FUTURE ENERGY MIXTURE ON OFFSHORE VESSELS – A LOOK INTO THE BIGGER PICTURE

Anders Valland

Maritime Energy Systems, E&T, SINTEF Ocean

SINTEF OCEAN

We aim to strengthen

our position as a world-

leader in the fields of

marine technology and

biomarine research

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«

»

Our role

Innovation

Develop new technology and knowledge

Contract research

R&D-partner to industry and government

Laboratories and software

Testing, development and verification

Sustainable development

Deliver environmentally friendly solutions

New ventures

Create new products and spin-offs

Social mission

Knowledge to social debate and politics

Research for ocean industries

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Process industry

Aquaculture

Fisheries

Bio marine resources Oil and gasMaritime

Environmentaltechnology

Offshore wind

Ocean laboratory

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World leading laboratories

Robot laboratory

Towing tank

Full scale aquaculture site Construction lab

Plankton centre Oil laboratory

Hybridlab

A perspective…Energy Transitions Commission (ETC), Nov 2018: www.energy-transitions.org

BAU –business as usual

scenario

• Shipping today consumes 250 million tons of fuel

annually

• 75 % of consumption is residual HFO

• 23 % of consumption is distillate (diesel)

• 2 % is LNG and other

• World total oil production is 4000 million

tonsHFO75%

Distillates23%

LNG and others2%

250 mtoe annual consumption

Global shipping represents 10-15% oflocal air pollution

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Local airpollution:

• Sulphurous oxides (SOx)

• Nitrous oxides (NOx)

• Carbonmonoxide (CO)

• Non-combusted fuel

(UHC)

• Particulates, soot

Our challenge: How to reduceemissions from the biggest ships?

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Large vessels = 78% emissions

NORWEGIAN CENTRE FOR IMPROVED ENERGY EFFICIENCYAND REDUCED HARMFUL EMISSIONS FROM SHIP

Hybrid Power Laboratory. Photo: NTNU.

Energy and Machinery Laboratory. Photo: NTNU/Sintef Ocean

Energy and Machinery Laboratory.

ENERGY AND MACHINERY LABORATORYFull scale medium speed piston engines, complete hybrid propulsion system with batteries for energy storage and combustion rig for ignition and combustion studies.

HYBRID POWERLABORATORYPower and simulation lab for educational and research purposes. It enables the testing of novel marine power plants.

FUEL & HYDROGEN LABORATORYUnder development

Energy and Machinery Laboratory. Photo: NTNU/Sintef Ocean

COMBUSTION RIG Combustion rig for ignition and combustion studies.

Research areas

Main goals

➢ Strengthen the

competitiveness of the

Norwegian maritime industry

➢ Improve energy efficiency

➢ Reduce harmful emissions

DESIGN, EQUIPMENT, SYSTEMS

INDUSTRY STAKEHOLDERS

SHIP OPERATORS

RESEARCH ORGANISATIONS

State-of-the-art technologies, measures and potential for reduction of GHG from global shipping

Literature review by Evert A. Bouman, Elizabeth Lindstad, Agathe Rialland, Anders H. Strømman, Transportation Research Part D, 2017

14 May 2019

Energy Transitions Commission (ETC), Nov 2018: www.energy-transitions.org

TEC

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SFI Smart Maritime working hypothesis

3 MAIN ROUTES FOR EMISSION REDUCTION

25% cuts

25% cuts

25% cuts

SFI Smart Maritime 2019- 2023 – finding solutions

Low-emission DeepSea vesselAutonomous Road Ferry Zero emissions cruise vessel

THE FUEL MENU - FUEL ENERGY DENSITIESTRADITIONAL FUELS HAVE HIGHEST DENSITY AND LOWEST ENERGY LOSSES IN PRODUCTION

MDO

HFO

LNG

LPG

Methanol

Biodiesel

Paraffin

Propane

Butane

Ethanol

H2(300 bar)

H2(700 bar)

LH2

0.0

2.0

4.0

6.0

8.0

10.0

12.0

0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0

kWh

/l

kWh/kg

Energy density, fuels

Ammonia

Lithium battery

Vo

lum

etri

cen

ergy

de

nsi

ty

Gravimetric energy density

FUEL AVAILABILITY TODAY VS. ENERGY CONSUMPTION IN SHIPPING

Source: DNV

There are no zero GHG fuels on a Well to wake basis (work in progress)

• Batteries

• Low energy density, high weight

• Bigger batteries -> higher charging power

• Hydrogen

• Energy intensive production

• Low energy density, high weight

• Explosive

• No existing infrastructure or value chain

• Very limited availability

• Ammonia

• Acceptable energy density

• Toxic >500 ppm, unpleasant >10 ppm

• Limited availability

• Biogas

• Drop-in replacement for natural gas

• Existing infrastructure

• Limited availability and high price

• Biodiesel

• Better than fossil on NOx, particulates

• 1- and 2. generation controversial, uncertain GHG

performance

• 3.generation very low availability

• Synthetic fuels (generally)

• Promising combustion properties

• Availability and cost

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What can replace fossil fuels in maritime transport?

Infrastructure challenges Infrastructure exists

Example: AHTS, diesel vs H2 vs batteries

• Installed power 2x 2MW

• 1260 DWT

• Normal range: 28 days

• Normal fuel consumption: 12 tons/day –

56 MWh/day

• Diesel fuel carried: 336 tons

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Same amount of

energy carried, %

of DWT

Diesel 25%

Hydrogen 60%

Batteries 550%

Range with same %

DWT energy

carried

Diesel 28 days

Hydrogen 12 days

Batteries 1,3 days

WTW emissions comparison of fuels

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Exh.

Air and Gas

Intake

Compression of

Gas/Air Mixture

Exh.

Injection of Pilot Fuel

Ignition

Exh.

Methane slip: Low Pressure Dual Fuel gas engine concept

No methane slip: High pressure Dual Fuel (high pressure injection of gas)

Pure air intake Compression of air Injection of pilot fuel

Ignition, injection of gas

Need high pressure in the range of 300 -350 bar

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Thinkstep versus SINTEF

Multifuel engines

• Basic configuration based on diesel process

• In principle, any fuel can be used

• Proven concept, high reliability

• Proven capability for maritime power requirements

• High thermal efficiency• 4-stroke >48%

• 2-stroke >50%

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Focus on energy efficiency

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Saving potential:

• Hull shape & dimensions, propulsors,

machinery size and configuration

• Maximized utilization of onboard heat

processes

• Foil technologies, regenerative propellers

• Air lubrication

• Circular resource economy (waste handling)

Production potential

• Solar panels

• Foil technologies

• Wind technology

Focus on human performance

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Saving potential:

• Energy efficiency: 10-15 percent by increased

competence and best practice

• Norwegian ferry company demonstrated up

to 40% difference in energy use between

crews

• Norwegian Crew Training Centre, Manila,

reports potential savings up to 15% on single

voyage

• Decision support systems

• Increasing complexity in onboard energy

systems

Teknologi for et bedre samfunn