20.02.2017

Workshop-Reihe: Green ShippingPerformerLNG Anwendung in der Schifffahrt – Erfahrungen aus der Praxis

20.02.2017

Ergebnisse der Umfrage:

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Häfen / Logistik Klassifizierung /

Beratung

Motorenhersteller Reederei Sonstiges Werften Wissenschaftliche

Einrichtungen

(Leer)

Wie kann die Politik die Implementierung von LNG als Brennstoff für Schiffe am besten

unterstützen?

EU-weit einheitliche Standards Investitionsprogramme für Schiffe F & E Förderprogramme Investitionsprogramme für landseitige Infrastruktur

Keine Angabe Gesamtergebnis

20.02.2017

Ergebnisse der Umfrage:

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10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Häfen / Logistik Klassifizierung /

Beratung

Motorenhersteller Reederei Sonstiges Werften Wissenschaftliche

Einrichtungen

(Leer)

Wie sieht der fuel-mix in der Schifffahrt in 10 Jahren aus?

LNG Wasserstoff / Brennstoffzelle Sonstige LPG HFO /MGO Methanol

Keine Angabe Gesamtergebnis

20.02.2017

LNG-Anwendung in der Schifffahrt -Erfahrungen aus der PraxisDr. Andreas Broda, Leer, Februar 2017

LNG im Spannungsfeld der Emissionsgesetzgebung – Eine Betrachtung aus Nutzfahrzeugsicht

Agenda

• Motivation

• NRMM Emission Legislation

• Technology

• Combustion Systems and Aftertreatment

• CNG vs. LNG

• Summary

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Motivation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Future Transport Work (Forecast until 2040 / 2050)

� Sea-based transport work is growing more rapidly

Source: Shell Truck Study 2016Source: Third IMO Greenhouse Gas Study 2014

Freight Transport Shipping Worldwide Freight Transport Germany

Motivation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Efficiency Enhancement Measurements

ComponentLight Commercial Vehicles and Goods Vehicles Semi-Tr ailer Trucks

Trend Alternative Trend Alternative

Engine / Gearbox 8% 10% 10% 10%

Hybridization 10% 20% 2% 5%

Aerodynamics, Lightweight Design, Low Rolling Resistance Tyres

2% 5% 5% 10%

Eco-Driving 5% 7% 3% 7%

Total Efficiency Improving 23% 36% 19% 28%

Share of Biofuels 12% 20% 12% 20%

Milage-Share of CNG Vehicles 0,5% 2% 0% 0,5%

Share of Biomethane in CNG 20% 20% 20% 20%

Milage-Share of Electromobility 0,5% 2,0% 0% 0%

Electricity.Mix CO2-Emission in gCO2/kWh 512,9 301 512,9 301

Source: Shell Truck Study 2010

� On Road Freight Transport ist growing faster than Techn ology

Motivation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Fuel Price Trend (2000 – 2017)

� Decreased fuel price differences between crude oil and nat ural gas

0,00

5,00

10,00

15,00

20,00

25,00

World Bank Commodity Price Data

Crude oil, average ($/mmbtu) Natural gas, US ($/mmbtu)

Natural gas, Europe ($/mmbtu) Liquefied natural gas, Japan ($/mmbtu)

2000 2005 2010 2017

Tax Rate in Germany:

•Diesel: 47,04 ct/l (≈ 4,7 ct/kWh)

•Natural Gas (CNG): 18,03 ct/kg (≈ 1,39 ct/kWh)

In addition, there are several CO2-bonus-programs of private companies / enterprises

(CO2-efficient logistics for example Volkswagen plant logistics).

Motivation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Fuel Cost Situation in Germany (Filling Station)

� Current diesel costs make natural gas less attractive

Diesel 1,149 €/l

CNG 0,999 €/kg

Fuel Costs 13.02.2017

Hu=13,16kWh/kg

Hu=9,86kWh/l Diesel 11,7 ct/kWh

CNG 7,6 ct/kWh

Energy Costs

Tax Reduction expires on 31.12.2018

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Emission Legislation

Emission Legislation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Implementation of NRMM Stage V results in morestringent emission limits and with it additional technical measures. Besides this Dual Fuel engineswill be addressed for the first time.

• Emission limits for SI-Engines 19kW-56kW will be introduced

• Engines in the power range > 56kW will nolonger be differentiated between SI- and Diesel-engines with the exception of engines used in rail - and inland water vessel applications

• THC-limits for dual fuel engines are based on energetic gas content

• SI-engines > 56kW will need additional NOxremoval technology like SCR or TWC

Emission Legislation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Stage V emission standards for nonroad engines and i nland water vessels

� IWV highest emission requirements at highest engine pow er

Category Ign,Net Power

DateCO HC NOx PM PN

kW g/kWh 1/kWhNRE-v/c-1 CI P < 8 2019 8,00 7,50a,c 0,40b -NRE-v/c-2 CI 8 ≤ P < 19 2019 6,60 7,50a,c 0,4 -NRE-v/c-3 CI 19 ≤ P < 37 2019 5,00 4,70a,c 0,015 1×10^12NRE-v/c-4 CI 37 ≤ P < 56 2019 5,00 4,70a,c 0,015 1×10^12NRE-v/c-5 All 56 ≤ P < 130 2020 5,00 0,19c 0,4 0,015 1×10^12NRE-v/c-6 All 130 ≤ P ≤

5602019 3,50 0,19c 0,4 0,015 1×10^12

NRE-v/c-7 All P > 560 2019 3,50 0,19d 3,50 0,045 -a HC+NOxb 0,60 for hand-startable, air-cooled direct injection enginesc A = 1,10 for gas enginesd A = 6,00 for gas engines

CategoryNet Power

DateCO HCa NOx PM PN

kW g/kWh 1/kWhIWP/IWA-v/c-1 19 ≤ P < 75 2019 5 4,70b 0,3 -IWP/IWA-v/c-2 75 ≤ P < 130 2019 5 5,40b 0,14 -IWP/IWA-v/c-3 130 ≤ P < 300 2019 3,50 1,00 2,10 0,10 -IWP/IWA-v/c-4 P ≥ 300 2020 3,50 0,19 1,80 0,021×10^12a A = 6.00 for gas enginesb HC + NOx

Diesel Particulate Filter necessary

Emission Legislation

Implementation NRMM Stage V

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Bildquelle: Delphi

Emission Legislation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

PN limited in the EU as of 2019 (P > 300 kW)

Power-Range

VZ NOx+HC PMYear of

AdoptionNOx+HC PM PN

Power-Range

7.5 0.4 2009+19 19

4.7 0.3 2014+ 4.7 0.375 75

5.4 0.14130

<0,9L 5.4 0.14 2012+ NOx

2.1 0.10,9…1,2L 5.4 0.12 2013+ 300

>300

1,2…3,5L 5.6 0.1 2018+ 1.8 0.015 1x1012

600NOx

1.8 0.04 MY20171400

1.8 0.04 MY20162000

1.8 0.04 MY20143700>3700 (Category 2)

1.8 0.06 MY2016

U.S. EPA, Inland Waterway Vessel EU-Stage V "IWP" (2019)

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Technology

Motivation

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Methane as Fuel in Commercial Vehicle Applications

� Theoretical Reduction of CO 2-Emissions by using Methane (21-26%) due to lower C-Co ntent comparedwith Gasoline/Diesel

H/C ca. 2/1H/C ca. 4/1

Energy Source H u [kJ/kg] kg CO 2/kg kg CO 2/SKE

Methane ≈ Natural Gas

50082 2,75 1,62

n-Octan ≈ Gasoline 44162 3,08 2,07

Pentadecan ≈ Diesel 41441 3,11 2,2

Quelle: Chemie für den Maschinenbau 2008

Technology

Combustion Concepts Natural Gas

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Current EURO VI and NRMM Stage V Concepts (SI > 56 kW)

Large Bore Engines and NRMM Stage V Concepts (SI < 56 kW)

Dual Fuel System EPA 2010 (HPDI© Westport)

Technology

Otto-SI Engine Dual-Fuel (conventional) Dual-Fuel HDI

Characteristic • low pressure gas injection into intake manifold• Quantity-control using trottle-valve• positive ignition by spark plus• EAT: Three-Way-Catalyst

• low pressure gas injection intointake manifold

• mixture of quality- and quantity-control

• quantity-control by trottle-valve orcompressor-bypass

• Ignition by Diesel-Injection• EAT: Methane DOC, DPF & SCR

• High Pressure Direct Injection• pure quality-control• Ignition by Diesel-Pilot-Injection• EAT: Methane DOC, DPF & SCR

Amendment • 100% natural gas• knock sensitive• decreased combustion noise compared to Diesel• CNG or LNG

• 100% Diesel or Diesel-substitution with NG

• substitution max. 80%; generally50%-60%

• CNG or LNG

• 100% Diesel or Diesel-substitution with NG

• substitution max.97%• high knock resistance due to

inhomogeneous charge (fuel gas mixture)

• CNG or LNG

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Technology Rating

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Direct Injection allows 10% more energy input at const. vol. efficiency

� Mixture Heating Values for different Fuels

Technology - Dual Fuel Retrofit

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

� Einfache Nachrüstlösungen erlauben mit intelligente m Motormanagement große wirtschaftliche Vorteile im D ual-Fuel-Betrieb

Einfache Nachrüstung eines 9l Industriedieselmotors mit intelligenter IAV-ECU hat im 8-Stufen Test gezeigt, dass:

• Partikel-Emissionen >90% reduziert werden können

• Substitutionspotential bis zu 80%

• Diesel-Volllast bleibt erhalten

• Kraftstoff-Kostenersparnis von 30%-40%

• Abgasnachbehandlung muss für höhere HC- und CH 4-

Emissionen angepasst werden

Technology – LNG-Composition

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

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esc

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� Significant difference according to countries of or igin

Technology - LNG vs. CNG

Diesel CNG (energyequiv. Diesel)

LNG(energy equiv. Diesel)

Tankweightincl. fuel

400 kg 725 kg 590 kg

Tankvolume 400 l 1755 l 850 l

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Source:U.S. and Canadian Natural Gas Vehicle Market Analysis: „Heavy-Duty Vehicle Ownership and Production“ ,Final Report

Quelle: “Liquefied Natural Gas - LNG“, National Energy Education Development Project (NEED)

Technology

LNG vs. CNG Energy Density (weight of tank included)

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Source: Daimler

Technology

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Quelle: Chart / Kodiak

Technology

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

LNG & CNG filling station as mobile solution

� Filling station technology is available

Quelle:Chart

Technology Rating

Facts:

LNG offers highest energy densities of alternative fuels

LNG availability rises due to expanding LNG-termina ls in seaports

Refueling Time important for HD-Trucks

� Using LNG leeds to same refueling times like Diesel (up to 150l/min)

LNG Boil-Off is no issue for engines with high powe r density

Well-to-Tank economy depends on length of transport route and production

Technology (combustion system & aftertreatment) is available

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Summary

• Annual milage of Heavy Goods Vehicles will be nearly doubled in 2030

• Efficiency improvements cannot compensate the increasing fuel-demand

• Methane / Natural Gas is one of the most promising alternative fuels

• CO2-Benefit can only be attained if Diesel-Engine-Efficiencies will be achieved

• NRMM Stage V make high demands on pollution reduction for both Diesel- and SI-engines, also for inland water

vessels (DPF)

• Dual-Fuel Technologies exist and are, more recently, approvable in the EU

• LNG offers highest energy densities and allows short refueling times

• Current fuel cost situation makes Diesel more attractive for mobile applications (expected to rise over the short to

medium term)

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

Vielen Dank

Dr.-Ing. Andreas Broda

Team Manager MD-N12Engine Testing and CalibrationCV-Diesel & Natural Gas Engines

Commercial VehiclesBusiness Area Powertrain Mechatronics

Nordhoffstraße 5; 38518 Gifhorn (Germany)

Phone: +49 5371 80 53219andreas.broda@iav.de

www.iav.com

IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der Emissionsgesetzgebung

20.02.2017

Moderiertes Fachgespräch zu den Auswirkungen anstehender

Umweltregularien (NRMM und NECA)Khalid Tachi, Expertise- en InnovatieCentrum Binnenvaart (EICB)

Gert Mensink, Ministerie van Infrastructuur & Milieu

Bram Kruyt, Wärtsilä

Wolfgang Hintzsche, Verband Deutscher Reeder (VDR)

Dietmar Zutt, MAN Diesel & Turbo SE

Sander den Heijer, Netherlands Maritime Technology (NMT)

REGULATION (EU) 2016/1628On requirements relating to gaseous and particulate pollutant emission limits

and type-approval for internal combustion engines for non-road mobile

machinery

mission

stage

Engine sub-

category

Power range CO HC NOx PM mass PN A

kW g/kWh g/kWh g/kWh g/kWh #/kWh

Stage V IWP/A-v-1

IWP/A-c-1

19 ≤ P < 75 5,00 (HC + NOx ≤ 4,70) 0,30 — 6,00

Stage V IWP/A-v-2

IWP/A-c-2

75 ≤ P < 130 5,00 (HC + NOx ≤ 5,40) 0,14 — 6,00

Stage V IWP/A-v-3

IWP/A-c-3

130 ≤ P < 300 3,50 1,00 2,10 0,10 — 6,00

Stage V IWP/A-v-4

IWP/A-c-4

P ≥ 300 3,50 0,19 1,80 0,015 1 × 1012 6,00

NRMM STAGE V: REGULATION (EU) 2016/1628

Power range CO HC NOx PM

(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh)

37≤P<75 6.5 1.3 9.2 0.85

75≤P<130 5.0 1.3 9.2 0.70

P≥300 5.0 1.3 n ≥ 2800 min-1 = 9,2

500 ≤ n < 2800 min-1 = 45 * n -0.2

0.54

CCNR I emission limit values

Power range CO HC NOx PM

(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh)

19≤P<37 5.5 1.5 8.0 0.8

37≤P<75 5.0 1.3 7.0 0.4

75≤P<130 5.0 1.0 6.0 0.2

130≤P<560 3.5 1.0 6.0 0.2

P≥560 3.5 1.0 n ≥ 3150 min-1 = 6,0

343 ≤ n < 3150 min-1 = 45 n -0.2 – 3 n

< 343 min-1 = 11,0

0.2

CCNR II emission limit values

Power range Engine

ignition

type

CO HC NOx PM mass PN A

(kW) (-) (g/kWh) (g/kWh) (g/kWh) (g/kWh) (1/kWh) (-)

19≤P<75 all 5 (HC + NOx ≤ 4.70) 0.3 - 6

75≤P<130 all 5 (HC + NOx ≤ 5.40) 0.14 - 6

130≤P<300 all 3.5 1 2.1 0.1 - 6

P≥300 all 3.5 0.19 1.8 0.015 1x1012 6

EU NRMM Stage V emission standards for engine types IWP and IWA

CCNR I

CCNR II

Stage V

CCNR I

CCNR II

Stage V

NRMM STAGE V: REGULATION (EU) 2016/1628

Methodology for adapting the emission laboratory test results to include the deterioration factors:

3.2.2. Service accumulation schedule: Service accumulation schedules may be carried out at the choice of the manufacturer by running a non-road mobile machinery equipped with the selected engine over an "in-service" accumulation schedule or by running the selected engine over a "dynamometer service" accumulation schedule.

3.2.2.1.7. Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Annex V to Regulation (EU) 2016/1628.

3.2.6.1 Assigned deterioration factors: As an alternative to using a service accumulation schedule to determine DFs, engine manufacturers may select to use assigned multiplicative DFs….

3.2.6.2. Where assigned DFs are used, the manufacturer shall present to the approval authority robust evidence that the emission control components can reasonably be expected to have the emission durability associated with those assigned factors. This evidence may be based upon design analysis, or tests, or a combination of both.

NRMM STAGE V: REGULATION (EU) 2016/1628

20.02.2017