Transcript Slide 1

BMT TITRON
Environment and Reduction of Emissions
The Application in Ships
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IMO Emission Standards – Annex VI Tier III
Global Requirements:
• NOX
–
Nitrogen Oxides, Regulation 13
from 1st January 2011 – Tier II, 14.4g/kWh low speed engine
and less for medium speed engines, according to operating speed
• SOX
–
Sulphur Oxides, Regulation 14
from 1st January 2012 - 3.5% by weight
from 1st January 2020 – 0.5% by weight
Inside Established ECA (SECA) Areas:
• NOX
–
Nitrogen Oxides, Regulation 13
from 1st January 2016 – Tier III, maximum permitted 3.4g/kWh
• SOX
–
Sulphur Oxides, Regulation 14
from 1st January 2015 - 0.1% by weight
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Emission Control Areas
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Reduction in Emissions – The Options
Existing Vessels:
• Upgrades and Conversions
– Recent diesel engines can, in some cases, be upgraded
to operate on gas as a fuel. However, this is only an
option if the engine builder has made the necessary
provisions in the base engine
• SCR / Scrubbers
– NOX can be reduced by the application of exhaust gas
treatment using SCRs or exhaust gas recirculation and
scrubbing. However, each of these treatments have byproducts which have to be catered for
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Reduction in Emissions – The Options
Vessel Fuels:
• LNG as a Fuel - LNG Bunkering
– LNG (liquefied natural gas) is natural gas that has been cooled down to -162oC
– In this condition, at ambient pressure, membrane storage or similar is required
– Type C storage allows for bunker capacities of up to 500m3 and 7 bar pressure
– Natural gas is a fossil fuel that emits about 25% less carbon dioxide during
combustion than oil
– The gas burns with a clean flame, emitting neither dust nor soot and is sulphurfree, low in nitrogen oxide emissions
– LNG is relatively difficult to ignite
– Regulations for vessels stipulate that LNG must be at least as safe a fuel as oil
– LNG bunkering of vessels is becoming available at rates up to 1,250m3/hr
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Reduction in Emissions – The Options
Vessel Fuels:
• Low Sulphur Fuels
– Low Sulphur fuels are currently available at 0.1% sulphur for
use in SECAs. Operationally, care must be taken with the
transfer from heavy oil to low sulphur diesel to ensure that
waxing contamination of the fuel system does not occur
– Oil majors are currently developing and producing a series of
refined fuel oils with the aim of reducing emissions to satisfy
the requirements of Tier III.
However, these fuels are
significantly higher priced than LNG and normal fuel oils
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Reduction in Emissions – The Options
Costs / Savings:
The cost of a two stroke, slow speed engine is approximately
twice that of an equivalent diesel unit, whereas the cost of a
medium speed, four stroke engine carries about a 20%
surcharge over the equivalent diesel unit. It follows, therefore,
that the repayment of the initial investment takes longer for the
higher powered, two stroke engines.
If we consider the current costs of low sulphur fuel oil, marine
gas oils, and LNG there is a cost advantage to using LNG over
marine gas oil. However, low sulphur fuel oil is currently about
the same price as LNG. How long this will continue is a guess,
but the consensus of opinion seems to indicate that crude oil
costs will rise to circa $80 per barrel by the end of 2015. At this
level, LNG is then competitive on a world-wide scale. LNG
loaded in the US/Canada is advantageous even at current fuel
prices.
However, the driver of emissions requirements in ECAs make
LNG an obvious alternative for new tonnage.
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Overall Emissions Profile
Comparison LP vs HP engine emissions
-25%
-25%
-25%
-37%
-85%
Tier3!
-96%
-99%
-98%
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CO2 and SOx reduced in gas
operation due to fuel composition
•
NOx very low with LP technology
due to lower peak temperature
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PM further reduced by the DF
technology with lean-burn Otto
combustion with pre-chamber
ignition
•
Methane slip on LP dual fuel
reduces equivalent CO2 reduction
from -25% to -15%. However, all
other emissions are Tier III
compliant
Data provided by Wartsila
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LNG Powered Mama Vessel
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BMT TITRON – LNG Bunker Vessel
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Bunker vessels capable of transporting 3,750m3 to 13,000m3 LNG and delivering at up to
1,250m3/hr and able to recover and process the vapour return stream from the receiving
vessel are being developed by BMT TITRON
•
The bunker vessel will be able to provide all required inerting and control equipment to
make the process as safe as it possible
•
BMT TITRON has developed a bunker procedure using best practice from the LNG
industry, which can be merged with the receiving company’s vessel SMS to ensure the
LNG transfer is carried out in a manner that will mitigate any risks associated with the
process
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BMT TITRON – Capability
BMT TITRON has its roots in the UK and Hong Kong and operates world-wide
developing partnerships with leading companies using its extensive international
experience of corporate development to explore commercial opportunities
It incorporates a multi-disciplinary capability based on our extensive knowledge and
practical based know how in delivering innovative approaches to design, based upon
the needs and the requirements of the commercial opportunities
BMT TITRON (UK) Limited (BTUK) operates globally from its Ship Design Centre,
close to the River Tyne, a traditional maritime centre. BTUK focuses upon the design
and development of specialist ships and marine transport which require application of
new technologies and innovation in design to deliver high efficiency and effectiveness
in cargo carrying capacity and operating costs
BTUK has extensive experience of developing fuel efficient vessels to meet the
highest environmental standards and optimise fuel consumption as well as vessel
conversion projects
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BMT TITRON
Environment and Reduction of Emissions
The Application in Ships
V1
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