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Hydrogen as a Marine Fuel (Part 1 of 3)

Emissions regulations – CO2 emission regulations The drive towards a low carbon future in the marine industry is gaining momentum with IMO establishing a vision towards a mandatory reduction in greenhouse gas emissions from shipping. The International Maritime Organisation has also come up with a strategy to specifically target the carbon emissions from the marine industry as detailed in IMO Strategy on reduction of greenhouse gas emissions from ships, 2018. The environmental aspects will continue to drive the adoption of efficiency measures, adoption of alternate fuels or other methods such as carbon capture. Alternate fuels such as LNG, LPG, Methanol, Ammonia etc are gaining prominence. Hydrogen is also considered as one of the alternates. Let us look at the basics of this fuel and its possible application in the marine industry as an alternate fuel in this three part article. What is Hydrogen? Source - ( https://phys.org/news/2019-12-scientists-cheaper-hydrogen-e
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Very Large Gas Carriers - Using LPG as Fuel (Part 3 of 4)

LPG Fuel Processing System The Fuel Processing System includes the range of auxiliary systems to process LPG fuel in the service tank to the temperature, pressure and flow conditions required at the engine. The system could include the following. These components could be located adjacent to the fuel storage tank or in a separate compartment. Low Pressure Fuel Transfer pumps – Pumps located adjacent to the deck mounted service tank, to transfer LPG fuel to the fuel processing system. High Pressure Pumps – Required LPG supply pressure at engine is around 70 bar. High pressure fuel supply pumps take suction from the service tank and compresses it to the required pressure. LPG Fuel Heater/Cooling Units – Heat Exchanger units for keeping the pressurised LPG at the required temperature. Fuel Filtering units - Fuel filters are provided to remove any possible contaminants that could have entered the fuel. Fuel Supply and Return System The fuel supply and return syste
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Very Large Gas Carriers - Using LPG as Fuel (Part 2 of 4)

Arrangements for using LPG as fuel onboard VLGC Typical system arrangement for using LPG as fuel onboard, essentially would have provision for storing, processing, supplying and consuming the fuel. In addition, essential safety and control systems are to be available. Following is a brief description of a basic arrangement with essential components. Engine MAN LGIP Engines (Courtesy - MAN website) MAN B&W has developed the ME-LGIP series two-stroke diesel cycle engines which is being proposed for VLGCs. These are based on the ME-GI engines used extensively in service with LNG carriers and LNG as fuel ships. LPG is supplied to the engine, in liquid form, at 50 bar and a temperature range of 30-50 ℃ by the Fuel Processing and Supply system. The cylinder head mounted LPG injector further pressurizes the fuel to 600 bar, the injection pressure. Pilot fuel is also injected to the cylinder via the pilot fuel injector located on the cylinder head (MAN Energ
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Liquefied Petroleum Gas as Fuel for Ships - A practical Option? (Part 1 of 4)

Current Emission Regulations and Prospects of Liquefied Petroleum Gas (LPG) as Marine Fuel  Marine Fuel Oil Sulphur Content Requirements       Marine Industry is undergoing a transformation set forward by the coming into force of emissions regulations by the International Maritime Organization (IMO). From 1 January 2020, the content of Sulphur in Fuel Oil, for shipboard use, is limited to 0.5%. Ships which have been burning low cost Heavy Fuel Oil with Sulphur content of 3.5% are now required to use fuel with 0.5% Sulphur content resulting in huge financial implications. Several alternatives are being explored for complying with the regulations including the application of Liquefied Natural Gas (LNG), Methanol, use of SOx scrubbers for exhaust gas treatment, Biodiesel, Hydrogen, Ammonia, Synthetic gas, Nuclear power etc. Liquefied Petroleum Gas (LPG) is another fuel for consideration. With negligible Sulphur content, the SOx emissions are eliminated from the exhaus
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IGF Code - For Safety of Gas Fuelled Vessels

'Viking Grace' (Source:https://malcolmoliver.files.wordpress.com/2015/06/vikiinggrace.jpg) The 'International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels', in short the IGF Code has been adopted by the IMO and it will be in force from 1 January 2017. In this post, I would like to offer an overview of the code and its regulatory background. It will be followed up with detailed posts on some of the chapters in the code which details the technical requirements for the shipboard arrangements. The IGF Code IGF Code The IGF Code is expected to provide the necessary regulations to ensure that ships using gas as a fuel are provided with the minimum required standards for the safe use of gas. It has been in development from 2009 onwards and the final draft was adopted by the Maritime Safety Committee (MSC) at its 95th session in June 2015. It is a pragmatic step from the IMO and it provides the much-required standardisation in terms of the
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Aluminium in LNG Applications

Can Aluminium be used for LNG applications? The answer is yes. MOSS-Rosenburg type tanks (Independent Type B tanks - Spherical) is fabricated of aluminium alloy 5083 annealed. LNG Vessel - Moss-Rosenburg containment (source:http://www2.gov.bc.ca/assets/gov/taxes/lng.jpg) The use of aluminium for LNG applications is permitted by the IGC Code (Chapter 6). It is also permitted by IGF Code for use in LNG fuel pipe lines as well as containment systems. Aluminium alloy 5083 forms part of the approved 5000 series for marine use. It is supplied annealed and has a UTS 275 to 350 N/mm2. It has a lower melting point of app.660 C when compared with stainless steel. However, this is not a consideration for use in LNG applications. It has a lower elongation rate and also has toughness, which keeps the material properties retained to a temperature of up to -196C. Hence it does not require an impact test (IGC/IGF Codes) However, it compromises on the tensile stress it can take when
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LNG as the fuel of the future - a 2010 view!

 I would like this blog to be a place to pen down my thoughts with regards to the application of natural gas as a fuel. Being from the marine background, some of those thoughts would be related to the application of LNG as a marine propulsion fuel. To start with, I would paste a short analysis that I wrote sometime in early 2010. Reading it again, I have realised that a lot of things have changed since then. I hope it would be an interesting learning and sharing experience writing about these. Following is my view on the application of LNG as a propulsion fuel.  (Picture from http://www.offshoreenergytoday.com) It is known that LNG has no pollution risks associated with its use and its burning process is clean. Its high hydrogen-to-coal ratio gives lower CO2 emissions compared with oil based fuels. When NG is liquefied all the sulphur is removed, which means there will be no SOX emissions. The clean burning properties of NG also significantly reduce NOX and particle emissions
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