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.
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 compared with oil-based fuels. It is cheaper than oil and is the cleanest of fossil fuels.
In my opinion, the recent interest in the LNG powered vessels can be attributed to the following factors
1.Marine emission requirements
MARPOL Regulations, establishment of ECAs, push from the international community, the IMO, general public and the regulatory bodies
2.Stable LNG Fuel prices
Prices have been very stable and current estimates shows abundant availability. With the methane hydrates estimated to hold twice as much carbon as all the known reserves of oil, coal and natural gas combined and with recent developments in harvesting these hydrates, there is no doubt that the prices are going to be a lot more lower.
3.Development of reliable Dual fuel engines
All Engine makers now have a presence in this market with Wartsila leading the pack followed by MAN, Rolls-Royce, Mitsubishi and the likes. They saw the opportunity and transferred the technology that they were offering other industries to marine.
4.Promotion of LNG as the preferred fuel by Governments
Norwegians have pioneered this by reserving lucrative ferry routes for LNG vessels and with the introduction of Carbon tax. Many governments including the Chinese govt is following suit now.
As far as I have come to know, experience with LNG as a propulsion fuel indicates that the vessels perform as well on gas as on diesel. Initially the offshore supply ships, which have dual gas/diesel systems, were intended to employ gas while transiting to and from offshore installations, and diesel while manoeuvring at the platforms, but now they use gas for all operations. Some of the ferries are fast craft, which have no problem in achieving speeds of up to 21 knots with gas. So far all of these ships have performed well and no accidents related to the propulsion plants or gas leakages have been reported.
Among the technical challenges presented by the LNG fuelled vessels is the comparatively high volume that has to be allowed for bunkers which in turn affects the space utilization within a given hull envelope and the endurance factor. Proper distribution network is the second key element that will determine the application of LNG as a marine propulsion fuel on wider basis.
With not much possibility of these two challenges being overcome in the near future, I would think that LNG powered vessels would have to stick to short sea routes. It is very likely that the ECAs would see a number of vessels powered using LNG in the near future, as these would be a lot more economical to operate than the powering using distillates. In future, if there is going to be an emission trading scheme for the marine industry or if we are going to be forced into the EU-ETS, LNG powered vessels certainly would have the upper hand. A number of owners especially those plying short-sea routes in the EU could convert a few of their vessels to use LNG and then use the credits to offset those vessels running on HFO. The conversion process is fairly straight forward and costs are not exorbitant.
Again considering the space challenges, I would not think that LNG would be used by ocean going ships. But it may become a global fuel with the huge discoveries of methane hydrates in the Artic region and south Asia. Certainly would take a lot of time.
All said, it can also be noted that should the scrubbers become a success and are able to do what they claim to be able to, it would probably kill LNG off at least for the time being.
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 compared with oil-based fuels. It is cheaper than oil and is the cleanest of fossil fuels.
In my opinion, the recent interest in the LNG powered vessels can be attributed to the following factors
1.Marine emission requirements
MARPOL Regulations, establishment of ECAs, push from the international community, the IMO, general public and the regulatory bodies
2.Stable LNG Fuel prices
Prices have been very stable and current estimates shows abundant availability. With the methane hydrates estimated to hold twice as much carbon as all the known reserves of oil, coal and natural gas combined and with recent developments in harvesting these hydrates, there is no doubt that the prices are going to be a lot more lower.
3.Development of reliable Dual fuel engines
All Engine makers now have a presence in this market with Wartsila leading the pack followed by MAN, Rolls-Royce, Mitsubishi and the likes. They saw the opportunity and transferred the technology that they were offering other industries to marine.
4.Promotion of LNG as the preferred fuel by Governments
Norwegians have pioneered this by reserving lucrative ferry routes for LNG vessels and with the introduction of Carbon tax. Many governments including the Chinese govt is following suit now.
As far as I have come to know, experience with LNG as a propulsion fuel indicates that the vessels perform as well on gas as on diesel. Initially the offshore supply ships, which have dual gas/diesel systems, were intended to employ gas while transiting to and from offshore installations, and diesel while manoeuvring at the platforms, but now they use gas for all operations. Some of the ferries are fast craft, which have no problem in achieving speeds of up to 21 knots with gas. So far all of these ships have performed well and no accidents related to the propulsion plants or gas leakages have been reported.
 |
| Picture from /gcaptain.com |
Among the technical challenges presented by the LNG fuelled vessels is the comparatively high volume that has to be allowed for bunkers which in turn affects the space utilization within a given hull envelope and the endurance factor. Proper distribution network is the second key element that will determine the application of LNG as a marine propulsion fuel on wider basis.
With not much possibility of these two challenges being overcome in the near future, I would think that LNG powered vessels would have to stick to short sea routes. It is very likely that the ECAs would see a number of vessels powered using LNG in the near future, as these would be a lot more economical to operate than the powering using distillates. In future, if there is going to be an emission trading scheme for the marine industry or if we are going to be forced into the EU-ETS, LNG powered vessels certainly would have the upper hand. A number of owners especially those plying short-sea routes in the EU could convert a few of their vessels to use LNG and then use the credits to offset those vessels running on HFO. The conversion process is fairly straight forward and costs are not exorbitant.
Again considering the space challenges, I would not think that LNG would be used by ocean going ships. But it may become a global fuel with the huge discoveries of methane hydrates in the Artic region and south Asia. Certainly would take a lot of time.
All said, it can also be noted that should the scrubbers become a success and are able to do what they claim to be able to, it would probably kill LNG off at least for the time being.
Comments
Post a Comment