LNG Propulsion System as Shipyard's Perspective-SungJun Lee-20 Sept 2011-II

8/10/2019 LNG Propulsion System as Shipyard's Perspective-SungJun Lee-20 Sept 2011-II

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LNG Propulsion System

LNG Fuel Forum20 Sep. 2011

DUAL FUEL ENGINES

INTRODUCTIONINTRODUCTION

CONTENTS

LNG FUEL STORAGE TANKS

FUEL GAS SUPPLY SYSTEM

LNG BUNKERING

No copy or duplication of this document is allowed without prior w ritten permission of DSME

CONCLUSIONS

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SOx Regulation by IMO(MARPOL Annex VI, Regulation 14)

Tier Construction date on

or after g/kWh (RPM


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Small Ships Large Ships Consideration

Large ship requires totally different technologies to utilize LNG as its fuel.

For Large Ships

Propulsion4 Stoke Gas or D/F Engine &

Electric Propulsion2 Stoke D/F Engine & Mechanical

PropulsionLarge Propulsion Power

(Bore 90 or 98)

FGS LNG/NG Supply by Tank Pressure New Concept FGS High GI Pressure

Fuel Tank Type Type C Pressure Vessel New Concept Fuel TankHuge Tank Volume

CAPEX, VolumeEfficiency

BOGMana ement

Not Critical Careful Attention MARVS

No copy or duplication of thi s document is allowed without prior written permission of DSME 5

Fuel Tank Arr ang emen t

Complying with B/5 distance fromside hull Difficult to meet B/5 Cargo Loss, Collision

Bunkering Not Critical Critical in Method & Time Tank Volume & OperationSchedule

LNG Fueled Propulsion System for Large Commercial Ships

LNG Fueled Propulsion System

Fuel Gas Supply System

LNG + BOG*High PressureNG*

No copy or duplication of thi s document is allowed without prior written permission of DSME

*NG : Natural Gas*ME-GI : MAN Electronic Gas Injection*BOG : Boil-Off Gas

ME-GI* Engin e LNG Fuel Stor age Tank

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DUAL FUEL ENGINESDUAL FUEL ENGINES

INTRODUCTION

CONTENTS



LNG BUNKERING


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CONCLUSIONS

ME-GI Engine (MAN Electronic Gas Injection)

2-stroke dual fuel engine made by MAN Diesel

Highest efficiency among existing propulsion systems

Simultaneous Dual Burning (HFO + FG)

Propulsion Engine: 2-Stroke Dual Fuel Engine

Low CAPEX & OPEX compared to other dual fuel engines

CO2, NOx, SOx emission reduction

ME-GI Engi ne


Variable Gas Operation Mode of ME-GI Emission Comparison between ME and ME-GI in gas mo de(Refer to ME-GI Dual Fuel MAN B&W Engines . Graph by DSME)

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Gas / Dual Fuel Generator Engine

4-stroke, medium speed gas or DF engine

Oil mode (HFO or MDO, DF engine only) orGas mode (NG + 1% MDO pilot oil)

Generator Engine: 4-Stroke Gas / Dual Fuel Engine

SOx, NOx emission is negligible

Working gas pressure : 5 ~ 8 bar

Constant speed (RPM) designed

DF Engine Emission Comparison. (Ref. Wartsila 50DF Project Guide )


DUAL FUEL ENGINES

INTRODUCTION

CONTENTS

LNG FUEL STORAGE TANKSLNG FUEL STORAGE TANKS


LNG BUNKERING


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CONCLUSIONS


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IMO Independent type B Tank Independent LNG tank Prismatic type PUF(Poly-Urethane Foam) panel type insulation Inherent increased pressure design

IMO Independent Type B


Independent LNG FuelTank Ex ample (ACT-IB)

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GTT NO 96 system

Primary membrane 0.7 mm Invar (36% Ni-Fe)

Primary in sul at ion materia l Plywood wi th Perl it e

DSME LNG FPSOapplied 2 row LNG tank (NO 96 CCS)

IGF interim guideline is expected to amended to allow membrane tank for LNG fueled ships

Membrane Tank

Secondary membrane 0.7 mm Invar (36% Ni-Fe)

Secondary insulat ion material Plywood with Perl ite

Insulation thickness 530 mm (230 + 300)

Insulation tightening Securing device set

Note Anti-sticking treatment betweensecondary insulation box with hull

Internal view of NO96 CCS



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DSME Proprietary TechnologyPatent List of DSME HiVAR system

International Patent Application

Several patents applied since June 2008

Designated States : EP*(Granted),

DSME Intellectual Property Rights

EP : United Kingdom, Norway, Sweden,Germany, Belgium, France, Denmark,

Singapore(Granted), China, United Arab Emirates

United States Patent

Several patents applied since Dec 2008

Patented or Patent Application in Korea

Several patents applied since May 2007

20 + granted or pending


Greece, Switzerland, Finland

High pressure fuel gas supply using HP pump and HP vaporizer is subject to intellectual and industrial property rightsprotected by national and international legislation.

Registered to many countriesincluding US and EU.(Previous arts have been exhaustively checked beforeregistration.)

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SUCTION DRUMDesignpress. : 11.5 barg

SILENSORRef.noise : 80dBPerformance : > 20dB

i l :

FGS SKID

DSME HiVAR FGS Test Skid (at Copenhagen)

i . : .Design temp. : -186Volume : 0.68 m3

i l : .

PULSATIONDAMPER


Type : ReciprocatingDischarge press. : 315 bargDesign capa. : 1.6 m3/h

HP VAPORIZERType : Shell & TubeWorking press. : 315 barg (Max)Heating power : 300 kw

Pipe size : 40ALength : 24mVolume : 0.02m3

GW SYSTEMTemp. range : from 50 to 60Heating power : 330 kw (Max)

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DUAL FUEL ENGINES

INTRODUCTION

CONTENTS



LNG BUNKERINGLNG BUNKERING


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CONCLUSIONS

LNG Bunkering Scenarios

Tank lorry for small ships

Existing LNG Import or Export Terminals

Launching local LNG Liquefaction Facilities for bunkering business

Shi to Shi Transfer u tilizin small LNG Bunkerin Shi s in

LNG Bunkering

Container terminals, or

Open sea areas


Zeebrugge LNG Receiving Terminal w/ Re-Export in Belgium

LNG Terminals

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LNG Bunkering Vessel Concept

Pre-requisite for LNG fueled containerships and tankers

Safe mooring

Manifold mating

Vapor Manifold

LNG Bunkering Vessel

High speed LNG pumping

Returned flash gas treatment

Safety monitoring and interface systems Liquid Manifold

Side by Side Mooring

Abt. 6 ~ 10 m


Side by Side Mooring Example of Ship to Ship Transfer

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DUAL FUEL ENGINES

INTRODUCTION

CONTENTS



LNG BUNKERING


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CONCLUSIONS


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IGF* compliant design

HAZID/HAZOP for LNG fuelled commercial ship

- Gas existing physical spaces :LNG fuel tank space, FGS room, E/R, vent mast, bunkering

HAZIDfor DSME LNG-FuelledContainer Ship (ABS, BV)

Overall Safety Design

station, passage way, etc.

- Gas operations :LNG bunkering, FG supply at normal seagoing, drying, inerting,aeration, initial cool down, warming up, etc.

* IGF : the International Code of Safety for Gas-fuelled Ships.Now it stands as an interim guideline .


FGS Room Safety

Explosion proof equipments (motor, etc)

Ignition source inhibited

Ventilation systems (30 air change / hour)

HAZID/HAZOP Study and AIP for FGS

FGS Room

Gas detection & ESD (Emergency Shut Down) system

Structural integrity against dropping object (container ships)

Dynamic Simulations



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LNG Fuel Tank Safety

Tank pressure control by BOG Management

Emergency venting systems

LNG Fuel Tank Space

3D Model of VLCCs LNG Fuel Tank Room

Inerting with N2 outside of tank

Gas detection wystems

Drip Trays below tank bottom(Secondary Barrier)

Eductors for drip trays

Structural integrity against possible collision(container ships)


Engine Room Safety

Double wall pipe connections

GVU (Gas Valve Unit) for each gas fueled engine

- Double block and bleed valves

Engine Room

-

Ventilation systems

Gas detection systems

ESD (Emergency Shut Down) system


Gas Explosion Study in E/R

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DUAL FUEL ENGINES

INTRODUCTION

CONTENTS



LNG BUNKERING


CONCLUSIONSCONCLUSIONS

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Ship owner LNGSupplier

Economic Benefit

Environmental Benefit

Considerations for LNG Fueled Ship

LNGFueledShip

Stable & PredictableLNG Price Setup


ShipyardLNGBunkering

Reliable, Robust and SafeDesign

Verification duri ngCommissioning and Sea Trial

Long-term Contract baseStable Supply

Safe Bunkering Procedure

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- Dual fuel engines + Fuel storage tank + FGS system

- LNG bunkering infrastructure

- Safety design & operation procedures

l i l i i

LNG Fueled Large Commercial Ship Design

Summaries and Conclusions

- l i l i i

- Reduction of exhaust emission (CO2, SOx, NOx)

- Environment and operation cost saving

Environment Friendly Operations

Cost-Effectiveness of LNG Fuel Ship Type Annual Fuel Cost SavingTypical Large

Container Ship Approx. 12 ~ 20 mil. USD per year

Typ ical VLCC A pprox. 6 ~ 12 mil. USD per year

* Based on fuel prices of HFO($630/ton), MGO($930/ton)


and LNG($8 ~ $12/MMBTU)

LNG Propulsion System as Shipyard's Perspective-SungJun Lee-20 Sept 2011-II

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Transcript of LNG Propulsion System as Shipyard's Perspective-SungJun Lee-20 Sept 2011-II