dr. hans j. gätjens alternative - handelskammer...

Handelskammer19.04.2016

Alternative Antriebsformen im Praxisvergleich

Dr. Hans J. GätjensVice President

Marine Regional Chief Executive for

North - Central - Europe, Baltic Region and Russia

BUREAU VERITAS S.A.

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� Shooting powder (1680; Huygens)

� Hydrogen (1807; de Rivaz)

� Coal gas (1858; Lenoir)

� Kerosene (1873; Brayton)

� Gasoline (1885; Daimler)

� Petroleum (1893; Diesel)

� Biofuel (Peanut oil) (1898; Diesel)

� Coal dust (1899; Diesel)

� Residual fuel (1909/ 1912; MAN / Junkers) (1948; Lamb)

Alternative Fuels for Internal Combustion Engines

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Production of Marine Fuel Oils in Modern Refineries

Source: TUHH

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Production per year (source: BP)

Oil abt. 4220 mio t

Gas abt. 3130 mio t (oil equivalent)

Coal abt. 3930 mio t (oil equivalent)

Bio Fuels abt. 70 mio t

Consumption of the marine industry: 200 <250 mio t per year

abt. 70...80% IFO abt. 30% of IFO production world wide

abt. 20...30% MDO, MGO

Production of Fuel (2014)

IFO Intermediate fuel oil MDO Marine diesel oil MGO Marine gas oil

5

Ga

s

Co

al

Cru

de

Oil

52,5 Years 54,1 Years

>100 Years

Reserves-to-production Ratios (2014)

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Source: BP

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� Slow speed diesel engines 75 ... 80 %

� Medium speed diesel engines abt. 20%

� High speed diesel engines yachts, fast ferries, naval vessels, special purpose vessels

� Steam turbine plants LNG carrier (till 2005)

� Gas turbines fast ferries, naval vessels

� Fuel cells submarines, small vessels

� Sails cruise, yachts

� E-Hybrid with batteries small ferries, service vessels in ports

� Solar plants power generation

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Prime Movers in Shipping

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Efficiency of Propulsion Systems

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� Three main areas for controlling

emissions from ships already

defined:

� North American ECA (US, Canada)

� US Caribbean ECA (Porto Rico + Virgin Islands)

� Baltic Sea ECA, North Sea ECA (including the English Channel)

Worldwide

since 2011

Inside ECA from

1st January 2016

Emissions Regulation – ECA & SECA

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Solutions for Reducing NOx & SOx

Lower CO2

Higher fuel exploitation rate

Energy Efficiency

Higher combustion T

Higher NOx

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Exhaust Gas Scrubbers

Large space needed

Sludge control

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Selective Catalytic Reduction (SCR)

Risk of ineffectiveness

Ammonia slip or burn

Temperature control of

the exhaust gas?

(Source: Wärtsilä)

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Different Technologies of Gas Engines

Technology Lean Burn Engine

Single fuel

Dual fuel low

pressure

5 bars / 16bars

(4 stroke / 2 stroke)

Dual fuel high

pressure

300 bars

(2 stroke)

Efficiency high energy efficiency at high load

OTTO cycle

high energy efficiency at high load

OTTO cycle i-gas mode

Diesel cycle and performances

maintained

Methane slip Yes, efforts are on minimizing up to 50%

of existing ratio

Yes, efforts are on minimizing up to 50%

of existing ratio

No, as per available data

Meeting IMO tier III NOx Yes Yes No, need additional NOx reduction

devices

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Technique / Reduction of NOx SOx PM CO2

Combinations of engine modifications

30-40%

SCR >90%

Emulsified fuel 10-20%

Humid Air Motors 25-50%

Direct Water Injection ~50%

Exhaust Gas Recycling 35-60% 20-60%

Filters ~95%

Scrubbing 85-100% 70-100%

1.5% Sulphur fuel ~40% ~18%

0.5% Sulphur Fuel ~80% ~20%

Natural Gas Fuel 80 to 90% 100% ~100% 20 to 25%

Effectiveness of natural gas fuel versus abatement technologies:

IMO Tier 3 standardis achieved

Reductionof EEDI

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CAPEX OPEX Fuel

cost

Complexity Space

requirement

Diesel engine with

MDO and SCR

Diesel engine with

IFO scrubber +

SCR

Diesel engine with

scrubber - EGR

Dual fuel HP

Dual fuel LP

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CAPEX OPEX Fuel cost Complexity Space

requirement

Diesel engine

with MDO

Diesel engine

with HFO

scrubber

Dual fuel 4

stroke

Pure gas

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Und nun sehen wir betroffen,

den Vorhang zu und alle Fragen offen!

Handelskammer – 19.04.2016