Workshop-Reihe: Green ShippingPerformer - LNG Anwendung in der Schifffahrt - Erfahrungen aus der Praxis
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Workshop-Reihe: Green ShippingPerformer
LNG Anwendung in der Schifffahrt – Erfahrungen aus der Praxis
20.02.2017Ergebnisse der Umfrage:
Wie kann die Politik die Implementierung von LNG als Brennstoff für Schiffe am besten
unterstützen?
EU-weit einheitliche Standards Investitionsprogramme für Schiffe F & E Förderprogramme Investitionsprogramme für landseitige Infrastruktur
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Häfen / Logistik Klassifizierung / Motorenhersteller Reederei Sonstiges Werften Wissenschaftliche (Leer)
Keine Angabe Gesamtergebnis
Beratung Einrichtungen
20.02.2017Ergebnisse der Umfrage:
Wie sieht der fuel-mix in der Schifffahrt in 10 Jahren aus?
LNG Wasserstoff / Brennstoffzelle Sonstige LPG HFO /MGO Methanol
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Häfen / Logistik Klassifizierung / Motorenhersteller Reederei Sonstiges Werften Wissenschaftliche (Leer)
Keine Angabe Gesamtergebnis
Beratung Einrichtungen
20.02.201720.02.2017
LNG im Spannungsfeld der Emissionsgesetzgebung – Eine Betrachtung aus Nutzfahrzeugsicht LNG-Anwendung in der Schifffahrt -Erfahrungen aus der Praxis Dr. Andreas Broda, Leer, Februar 2017
Agenda
• Motivation
• NRMM Emission Legislation
• Technology
• Combustion Systems and Aftertreatment
• CNG vs. LNG
• Summary
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungMotivation
Future Transport Work (Forecast until 2040 / 2050)
Freight Transport Shipping Worldwide Freight Transport Germany
Source: Third IMO Greenhouse Gas Study 2014 Source: Shell Truck Study 2016
Sea-based transport work is growing more rapidly
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungMotivation
Efficiency Enhancement Measurements
Light Commercial Vehicles and Goods Vehicles Semi-Trailer Trucks
Component
Trend Alternative Trend Alternative
Engine / Gearbox 8% 10% 10% 10%
Hybridization 10% 20% 2% 5%
Aerodynamics, Lightweight Design,
2% 5% 5% 10%
Low Rolling Resistance Tyres
Eco-Driving 5% 7% 3% 7%
Total Efficiency Improving 23% 36% 19% 28%
Share of Biofuels 12% 20% 12% 20%
Milage-Share of CNG Vehicles 0,5% 2% 0% 0,5%
Share of Biomethane in CNG 20% 20% 20% 20%
Milage-Share of Electromobility 0,5% 2,0% 0% 0%
Electricity.Mix CO2-Emission in gCO2/kWh 512,9 301 512,9 301
On Road Freight Transport ist growing faster than Technology
Source: Shell Truck Study 2010
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungMotivation
Fuel Price Trend (2000 – 2017)
World Bank Commodity Price Data
25,00
20,00
15,00
10,00
5,00
0,00
2000 2005 2010 2017
Crude oil, average ($/mmbtu) Natural gas, US ($/mmbtu)
Natural gas, Europe ($/mmbtu) Liquefied natural gas, Japan ($/mmbtu)
Decreased fuel price differences between crude oil and natural gas
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungMotivation
Fuel Cost Situation in Germany (Filling Station)
Fuel Costs 13.02.2017 Energy Costs
Diesel 1,149 €/l Hu=9,86kWh/l Diesel 11,7 ct/kWh
Hu=13,16kWh/kg
CNG 0,999 €/kg CNG 7,6 ct/kWh
Tax Rate in Germany:
•Diesel: 47,04 ct/l (≈ 4,7 ct/kWh)
•Natural Gas (CNG): 18,03 ct/kg (≈ 1,39 ct/kWh) Tax Reduction expires on 31.12.2018
In addition, there are several CO2-bonus-programs of private companies / enterprises
(CO2-efficient logistics for example Volkswagen plant logistics).
Current diesel costs make natural gas less attractive
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungEmission Legislation
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungEmission Legislation
Implementation of NRMM Stage V results in more
stringent emission limits and with it additional
technical measures. Besides this Dual Fuel engines
will be addressed for the first time.
• Emission limits for SI-Engines 19kW-56kW will
be introduced
• Engines in the power range > 56kW will no
longer be differentiated between SI- and Diesel-
engines with the exception of engines used in
rail - and inland water vessel applications
• THC-limits for dual fuel engines are based on
energetic gas content
• SI-engines > 56kW will need additional NOx
removal technology like SCR or TWC
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungEmission Legislation
Stage V emission standards for nonroad engines and inland water vessels
Net Power CO HC NOx PM PN
Category Ign, Date
kW g/kWh 1/kWh
NRE-v/c-1 CI P 560 2019 3,50 0,19d 3,50 0,045 -
a HC+NOx
b 0,60 for hand-startable, air-cooled direct injection engines
c A = 1,10 for gas engines
Diesel Particulate Filter necessary
d A = 6,00 for gas engines
Net Power CO HCa NOx PM PN
Category Date
kW g/kWh 1/kWh
IWP/IWA-v/c-1 19 ≤ P < 75 2019 5 4,70b 0,3 -
IWP/IWA-v/c-2 75 ≤ P < 130 2019 5 5,40b 0,14 -
IWP/IWA-v/c-3 130 ≤ P < 300 2019 3,50 1,00 2,10 0,10 -
IWP/IWA-v/c-4 P ≥ 300 2020 3,50 0,19 1,80 0,02 1×10^12
a A = 6.00 for gas engines
b HC + NOx
IWV highest emission requirements at highest engine power
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungEmission Legislation
Implementation NRMM Stage V
Bildquelle: Delphi
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungEmission Legislation
U.S. EPA, Inland Waterway Vessel EU-Stage V "IWP" (2019)
Power- Year of Power-
VZ NOx+HC PM NOx+HC PM PN
Range Adoption Range
7.5 0.4 2009+
19 19
4.7 0.3 2014+ 4.7 0.3
75 75
5.4 0.14
130
300
12
1,2…3,5L 5.6 0.1 2018+ 1.8 0.015 1x10
600
NOx
1.8 0.04 MY2017
1400
1.8 0.04 MY2016
2000
1.8 0.04 MY2014
3700 PN limited in the EU as of 2019 (P > 300 kW)
>3700 (Category 2)
1.8 0.06 MY2016
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungMotivation
Methane as Fuel in Commercial Vehicle Applications
H/C ca. 4/1 H/C ca. 2/1
Energy Source Hu [kJ/kg] kg CO2/kg kg CO2/SKE
Methane ≈ Natural
50082 2,75 1,62
Gas
n-Octan ≈ Gasoline 44162 3,08 2,07
Pentadecan ≈ Diesel 41441 3,11 2,2
Quelle: Chemie für den Maschinenbau 2008
Theoretical Reduction of CO2-Emissions by using Methane (21-26%) due to lower C-Content compared
with Gasoline/Diesel
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology
Combustion Concepts Natural Gas
Current EURO VI and NRMM Stage V Concepts (SI > 56 kW)
Large Bore Engines and NRMM Stage V Concepts (SI < 56 kW)
Dual Fuel System EPA 2010 (HPDI© Westport)
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology
Otto-SI Engine Dual-Fuel (conventional) Dual-Fuel HDI
Characteristic • low pressure gas injection into intake manifold • low pressure gas injection into • High Pressure Direct Injection
• Quantity-control using trottle-valve intake manifold • pure quality-control
• positive ignition by spark plus • mixture of quality- and quantity- • Ignition by Diesel-Pilot-Injection
• EAT: Three-Way-Catalyst control • EAT: Methane DOC, DPF & SCR
• quantity-control by trottle-valve or
compressor-bypass
• Ignition by Diesel-Injection
• EAT: Methane DOC, DPF & SCR
Amendment • 100% natural gas • 100% Diesel or Diesel-substitution • 100% Diesel or Diesel-substitution
• knock sensitive with NG with NG
• decreased combustion noise compared to Diesel • substitution max. 80%; generally • substitution max.97%
• CNG or LNG 50%-60% • high knock resistance due to
• CNG or LNG inhomogeneous charge (fuel gas
mixture)
• CNG or LNG
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology Rating
Direct Injection allows 10% more energy input at const. vol. efficiency
Mixture Heating Values for different Fuels
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology - Dual Fuel Retrofit
Einfache Nachrüstung eines 9l Industriedieselmotors mit
intelligenter IAV-ECU hat im 8-Stufen Test gezeigt, dass:
• Partikel-Emissionen >90% reduziert werden können
• Substitutionspotential bis zu 80%
• Diesel-Volllast bleibt erhalten
• Kraftstoff-Kostenersparnis von 30%-40%
• Abgasnachbehandlung muss für höhere HC- und CH4-
Emissionen angepasst werden
Einfache Nachrüstlösungen erlauben mit intelligentem
Motormanagement große wirtschaftliche Vorteile im Dual-
Fuel-Betrieb
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology – LNG-Composition
Altfeld: Erdgasbeschaffenheit in Europa
Significant difference according to countries of origin
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology - LNG vs. CNG
Diesel CNG (energy LNG
equiv. Diesel) (energy equiv. Diesel)
Tankweight
400 kg 725 kg 590 kg
incl. fuel
Tankvolume 400 l 1755 l 850 l
Source:
U.S. and Canadian Natural Gas Vehicle Market Analysis:
„Heavy-Duty Vehicle Ownership and Production“,
Final Report
Quelle:“Liquefied Natural Gas - LNG“, National Energy Education Development Project
(NEED)
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology
LNG vs. CNG Energy Density (weight of tank included)
Source: Daimler
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology
Quelle: Chart / Kodiak
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology
LNG & CNG filling station as mobile solution
Quelle:Chart
Filling station technology is available
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungTechnology Rating
Facts:
LNG offers highest energy densities of alternative fuels
LNG availability rises due to expanding LNG-terminals in seaports
Refueling Time important for HD-Trucks
Using LNG leeds to same refueling times like Diesel (up to 150l/min)
LNG Boil-Off is no issue for engines with high power density
Well-to-Tank economy depends on length of transport route and production
Technology (combustion system & aftertreatment) is available
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungSummary
• Annual milage of Heavy Goods Vehicles will be nearly doubled in 2030
• Efficiency improvements cannot compensate the increasing fuel-demand
• Methane / Natural Gas is one of the most promising alternative fuels
• CO2-Benefit can only be attained if Diesel-Engine-Efficiencies will be achieved
• NRMM Stage V make high demands on pollution reduction for both Diesel- and SI-engines, also for inland water
vessels (DPF)
• Dual-Fuel Technologies exist and are, more recently, approvable in the EU
• LNG offers highest energy densities and allows short refueling times
• Current fuel cost situation makes Diesel more attractive for mobile applications (expected to rise over the short to
medium term)
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungVielen Dank
Dr.-Ing. Andreas Broda
Team Manager MD-N12
Engine Testing and Calibration
CV-Diesel & Natural Gas Engines
Commercial Vehicles
Business Area Powertrain Mechatronics
Nordhoffstraße 5; 38518 Gifhorn (Germany)
Phone: +49 5371 80 53219
andreas.broda@iav.de
www.iav.com
IAV 02/2017 MD-N1 A4B LNG im Spannungsfeld der EmissionsgesetzgebungModeriertes Fachgespräch zu den
Auswirkungen anstehender
Umweltregularien (NRMM und NECA)
Khalid Tachi, Expertise- en InnovatieCentrum Binnenvaart (EICB)
Gert Mensink, Ministerie van Infrastructuur & Milieu
Bram Kruyt, Wärtsilä
Wolfgang Hintzsche, Verband Deutscher Reeder (VDR)
Dietmar Zutt, MAN Diesel & Turbo SE
Sander den Heijer, Netherlands Maritime Technology (NMT)
20.02.2017REGULATION (EU) 2016/1628
On requirements relating to gaseous and particulate pollutant emission limits
and type-approval for internal combustion engines for non-road mobile
machineryNRMM STAGE V: REGULATION (EU) 2016/1628
mission Engine sub- Power range CO HC NOx PM mass PN A
stage category
kW g/kWh g/kWh g/kWh g/kWh #/kWh
Stage V IWP/A-v-1 19 ≤ P < 75 5,00 (HC + NOx ≤ 4,70) 0,30 — 6,00
IWP/A-c-1
Stage V IWP/A-v-2 75 ≤ P < 130 5,00 (HC + NOx ≤ 5,40) 0,14 — 6,00
IWP/A-c-2
Stage V IWP/A-v-3 130 ≤ P < 300 3,50 1,00 2,10 0,10 — 6,00
IWP/A-c-3
Stage V IWP/A-v-4 P ≥ 300 3,50 0,19 1,80 0,015 1 × 1012 6,00
IWP/A-c-4NRMM STAGE V: REGULATION (EU) 2016/1628
CCNR I emission limit values
Power range CO HC NOx PM
(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh)
37≤PNRMM STAGE V: REGULATION (EU) 2016/1628 Methodology for adapting the emission laboratory test results to include the deterioration factors: 3.2.2. Service accumulation schedule: Service accumulation schedules may be carried out at the choice of the manufacturer by running a non-road mobile machinery equipped with the selected engine over an "in-service" accumulation schedule or by running the selected engine over a "dynamometer service" accumulation schedule. 3.2.2.1.7. Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Annex V to Regulation (EU) 2016/1628. 3.2.6.1 Assigned deterioration factors: As an alternative to using a service accumulation schedule to determine DFs, engine manufacturers may select to use assigned multiplicative DFs…. 3.2.6.2. Where assigned DFs are used, the manufacturer shall present to the approval authority robust evidence that the emission control components can reasonably be expected to have the emission durability associated with those assigned factors. This evidence may be based upon design analysis, or tests, or a combination of both.
20.02.2017
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