is available for all types of piston
engines,
i
can meett the
th coming
i emissions
i i
lilimits
it and
d
contributes to a net reduction of GHG
LNG has the potential to be economical competitive to
HFO
MARINTEK
13
Engine problems and solutions
with: LSF, BIOFULES, GAS, DME
Author: Mikael Troberg
Wartsila Industrial operations / R&D
Director Testing and Performance
WÄRTSILÄ CORPORATION
1
© Wärtsilä
Cimac June 2010 / Mikael Troberg / Fuel impact June 2010 Cimac sw.pptx
Agenda
Engine problems and solutions with:
• LSF
• BIOFULES
• GAS
• DME
LSF
• In general Wärtsilä engines are flexible for using of different fuel qualities
• Reported field problems related directly to low sulphur operation have not been recorded
Min. viscosity limits for Wärtsilä engine types before FIE:
Engine type
Limit [cSt]
Wärtsilä 2 stroke engines
2,0
Wärtsilä® 20
1,8
Wärtsilä® 26, 32, 38, 46CR, 46F
2,0
Wärtsilä® 46*), 64
2,8
Wärtsilä® 32DF (main and pilot fuel)
1,5
Wärtsilä® 34DF (main and pilot fuel)
2,0
Wärtsilä® 50DF (main fuel / pilot fuel)
2,8 / 2,0
*) Conventional FIE
Distillate fuel operation
• Low flash point: Safety Aspect, the flash point of < 60 °C
• Low viscosity:
Leakage in the injection system and cavitations in fuel system
• Compatibility: Poor compatibility with heavy fuel can lead to:
• clogging of fuel filters,
• increased sludge amount
• sticking of fuel injection pumps,
• deposit formation on the engine components.
• Lubrication oil:
2 stroke engines with a high BN cylinder oil:
• Hard calcium carbonate deposits on the piston crown.
• The deposits can be minimised by reducing the cylinder
oil feed rate to the lowest possible safe level.
Field experience, ultra low sulphur diesel fuel
Documented field experience (ULSD), example:
• W 12V32
• 17,500 service hours
• Sulphur content of ~ 10 – 50 mg/kg
• Standard stellite exhaust valves / valve seats designed for distillate fuel operation
Findings:
• No marks of exhaust valve / valve seat brinelling
• No claims about excessive wear in the fuel injection equipment
• Lubricity additives can be added if the specified limit value is exceeded.
• Lubricating oil BN recommendation: 10 – 15 mg KOH/g
Agenda
• LSF
• BIOFULES
• GAS
• DME
Liquid Bio Fuels
Liquid Bio Fuels (LBF)
• So far the experience exists
from power plant applications
only:
– Crude Vegetable Oil
– Bio Diesel
Bio mass
Resources
Oil Palm
Conversion technology
Pressing
Crops
Jatropha seed
Rape seed
Wheat
Potato
Hydrolysis Fermentation
Wood
Willow/poplar
Pyrolysis
Residues
Maize
Pressing Esterification
Waste fats/oils
Pine/Spruce
Gasification
Digestion
Straw
Municipal
waste
Hydro
Wind
Solar
Marine
End Fuel
Crude
Vegetable Oil
Bio-oil
Bio Diesel
DME
Ethanol
Methanol
Internal
Combustion
engine
Fuel Cell
Vehicle
Bio Methane
Hydrogen
Combustion
Battery Vehicle
Electricity
Train
Straight liquid bio fuel utilization
Unrefined Vegetable Oil
Food
industry
Liquid Bio Fuel
Power Plant
Refinery
process
Waste oil
Refined oil
Refinery by-products
• Production of fuel; our focus is to require as little refining as possible.
Power &
Heat
Comparison of fossil liquid fuels and liquid bio fuels
Distillate fuel
Biodiesel
(MDO, MGO)
Heavy fuel
Straight bio fuels
Liquid bio fuels
Advantages
Disadvantages
+ No sulphur oxide emissions
- Slightly increased NOX’s
+ Reduction in CO2 emissions
- Contains ~10% less energy than petroleum
diesel
+ Lower particulate emissions
- Variations in ash content
+ Bio diesel mixes well with petroleum
diesel
+ Good lubrication properties
- High acid number (with some types)
- Water separate from bio diesel more difficult
- Solvent characteristics may degrade rubber
and attack certain metals
- Can foster heightened microbial activity
- Not suitable for long term storage (Acid
number increases, oxidation takes place)
- Cold flow properties can be a problem
11
© Wärtsilä 10
19 June
November
2010 2007 (updated 14 October 2009) Liquid Bio Fuels in Marine Applications - Kai Juoperi
Characteristics of vegetable oils
• Varying characteristics
– Ash content
Palm Oil 22°C
Palm Oil 60°C
• Can vary significantly in different LBF
qualities
• Influence on particulate emissions
– Viscosity is highly temperature
dependant
• Too cold temperature -> wax formation
• Too high temperature -> polymerization
– Phosphorus content
• Influence on the lifetime of DeNOx &
OxiCat
– Acid number
• Influence on fuel oil system wear & tear
Palm Stearin 22°C Palm Stearin 60°C
Mixing of liquid bio fuels and fossil fuels
Straight liquid bio fuel and heavy fuel:
• Straight LBF operating temperature is about 60 – 70 °C
• HFO requires about 100 – 140 °C
• Blending will mean that straight LBF fraction is heated to a higher
temperature than it should
Result: Risk of polymerization
Straight liquid bio fuel and distillate fuel:
• LBF operating temperature is about 60 – 70 °C
• MDO / MGO requires max. 45 °C temperature
• Blending will mean that MDO / MGO fraction is heated to a higher
temperature than it should
Result: Risk of cavitation, since light fractions are evaporating / boiling
Agenda
• LSF
• BIOFULES
• GAS
• DME
Gas
Reported field problems on Wärtsilä gas engines have not been experienced
as the engine is optimized by choise of component material and lubricating
oil for :
SG engines
DF engines
Exhaust valve
Stellit
Stellit / Nimonic
Lubricating oil
4-7 TBN
4-7/10-20/30-55 TBN
15 © Wärtsilä 10 June 2010 Mikael Troberg NOx reduction
technologies.pptx
Agenda
• LSF
• BIOFULES
• GAS
• DME
Dimethyl ether (DME)
Properties:
17
Explosion limit: 3,4 – 17%
High cetane number: 55 – 60
Energy content about half of diesel fuel (28,8 MJ/kg)
Good combustion properties
Viscosity: 0,19 cSt @ 25 °C, 0,17 cSt @ 40 °C
Poor lubricity properties
Corrosive
Dissolves many rubber and plastic materials
Liquefies at pretty low pressure
Poor cold properties
Sensitive for bacterial growth in fuel system
© Wärtsilä
Dimethylether (DME)
Manufacturing:
Fischer-Tropsch process by utilizing methane, black lye, biomass or coal
Synthetic fuel: Manufacturing decreases energy balance
Emissions:
Higher NOx than with fossil fuels
No particulate emissions
No SOx emissions
Bio diesel and fossil fuels:
Bio diesel and fossil diesel fuels (MDO / MGO) are considered to be
compatible
If bio diesel is mixed with heavy fuel, precipitation of asphaltenes can take
place in case heavy fuel’s stability reserve is low -> compatibility test needed
18
© Wärtsilä
Thank You!
By Jørn Kahle. Maersk Maritime Technology
"Fuels of the future - What will come next after HFO"
Time span 2010-2030
Presented at CIMAC Congress 2010. Bergen.
What will come next after HFO
2010-2030
Future fuels. LSF and alternatives
Slide no. 2
• LSFO
• MGO
Fuel
LSFO (1,0 % S) is fuel produced from sweet
crude.
PRO’s
• There will be enough LSFO in the market to
cover the increased demand toward 2015.
• Coping with environmental constraints.
• LNG
• Sulphur,
• NOx (engine design)
• FAME
CON’s
• CTL/GTL
HVO/BMTL
• Nuclear
• No imidiate investments required
• LSFO not in 0,1% S version
• Extra requirements 2015-2020 (approx 20
mill tons per year) cannot be covered by
LSFO. Will have to covered by MGO.
Logistics
• Limited logistic and operational challenges
Operation challenges
Opportunities
• Wind/Solar
Slide no. 3
• LSFO
Fuel
MGO (0,1% S) is fuel supplied from the
general distillate pool.
PRO’s
• Coping with environmental constraints.
• MGO
• LNG
• Sulphur,
• NOx (engine design)
• FAME
CON’s
• CTL/GTL
HVO/BMTL
• Nuclear
• No imidiate investments required
• Only minor operational issue expected
• With current split. The extra cost for the
shipping industry would be in the order of
50.000.000.000 USD per year from 2020
onwards. (+200 USD/tons)
Logistics
• Limited logistic and operational challenge
Operation challenges• Can MGO be produced cheaper with new yet
Opportunities
undiscovered technology?
• Wind/Solar
Slide no. 4
• LSFO
Fuel
LNG. Liquefied Natural Gas.
Some view LNG as the “bridge fuel” to a
future non fossil fuel society.
PRO’s
• Clean fuel. Coping with most environmental
constraints.
• MGO
• LNG
• Sulphur,
• NOx (engine design), future particulate matter.
• Lower CO2
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
CON’s
•
•
•
•
Fuel flexible engine tech. available.
CH4 slip (GHG factor 20 higher than CO2)
Space requirement (3X HFO)
Efficiency. Well to funnel.
Logistics
• Need for infrastructure.
Operation challenges• Safety issues (high pressure gas injection)
Opportunities
• Bunker process
• Wind/Solar
Slide no. 5
• LSFO
Fuel
FAME: Fatty Acid Methyl Esther.
FAME is today used by the oil industry as
blending component in automotive diesel.
FAME is today produced from vegetable oils
like rape seed and palm oil.
PRO’s
•
•
•
•
•
• MGO
• LNG
• FAME
• CTL/GTL
CON’s
HVO/BMTL
• Nuclear
•
•
•
Logistics
•
Operation challenges•
Opportunities
•
• Wind/Solar
Slide no. 6
”Drop-in” quality. Currently used in AGO.
Low sulphur
High lubricity
Low CO2
Potentially produced from algae
Sustainability
Availability,
Price,
Limited logistic challenge
Storage stability Equipment impact
NOx, Particulate matter ?
• LSFO
Fuel
• MGO
• LNG
PRO’s
• FAME
• CTL/GTL
HVO/BMTL CON’s
• Nuclear
CTL: Coal to Liquid
GTL: Gas to Liquid
HVO: Hydrogenated Vegetable Oil
BMTL: BioMass to Liquid
Hydrocarbon synthesized by Fischer-Tropsch.
Resembles fossil fuel.
• Proven Technology
• ”Drop-in” quality
• Low sulphur
• High cetane number
• Lower CO2 for some of the products
• Cost
• Efficiency. Well to funnel?
Logistics
• Limited logistic and operational challenges
Operation challenges• NOx, Particulate matter
Opportunities
• Wind/Solar
Slide no. 7
• LSFO
Fuel
Nuclear power as propulsion for commercial
vessels has been parked in the doghouse for
decades. The technology however is fully
developed for warships.
PRO’s
•
•
•
•
Clean
No emissions
No infrastructure needed
Technology fully developed
CON’s
•
•
•
•
Nuclear waste
Safety
Security
Cost
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
Logistics
• Political environment
Opportunities
• Wind/Solar
Slide no. 8
• LSFO
Fuel
Sails. Flettner rotors
Solar panels.
PRO’s
• Clean
• No emissions
• No new infrastructure required
CON’s
• Cost
• Capacity
• Reliability
• MGO
• LNG
• FAME
• CTL/GTL
HVO/BMTL
• Nuclear
Logistics
• Technology breakthrough?
Opportunities
• Wind/Solar
Slide no. 9
What will come next after HFO
2010-2030
The most obvious answer:
HFO
With NOx reduction. EGR, SCR or water injection
With SOx scrubber. Wet or dry. Open or closed loop
And an emerging patchwork of the other alternatives
Slide no. 10

Fuels of the future - CIMAC, the International Council on Combustion

Transcription

Similar documents

Improve Fuel Economy and Diesel Engine Performance

BioBor JF Spec Sheet 2

Member Discount Fuel Program - Terre Haute Chamber of Commerce

BioBor JF Spec Sheet 2

Get More for Your Diesel Fuel Dollar

Kewatec_EASY

Torco Accelerator - Torco Race Fuels

Bleeding Air from Diesel Fuel Lines and Filters

Window Sticker

Carburettor Check Sheet GX25