Seca seminar 2013 rolls royce - stein ruben larsen
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Transcript of Seca seminar 2013 rolls royce - stein ruben larsen
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© 2013 Rolls-Royce plcThe information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc.This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.
LNG propulsion (conversion and new-building) for short-sea.
Oslo 20 Juni 2013.Stein Ruben Larsen
Vice President System Sales and Marketing of Cargo Vessels
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Agenda
Some basic knowledge New-building example Conversions example Different solutions for conversion Financial
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Some basic knowledge
CO2
NOX
SOX
PARTICLES'
Tromsø Aug 2012
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Why LNG ?
0,38
0
0
0,05
0,1
0,15
0,2
0,25
0,3
0,35
0,4
C-diesel C-gas
SO2 (0,1%)
598
420
0
100
200
300
400
500
600
C-diesel C-gas
CO2 (g/kWh)
8,2
1,2
0
1
2
3
4
5
6
7
8
9
C-diesel C-gas
NOx (g/kWh)
0,25
0
0
0,05
0,1
0,15
0,2
0,25
C-diesel C-gas
Particles
- 85 %
- 99,9 %
- 99,9 %
- 30 %
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Vessels to be delivered in 2013/14
Ro-Ro vessel built in China for Norwegian Norlines Winner of “Next Generation Shipping Award” 2011
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Case study analysis environship
Operation Diesel LNG Unit
Annual operating hours 5500 5500 hrs
Installed power 4500 3940 kW
Engine Speed 750 750 rpm
System installation cost $10m $15.25m
HFO LNG
Fuel price USD 700/ton USD 700/ton
Add. capex USD 5,25 mill
Fuel consumption 0,198 kg/kWh 0151 kg/kWh
Lube oil consumption 0,80 g/kWh 0,40g/kWh
NPV USD 466.628
IRR 28%
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Conversions (to LNG propulsion)
What needs to be done ?What to chose ?To what cost ? Some examples.
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What needs to be done ?
Feasibility study Age of vessel Technical issues (Space, stability, classification, redesign etc) Timeframe (technical documentation, yard capacity, off-hire) Business case (Capex, Opex, Charter-agreement)
Technical agreement Engine type LNG fuel-tank Backup-systems Scope of design-work
Yard-work and testing/verification If NOx fund sopport, testing verification period
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What to chose ?
Scrubber, SCR, Low-sulphur, MDO
Type of engine Lean burn gas engine Dual fuel engine
LNG fuel tank C-type (Pressurized) A-type (Atmospheric pressure)
Backup system (PTI)
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Engines
Lean burn gas engines
IMO Tier III compliant High efficiency (49%) Low fuel-consumption Good tolerance for low methane
number
Not 1A1 approved (Backup needed)
Dual fuel gas engines
IMO Tier III compliant Fuel flexibility No need for back-up
Complex High maintenance cost Sensitive for methane-number
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LNG tanks
C-type Handles Boil-off Simple system (Coldbox) References as fuel-tank
Take space Expensive
A-type Space-friendly Less cost
Boil-off issue Few references as fuel-tank Need of submerged pumps
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Backup systems LNG Mechanical with PTI
Gas-Electric
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Cost
Between 40 and 65 MNOKDepending on:
Size of fuel-tank(s) : 2 * 250 cbm. C-Tank : 16 MNOK Engine type and power: Example : 5 MW engine: 10-15 MNOK New gearbox incl. PTI and HSG : 5 – 10 MNOK Design : 2 – 4 MNOK Yard-work : 10 – 20 MNOK ?
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Conversion (Case study Pachuca)
GL classed Container feederBuilt in 2004/20058,4 MW Medium speed engineTrade: Netherland, UK, Norway Member of NOx-fund (MS Lyspoint) Subject for NOx-fund support based on
CO2 emission (reduction) in Norwegian waters
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Conversion (Case study Pachuca) Possible LNG tank installation Vertical to avoid sloosh 2 tanks for stability and
redundancy Bunkering available in Norway
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Conversion (Case study Pachuca)
Example of LNG tank stern placed.
MS Høydal
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Conversion (Case study Pachuca)
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Thank You !