NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Natural Gas: A Viable Marine Fuel in the United States (EM680)
by
Edward J. Eastlack
United States Merchant Marine Academy, Kings Point, NY
2011
Submitted to the Department of Marine Engineering in
Partial Fulfillment of the Requirements for the Degree of
Masters of Science in Marine Engineering
at the
United States Merchant Marine Academy
August 2011
Author Note:
Correspondence considering this paper should be addressed to Edward James Eastlack, Marine Engineer, [email protected]
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Natural Gas: A Viable Marine Fuel in the United States, a thesis prepared by Edward J. Eastlack in partial fulfillment of the requirements for the degree Master of Science in Marine Engineering, has been approved and accepted by:
September 29, 2011
Edward J. Eastlack
Student/Author
Jose Femenia
U.S. Merchant Marine Academy, MME Program Director
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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TABLE OF CONTENTS
ACKNOWLEDGEMENTS 5
VITA 6
ABSTRACT 7
LIST OF TABLES 8
LIST OF FIGURES 9
INTRODUCTION 10
AVAILABILITY – SUPPLY CHAIN AND COST OF NATURAL GAS 12
BUNKERING – WHAT IS NEEDED TO INITIATE LNG BUNKERING INFRASTRUCTURE IN MAJOR U.S. PORTS
15
BUNKERING EQUIPMENT NEEDED TO FACILITATE LNG BUNKERING IN MAJOR U.S. PORTS
17
INTERNAL COMBUSTION ENGINES 21
MEDIUM SPEED (OTTO CYCLE) LEAN BURN NATURAL GAS SPARK IGNITION
23
DUAL FUEL MEDIUM SPEED MARINE DIESEL ENGINES 24
DUAL FUEL SLOW SPEED MARINE DIESEL ENGINES 27
DUAL FUEL MARINE GAS TURBINES 31
POTENTIAL MARINE SYSTEMS USING LNG FUEL 35
ONBOARD GAS STORAGE, PREPARATION AND HANDLING EQUIPMENT 39
EPA EMISSIONS REQUIREMENTS FOR MARINE DIESELS AND NORTH AMERICAN ECAs
42
GAS FUELED SHIPS AND GREENHOUSE GAS EMISSIONS 44
ECONOMIC AND ECOLOGICAL ADVANTAGES OF GAS AS FUEL 47
CLASSIFICATION SOCIETY GUIDANCE FOR GAS FUELED SHIP CONSTRUCTION 49
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SAFETY ASPECTS OF GAS AS FUEL 50
BIBLIOGRAPHY 53
APPENDIX A 62
APPENDIX B 64
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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ACKNOWLEDGEMENTS
I would like to thank Professor Jose Femenia for his guidance and support during my courses of study, both undergraduate and graduate, at the United States Merchant Marine Academy in Kings Point, New York. His approach has been proactive and hands on, leading to global travel and my appointment by the American National Standards Institute (ANSI) to become a member of the International Standards Organization Technical Committee 67 Work Group 10 Project Team 1 for Marine LNG Bunkering Procedures and Equipment. This work group is expected to meet quarterly for the next three to five years to create this ISO document. It is an unprecedented opportunity to work with renowned people in the industry like Erik Skramstad, Vice President of LNG Segment at Det Norske Veritas and Andrew Brown, Business Development Director for the Lamnalco Group, Roger Roue, Technical Advisor at SIGTTO as well as others who are leading the efforts to bring LNG to the marine industry. Skramstad was asked by the ISO to take the lead in this work.
Professor Femenia also supported my attendance at a European workshop and technology transfer for the promotion of U.S. Marine Highways in Fairfax, Virginia. This technology transfer was part of a Geospatial research study being conducted by George Mason University. My participation allowed me to discuss the vital role LNG will play in the U.S. marine sector with key members of our Department of Transportation, including keynote speaker Sean T. Connaughton, a 1983 graduate of the United States Merchant Marine Academy. Interestingly, Mr. Connaughton was also a past Maritime Administrator and is the current Secretary of Transportation for the Commonwealth of Virginia. He is currently offering tax incentives to businesses in Virginia to ship their goods on the Marine Highways, so, hopefully, he is setting a precedent that others will follow as Marine Highways have no maintenance costs. Waterborne shipment of goods is by far the most efficient. My talk with him indicated that Gas hybrid propulsion on the inland waterways and coastal trade routes could become a part of that equation.
U.S. Maritime Administrator, David Matsuda, was also a keynote speaker at the European Workshop I attended and he is aware of the importance of reducing our dependence on foreign oil and of revitalizing our industrial base to support the Marine Highways. Mr. Matsuda was kind enough to accept my invitation to address the U.S. Merchant Marine Academy Alumni Chapter in New Orleans on September 14, 2011. I was able to meet him and found through the course of our conversation that he is supportive of my views. Pictures of this event can be viewed at our Alumni Chapter past events page http://kpnola.org/?page_id=214
I am most appreciative of the support and encouragement I have received from Professor Femenia as he has been a great inspiration to me throughout the course of my academic and professional career, starting with my undergraduate work at the United States Merchant Marine Academy in the mid 1990s.
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VITA
Edward James Eastlack: Born in Lewiston, Idaho December 6, 1972
1991 Graduated from Carlsbad High School Carlsbad, New Mexico
1993 Graduated from New Mexico Military Institute Roswell, New Mexico
1997 Graduated U.S. Merchant Marine Academy USMMA (Kings Point, NY) Marine Engineering Undergraduate Program
1997-2000 Surface Warfare Officer School/Machinery Division Officer, United States Navy
2000-2007 Shipboard Marine Engineer Marine Engineer’s Beneficial Association
2007-2009 European Medium Speed Marine Diesel Service Engineer, Louisiana Machinery Company.
2009- Present Maintenance and Repair Engineer, Hornbeck Offshore Operators
2010- Completing coursework towards my MS in Marine Engineering from USMMA (Kings Point, NY)
Professional and Honorary Societies
U.S. Merchant Marine Academy Alumni Association Vice President
Society of Naval Architects and Marine Engineers
Member of the Marine LNG International Standards Organization Technical Committee 67 Work Group 10 Project Team 1
Field of Study
Major Field: Marine Engineering
Minor Field: Shipyard Management
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ABSTRACT
Reduced emission standards for the marine industry have caused liquefied natural gas or LNG to emerge as a viable marine fuel for ship propulsion systems. European countries like Norway already have over 20 natural gas powered vessels in service and more on order; however, the United States doesn’t have many LNG powered vessels yet, but it has recently made a commitment to build some LNG powered Offshore Supply Vessels in Orange,Texas for operation in the Gulf of Mexico. There has been an obvious paradigm shift towards using LNG fuel and LNG powered engines in the industrial sector and now it has moved to the marine sector. The driving forces are low emissions standards and economic factors. Since the EPA marine emissions regulations are the most stringent in the world, LNG has emerged as a viable marine fuel. Recent discoveries that U.S. natural gas reserves are as much as 50% greater than earlier estimates were thought, have spurred energy experts and policy makers to reduce dependence on foreign oil by lowering ‘greenhouse gas” emissions. The result is the U.S. Marine Industry has begun to move in the direction of LNG and LNG operated vessels. Advancements in marine power plant technology with nearly every marine prime mover now with dual fuel capability without loss of performance combined with the realization that the U.S. has a vast supply of readily available, cost effective, clean burning LNG make for a compelling case for the transition of LNG as a viable marine fuel in the USA. Other issues such as needed missing bunkering infrastructure in the U.S still need to be solved; however, a recent agreement between Wärtsilä and Shell to support LNG powered engines may be the beginning that leads to solving such issues. There have also been some developments on the regulatory side with the recent formation of the International Standards Organization TC67 Committee, Work Group 10 (of approximately 30 people) has started the work of standardizing LNG bunkering procedures and equipment for the worldwide oil and gas industries. The committee is developing a document called, Guidelines for Systems and Installations for Supply of LNG as Fuel to Ships. This guideline will provide guidance on how to:
• Meet safety requirements specified by authorities (National and Port). • Reference to Guidelines for Risk Assessment. • Establish operational and control procedures to ensure safe, practical and aligned
operations in different ports. • Identify requirements to components (Storage tanks, piping, hoses, loading arms,
connectors etc) to ensure equipment compliance • Other factors as agreed by the work-group such as:
o Requirements for maintenance o Training and qualification schemes o Emergency preparedness (DNV, 2011)
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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LIST OF TABLES
Table #1. Dual Fuel Engines Currently Available 23
Table #2. Diesel and turbine engine plant comparisons 35
Table #3. EPA versus IMO emissions. 43
Table #4. Worldwide IMO emissions. 43
Table #5. Typical composition of natural gas. 45
Table #6. Advantages of switching to LNG 48
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LIST OF FIGURES
Figure #1. Diagram shows locations of shale fields where new drilling techniques can extract the natural gas from the shale.
13
Figure #2. Shows an overview of the current import/export terminals. 15
Figure #3. Diagram showing a mini liquefaction plant. 18
Figure #4. Diagram showing Brayton nitrogen refrigeration cycle for LNG. 19
Figure #5. Visual of intermodal containers 19
Figures #6 & 7.Visuals of systems and installations for supply of LNG as fuel to ships 21
Figure # 8. Diagram of the Bergen lean-burn combustion system 24
Figure #9.Visual Dual-Fuel Wärtsilä engines. 25
Figure #10. Twin fuel injection valve for pilot and main. 26
Figure #11. Shows a dual fuel medium speed marine diesel engine. 27
Figure #12. Shows a dual fuel slow speed marine diesel engine. 27
Figure #13. Shows a diagram of a dual fuel slow speed engine. 28
Figure #14. Diagram shows method of gas injection with a dual fuel slow speed engine. 30
Figure # 15. Shows ME-GI dual fuel slow speed engine fuel control system. 31
Figure # 16. Shows MT30 dual fuel marine gas turbine. 32
Figure #17. Shows MT30 dual fuel marine gas turbine. 33
Figure #18. A high speed passenger ferry powered by a gas turbine. 34
Figure # 19. Shows future American Feeder Lines Short Sea/Feedering container liner service planned in the U.S.
38
Figure #20. Shows America’s marine highway corridors. 39
Figure #21. Shows the basic functions of the LNG fuel gas system: storage, bunkering, and gas supply. 40
Figure #22. Shows coastline areas where beginning in 2012 ULSD will be mandated. 44
Figure #23. Shows a drawing of a gas hybrid propulsion configuration. 47
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INTRODUCTION
Liquefied Natural Gas (LNG) is no stranger to the marine industry; it has normally been a
cargo on LNG tankers where they used the boil off from the tanks to generate power for
shipboard use. Now that there is an international initiative for reduced emissions, natural gas
has emerged as a fuel for ship propulsion systems. European countries like Norway have over
20 natural gas powered vessels in service with another 10 on order. Other than with a few
proof-of-concept projects, natural gas powered vessels are not seen in the United States or
other parts of the world (Garcia, 2011).
The absence of LNG powered vessels in the United States is about to change due to a recent
agreement between Wärtsilä and Shell and a New Orleans company’s plan to build LNG
powered vessels. Wärtsilä and Shell signed a co-operative agreement to promote and
accelerate the use of LNG as a marine fuel. As part of the agreement, “supplies of low cost,
low emissions LNG fuel will be made available to Wärtsilä natural gas powered vessel
operators, and other customers by Shell. The Joint Cooperation Agreement will focus first on
supplies from the US Gulf Coast, and then later expand their efforts to cover a broader
geographical range” (Wärtsilä, 2011). Additionally, a New Orleans company’s plan to build the
first U.S.-flag LNG-powered vessels has become official. Harvey Gulf International Marine has
confirmed that it recently approved a $165 million deal to build three LNG-powered OSVs. The
300’ vessels are expected to be built at Signal International’s yard in Orange, Texas (Dupont,
2011). Both of these decisions were released to the press in September of 2011.
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The Marine sector has traditionally followed suit with the industrial sector and globally we are
seeing more natural gas fired power plants. We are also seeing an increasing number of gas
powered industrial trucks and engines globally. They may be the forerunners to international
shipping fleets switching from liquid fuels to LNG (Blikom, 2011). Low emissions and possible
reduced fuel costs are the driving forces behind this move.
The Environmental Protection Agency (EPA) marine emissions regulations are the most
stringent in the world and with the growing coastwise shipping, cruise and ferry industries,
there is some concern that the refineries will not be able to meet the reduced sulfur and fuel
quality requirements induced by the 2016 International Marine Organization (IMO) and EPA
emissions regulations. The EPA has also adopted Emissions Control Areas that will mandate
the use of Ultra Low Sulfur Diesel which is 15 ppm sulfur in January 2012. These Emission
control areas will be 200 nautical miles off any U.S. Coastline and inland.
Liquified Natural Gas or LNG is natural gas that has been super cooled to minus 260 degrees
Fahrenheit. At that temperature natural gas condenses into a liquid at essentially atmospheric
pressure. When in liquid form, natural gas takes up to 600 times less space than in its gaseous
state, which makes it feasible to transport over long distances.
In the form of LNG, natural gas can be shipped from the parts of the world from where it is
abundant to where it is in demand. LNG is an energy source that has much lower air emissions
than other fossil fuels such as oil or coal. LNG is odorless, colorless, non-corrosive and non-
toxic. Its weight is less than one-half that of water. LNG has been used in the United States
since World War II and has been proven to be reliable and safe. There are many gas reserves
in Southeast Asia, the Pacific region, the former Soviet Union, Africa, South America, the
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Caribbean, and the Middle East. As a result of new shale fracturing technologies, significant
new gas reserves have been discovered in the United States. Natural gas is the world’s
cleanest burning fossil fuel and it has emerged as the environmentally preferred fuel of choice.
Due to the molecular structure of its principal constituent, methane (CH4), natural gas has the
highest hydrogen content of the available fossil fuels and thus produces the least amount of
CO2 of any fuel when used in a heat engine (Carranza, 2011).
Natural gas is plentiful, easy to produce and reasonably priced in many parts of the world. LNG
is currently available in the United States as a transportation fuel for trucks and buses, but the
infrastructure for bunkering ships coming in and out of port is not available. However, the
recent agreement between Wärtsilä and Shell to promote and accelerate the use of LNG as a
marine fuel is indicative that new bunkering infrastructure to support LNG is on the horizon as
well (Wärtsilä, 2011). The availability of LNG as a bunkering fuel should have high priority as a
means of having the marine industry meet the high emissions bar set by the EPA. LNG as a
source of fuel gives ship operators a valuable alternative to meeting the emissions challenges
in the emissions control areas surrounding North America (Carranza, 2011).
AVAILABILITY – SUPPLY CHAIN AND COST OF NATURAL GAS
U.S. natural gas reserves are as much as 50% greater than earlier estimates because
of higher than expected production from 22 shale formations in 20 states. The U.S. has
enough natural gas resources to last up to 118 years or 2247 trillion cubic feet. Currently the
US uses 16.4 trillion cubic feet per year; however, its use is not widespread yet. This increase
stems from new drilling techniques that have allowed companies to extract gas deeply
embedded in formations on shale rock (Davidson, 2008).
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Huge shale gas fields have been found in Texas, Louisiana, Arkansas and Pennsylvania.
These discoveries have spurred energy experts and policy makers to start looking to natural
gas in their pursuit of a wide range of goals: easing the impact of energy price spikes, reducing
dependence on foreign oil, lowering “greenhouse gas” emissions and speeding the transition
to renewable fuels (Casselman, 2011).
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The US has significant natural gas production capability with over 6,300 producers of natural
gas in the United States. These companies range from large integrated producers with
worldwide operations and interests in all segments of the oil and gas industry to small one or
two person operations that may only have partial interest in a single well (EIA, 2011).
Figure #1. Diagram shows locations of shale fields where new drilling techniques can extract the natural gas from
the shale. Retrieved from “US gas fields go from bust to boom,” by B. Casselman, Wall Street Journal online,
April 2009.
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The US has significant natural gas production capability with over 6,300 producers of natural
gas in the United States. These companies range from large integrated producers with
worldwide operations and interests in all segments of the oil and gas industry to small one or
two person operations that may only have partial interest in a single well (EIA, 2011).
The U.S. also has significant production capability with over 530 natural gas processing plants
in the United States which are responsible for processing 15 trillion cubic feet of natural gas
and extracting over 630 million barrels of natural gas liquids, which is natural gas in a
cryogenic state. The US has the transportation capability with 160 pipeline companies
operating over 300,000 miles of transmission pipe. This pipeline capacity is capable of
transporting over 148 billion cubic feet of gas per day from producing regions to consuming
regions (EIA, 2011).
The US has the storage capacity with over 123 natural gas storage operators in the United
States which control approximately 400 underground storage facilities. These facilities have a
storage capacity of 4059 Bcf of natural gas, and an average daily deliverability of 85 Bcf per
day. There are over 260 companies involved in the marketing of natural gas and 80 percent of
all gas supplied and consumed in the US passes through the hands of natural gas marketers.
There are about 1200 natural gas distribution companies in the US with ownership of over 1.2
million miles of distribution pipe. Traditionally, these distribution companies maintained
monopolies on their regions, but there has been a recent distribution restructuring process to
free enterprise (EIA, 2011).
Recent changes in environmental regulations favor the use of natural gas as feedstock for
electricity over its closest substitutes – oil and coal. The historical relationship between the
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
price of natural gas and oil which has averaged 10:1 mm Btu/$ over the past two decades has
now moved to approximately 20:1 mm Btu/$ (Powers, 2011). What this means is the price gap
between oil/coal and gas is widening and putting natural gas as the preferred feedstock for
cost, environmental and availability reasons (EIA, 2011). Page | 15
BUNKERING – WHAT IS NEEDED TO INITIATE LNG BUNKERING INFRASTRUCTURE IN
MAJOR US PORTS
Natural gas in North America is plentiful and the infrastructure exists for production,
processing, transport, storage and distribution but this infrastructure exists for the Industrial
sector, not the transportation (marine) sector. Below is a map showing current import/export
LNG terminals in North America (FERC, 2011). These terminals could be expanded to also
provide LNG/CNG bunkering facilities in support of the North American Marine Highway
system.
Figure #2. Shows an overview of the current import/export terminals. Retrieved from “Current import/export LNG
terminals in North America” by the Federal Energy Regulatory Commission (FERC), 2001.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Torben Skaanild, secretary general of the shipping association, The Baltic and International
Maritime Council (BIMCO), when speaking at the Petrospot Seminar in Singapore recently,
said he does not believe we will see an immediate drastic shift to LNG. He indicated that with
our current fleet, a significant shift would not take place before 2025. Other speakers added
that the drivers for shifting to LNG were environmental and expensive (PST, 2011).
Both European and EPA emissions regulations have moved to zero tolerance for sulfur, which
gives a significant boost to LNG. However, there will be challenges due to the increased space
required for onboard storage and additional insulation. There is also the question of which will
come first, the vessels or the infrastructure. This is where either the government will have to
step in or a ship operator with a LNG fueling marketing division will have to enter the market as
an operator of LNG fuel ships and a provider of LNG fuel. If the Government is the catalyst for
LNG bunkering, it must provide the right incentives for ship owners to build LNG powered
vessels and Port Authorities to install the needed LNG bunkering infrastructure.
There is an industry belief that LNG will become a part of many ports. There is an abundance
of LNG with Exxon Mobil and Shell; both are beginning to produce more natural gas than oil
even though at present there are only a handful of facilities (PST, 2011).
There is also evidence that LNG Feeder vessels could stimulate LNG bunkering infrastructure
such as the “Norgas Innovation” dedicated to the mini-LNG business in Scandinavia. The
vessel was built for Norwegian ship owner I.M. Skaugen Group and it is only 10,609 dwt and
can carry LNG, LPG and ethylene. It measures 137.10 meters overall in length and 19.80
meters in width. This type of LNG Feeder vessel could be used to transport LNG directly to
end-users as well as to hub terminals for onward distribution. End user markets potentially
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being maritime fuel markets where LNG may replace “bunker oils” (MM, 2011). So a small
scale LNG Tanker such as the Norgas Innovation or LNG powered tugs pushing LNG tank
barges would definitely support other vessels needing LNG for fuel.
Ports such as Risavika harbor in Norway are leading the way in LNG bunkering infrastructure.
Risavika harbor happens to be some 400 meters from the Skangass liquefaction plant which
makes for a convenient bunkering arrangement via two LNG tank trucks. The managing
director at Nordic LNG, Peter Blomberg, intends to make Risavika harbor a leading LNG
bunker port in Scandinavia (LWN, 2010). This is a good example of a well organized LNG
company working closely with a port authority. Similar relationships need to develop in the
USA.
BUNKERING EQUIPMENT NEEDED TO FACILITATE LNG BUNKERING IN MAJOR US
PORTS
LNG Bunkering in US Ports will require a LNG liquefaction plant or bulk storage facility to be in
close proximity to port. Hamworthy currently offers a Mini LNG liquefaction plant that comes in
standard 40’ ISO container. It is a modular system that allows for pre-treatment and pre-
cooling of the gas to occur in separate containers. It is also a completely portable system that
can be easily disassembled and moved to another location. The plant will be powered by a gas
engine and the gas will be cooled by a closed loop mixed refrigeration system to -260F.
Capacity is in the range of 2000 to 6000 tons per year, so this would not be enough to refuel
large vessels, but would be ample to support LNG powered tug and ferry systems (HGS,
2001). Small scale liquefaction plants like this one will also assist with the development of local
gas distribution networks.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Larger ports with many vessels arriving for LNG fuel or LNG feeder tankers to refill their tanks
will most likely need to have a liquefaction plant or bulk storage facility nearby with a
production capacity between 20,000 and 500,000 tons per year. Hamworthy designed plants
this size to use the Brayton nitrogen refrigeration cycle (HGS, 2001). In this cycle nitrogen is
the sole refrigeration medium. Small scale LNG distribution would also be assisted by tug and
LNG barge as well as small LNG bunker vessels.
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Figure #3. Diagram showing a mini liquefaction plant. Retrieved from “Small Scale Mini LNG Systems,” by
Hamworthy Gas Systems, April 2001.
According to Andrew Brown, Business Development Director for the Lamnalco Group and
member of the IMO Technical Committee 67 Work Group 10, “the handling of LNG and
understanding of thermal dynamics, as well as spillage management, are crucial areas that
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
need to be addressed by engine manufacturers.” He also points out the need for engine
manufacturers to address health and safety focused design (MarineLink, 2011).
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Figure #4. Diagram showing Brayton nitrogen refrigeration cycle for LNG. Retrieved from “LNG fuel gas
systems,” by Hamworthy Marine, April 2011.
To facilitate shipment from liquefaction plant to end user there are also ISO Standard 40 foot
containers for transport of cryogenic liquids. Each container has an LNG capacity of 19 – 22.5.
Figure #5. Visual of intermodal containers. Retrieved from “Intermodal containers,” Chart Ferox, 2005.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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As a result of all the Shale gas discoveries in May 2011, the U.S. Energy Department
announced plans to export LNG from Louisiana. This is a very historic announcement because
it marks the first time LNG has been exported from the lower 48 states and exports in the
range 800 billion cubic feet per annum are expected to begin in 2015. A liquefaction plant will
be retrofitted to Sabine Pass LNG terminal which is already receiving imports (NPB, 2011).
This is expected to create thousands of jobs for residents of Louisiana and Texas as well as
capitalize on higher natural gas prices in other parts of the world. However, when the quantity
of foreign oil that is imported into the US each year is taken into account, we should be looking
at our natural gas reserves as a clean energy resource that should be embraced as a matter of
national, economic and environmental security.
The recently formed International Standards Organization TC67 Committee, Work Group 10
met (approximately 30 people) for the first time on July 16-18, 2011 in Paris, France and
began the work of standardization of LNG bunkering procedures and equipment for the
worldwide oil and gas industries. The document we are developing is called, Guidelines for
Systems and Installations for Supply of LNG as Fuel to Ships. This guideline will provide
information to:
• Meet safety requirements specified by authorities (National and Port). • Reference to Guidelines for Risk Assessment. • Establish operational and control procedures to ensure safe, practical and
aligned operations in different ports. • Identify requirements to components (Storage tanks, piping, hoses, loading arms,
connectors etc) to ensure equipment compliance • Other factors as agreed by the work-group such as:
o Requirements for maintenance o Training and qualification schemes o Emergency preparedness (DNV, 2011)
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figures # 6 & #7.Visuals of systems and installations for supply of LNG as fuel to ships. Retrieved from ”LNG fuel
gas systems – clean ship propulsion,” TGE Marine,2011.
The focus will be to standardize the interface between ship/shore and ship/bunkering vessel.
This way a vessel can refuel in any port worldwide (1000 cubic meters per hour LNG transfer
rate) and equipment/procedures are standardized. Det Norske Veritas has taken the lead in
this work (DNV, 2011).
INTERNAL COMBUSTION ENGINES
Available internal combustion engines operate on either of two thermodynamic cycles, the
Diesel Cycle and the Otto Cycle and either of two mechanical cycles, the two-stroke cycle and
the four-stroke cycle. Internal combustion engines operating on the Diesel Cycle are called
spark ignition (SI) engines and those operating on the Otto Cycle are called compression
ignition engines. Spark ignition engines require a fuel that easily vaporizes and explodes when
ignited such as gasoline or gaseous fuels; whereas, the compression ignition engines require a
fuel that has a low auto ignition temperature that can be ignited by the heat of compression.
Compression ignition engines need fuels with higher carbon content than gasoline or gaseous
fuels. They need fuels such as gas-oil (similar to light diesel oil) or heavier oils such as heavy
fuel oil (HFO). Two-stroke engines require one revolution of the crankshaft to complete the
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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cycle while four-stroke engines require two revolutions of the crankshaft to complete the cycle.
In general two-stroke engines develop more power for a given engine weight. Table #1 shows
a partial list of common marine internal combustion engines.
In theory the Otto Cycle has a higher efficiency than the Diesel Cycle, but since real Diesel
Cycle engines require a high compression ratio for ignition to occur, and Otto Cycle engines
cannot use very high compression ratios due to the possibility of pre-combustion, real diesel
engines are usually more efficient than spark ignition engines.
Dual fuel engines are engines that can use either a low auto ignition liquid fuel or a gaseous
fuel or a mixture of the two. When in the all gas mode, the ignition of the gas is initiated by
injecting a small amount of pilot oil (diesel oil) which ignites due to the heat of combustion. In
this mode the engine is essentially operating as an Otto Cycle engine.
Marine internal combustion engines are often classified as medium-speed or slow-speed
engines. For ocean service, medium speed engines normally refer to four-stroke engines
operating at approximately 400 – 600 rpm and driving the propeller via a reduction gear or an
electric motor. For inland service, the term medium speed engines normally refers to engines
operating between 800 and 1,000 rpm and slow speed often refers to engines that operate in
the 400 – 700 rpm range. For ocean service, slow speed engines are engines typically
operating between 75 – 150 rpm and directly coupled to the propeller.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Table #1. Shows a list of Dual Fuel Engines currently available. Retrieved from ”LNG fuel gas systems – clean
ship propulsion,” TGE Marine,2011.
MEDIUM SPEED (OTTO CYCLE) LEAN BURN NATURAL GAS SPARK IGNITION
A good example of a lean burn Otto cycle spark ignition marine gas engine currently available
is the Bergen B35:40. The demand for this type of engine has increased to meet the
demanding emission levels in coastwise shipping.
Method of gas injection: Lean burn natural gas SI engines use premixed gas which is
introduced into the engine through the inlet valve. The gas mixture is ignited by a spark plug.
The lean burn natural gas engine operates with high excess air ratio. This means that the
combustion is cool, creating small amounts of NOx and maintaining a high efficiency,
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
especially at high loads. A typical lean burn natural gas engine has a lower efficiency at low
and medium load compared to an equivalent diesel engine and higher efficiency loads
(NMTRI, 2010). Page | 24
Figure #8. Diagram of the Bergen lean-bum combustion system. Retrieved from “Bergen B35:40 gas engine,” by
Rolls Royce Power Engineering June, 2009.
An interesting point to make regarding these gas engines is the maintenance intervals. The in-
frame overhaul interval is extended because of the cleaner burning properties of natural gas.
Additionally, fewer contaminants are introduced into the lube oil which increases component
service life (RRPE, 2009).
DUAL FUEL MEDIUM SPEED MARINE DIESEL ENGINES
A very popular dual fuel medium speed marine diesel currently on the market is the Wärtsilä
DF. The DF is a four stroke, non-reversible, turbocharged and intercooled dual fuel engine with
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
direct injection of liquid fuel and indirect injection of gas fuel. The engine can be operated in
gas mode or in diesel mode.
Page | 25
Figure #9.Visual Dual-Fuel Wärtsilä engines. Retrieved from “Wartsila 50DF” by Wärtsilä Ship Power Technology
June, 2010.
Method of Gas Injection: The gas is mixed with air before the inlet valve but instead of a
spark plug a diesel pilot flame is used to ignite the lean gas mixture which results in a low
emission of NOx and other emission components. The emissions are a little higher than for the
lean burn Otto cycle engines due to the diesel pilot flame. At lower loads the proportion of
energy delivered by the diesel flame increases. This means the relative emission of NOx and
other emissions components originating from the diesel flame increases with the decreased
load. The sources for unburned methane are the same in dual fuel engines as in lean burn
engines. At low loads a dual fuel engine will switch over to only running on diesel. Depending
on when this shift occurs, many of the problems with the high methane emission at low loads
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
can be avoided in a dual fuel engine. The penalties for switching to diesel are higher emissions
of NOx and other pollutants originating from the diesel combustion (NMTRI, 2010).
Page | 26
Figure #10. Twin fuel injection valve for pilot and main. Retrieved from
“Wartsila 50DF,” by Wärtsilä Ship Power Technology June, 2010.
The pilot diesel injection, part of the twin fuel oil injection valve, has a needle actuated by a
solenoid which is controlled by the engine control system. The pilot diesel fuel is admitted
through a high pressure connection screwed in the nozzle holder. When the engine runs in
diesel mode, the pilot fuel injection is also in operation to keep the needle clean (WSPT, 2010).
The Wärtsilä 50DF in diesel electric marine application is especially popular for newly built
LNG carriers from South Korea; Wärtsilä has partnered with Samsung Heavy Industries to
have this engine built under license. The electric power is supplied by an electric propulsion
system similar to the systems used on modern cruise ships (WSPT, 2010). This arrangement
allows for lower fuel consumption, fuel flexibility and reduced emissions.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 27
Figure #11. Shows a dual fuel medium speed marine diesel engine. Retrieved from “Wartsila 50DF,” by Wärtsilä
Ship PowerTechnology, 2010.
DUAL FUEL SLOW SPEED MARINE DIESEL ENGINES
Figure #12. Shows a dual fuel slow speed marine diesel engine. Retrieved from “MAN B&W ME-GI Engine
Selection Guide,” by MAN Diesel and Turbo, 2010.
MAN B&W has designed a slow-speed ME-GI engine for the highly specialized LNG carrier
market; however, there may be additional applications such as coastwise shipping if the
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
refueling infrastructure exists. The design builds on experience gained from the earlier MC-GI
engines combined with the developments in the latest electronically controlled ME engines.
The MAN B&W Dual Fuel Slow Speed ME-GI Engine uses a high pressure reciprocating
compressor supplying the engine with the main gas injection while ignition is ensured by diesel
fuel injection (2010).
Page | 28
Figure #13. Shows a diagram of a dual fuel slow speed engine. Retrieved from “MAN B&W ME-GI Engine
Selection Guide,” by MAN Diesel and Turbo, 2010.
The ME engine consists of a hydraulic-mechanical system for activation of the fuel injection
and exhaust valves. The actuators are electronically controlled by an integrated engine control
system.
MAN has specifically developed both the hardware and the software in order to obtain an
integrated solution for the Engine Control System. The fuel pressure booster is a simple
plunger powered by a hydraulic piston activated by oil pressure. The oil pressure is controlled
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 29
by an electronically controlled proportional valve. The exhaust valve is opened hydraulically by
means of a two stage exhaust valve actuator activated by the control oil from an electronically
controlled proportional valve. The exhaust valves are closed by the ‘air spring’. In the hydraulic
system, the normal lube oil is used as the medium. It is filtered and pressurized by a Hydraulic
Power Supply unit mounted on the engine or placed in the engine room (2010).
Method of gas injection: The new modified parts of the ME-GI are comprised of a gas supply
pipe, a large volume accumulator on the slightly modified cylinder head with gas injection
valves and hydraulic combustion units (HCU) with electronic gas injection (ELGI) valves for
control of the injected gas amounts. There are also small modifications to the exhaust gas
receiver and the control and maneuvering system. The engine auxiliaries consist of some new
equipment such as the high pressure gas compressor supply system, including a cooler to
raise the pressure to 250-300 bar, which is the pressure required at the engine inlet.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figure #14. Diagram shows method of gas injection with a dual fuel slow speed engine. Retrieved from “MAN
B&W ME-GI Engine Selection Guide,” by MAN Diesel and Turbo, 2010.
The ME-GI fuel injection system has a normal fuel oil pressure booster which supplies pilot oil
in the dual fuel operation mode, and is connected to the ELGI valve. The control system allows
its engine to be operated in the various relevant modes: normal ‘dual fuel mode’ with minimum
pilot oil amount, ‘specified gas mode’ with injection of a fixed gas amount, and the ‘fuel only
mode’ (MAN, 2010). The liquid fuel system is arranged so that both diesel oil and heavy fuel oil
can be used.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 31
Figure #15. Shows ME-GI dual fuel slow speed engine fuel control system. Retrieved from “MAN B&W ME-GI
Engine Selection Guide,” by MAN Diesel and Turbo, 2010.
DUAL FUEL MARINE GAS TURBINES
Modern marine gas turbines are compact, efficient prime movers that function well in the
marine environment as long as they are supplied with good quality fuel. The element often
carried with low grade fuels that is of particular concern to gas turbine designers and operators
is the metal vanadium due to the high temperature corrosion issues it presents. Vaporized
LNG does not contain any vanadium and, thus, it is a very good fuel for gas turbines.
A particular advantage of using gas turbines as the prime-mover for commercial vessels,
especially when used as in gas turbine-electric power configuration, is the power plant can be
configured in a manner that will allow for increased vessel cargo space. For some vessels and
trades, the increased cargo space often mitigates the lower efficiency of the gas turbine as
compared to diesel engines. Figure 16 shows the relative efficiency of various marine prime-
movers.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 32
Figure #16. Diagram shows efficiencies and capacities of the various diesel and turbine engines discussed.
Retrieved from “MAN B&W ME-GI Engine Selection Guide,” by MAN Diesel and Turbo, 2010. The Rolls Royce MT30 dual fuel marine gas turbine raised the bar for marine gas turbine
power to weight ratio when it came to the market in 2004. The American Bureau of Shipping
and Det Norske Veritas have certified it to deliver 36MW with ambient air temperatures up to
38C and 40MW at 15C and it can be used in mechanical or electrical shipboard applications.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figure #17. Shows MT30 dual fuel marine gas turbine. Retrieved from “The MT30 Marine Gas Tubine,” by Rolls
Royce Power Engineering June, 2009.
LNG Vessels with the MT30 will have dual fuel capability primarily burning boil-off gas lost from
the vessel’s main cargo storage tanks but also capable of burning Distillate Marine A (DMA)
standard fuel when gas is not available. Rolls Royce is promoting the MT30 to a number of
shipbuilders involved in the transportation of LNG in hopes that the gas turbine will be used to
power the next generation of very large LNG carriers up to 250,000 cubic meters. The
installation of a gas turbine on deck just aft of the accommodation block will give the gas
carrier an extra 10 to 15% carrying capacity. The gas turbine has an 80% commonality with the
Trent 800 aero engine which has won a market leading 44% of the Boeing 777 program,
achieving more than five million flying hours since entering service in 1996. The MT30 gas
turbine weighs 6,346 kg and a total module weight is 27,780 kg (RRPE, 2009). Another
marine application for a dual fuel gas turbine would be on a high speed passenger ferry where
the power to weight ratio of a gas turbine is advantageous. As well, the operating pattern of the
vessel allows for frequent LNG refueling.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figure #18. A high speed passenger ferry powered by a gas turbine. Retrieved from “Fast ferry is first to use dual
fuel gas turbines,” by Passenger Ship technology, 2011.
Australia’s Incat Shipyard will be the first to build a fast ferry using gas turbines fuelled by
liquefied natural gas (LNG). The vessel is a catamaran design 99 meters in length and will
carry 1000 passengers and 153 cars at over 50 knots. The engines will use distillate when first
ignited and then will switch to LNG once the exhaust temperatures are high enough to be used
to re-gasify the LNG. GE has modified the LM2500’s fuel delivery system to accommodate
LNG (PST, 2011).
Strictly from an efficiency standpoint the best prime mover would be the slow speed diesel;
however, not all vessels have the space requirements to accommodate these physically large
engines. Some ships must use propulsion systems with better volume-to-weight and power-to-
weight ratios. Gas turbines are popular on ferry boats as they provide a large amount of power
and require very little space onboard. However, efficiency is sacrificed. Medium speed diesels
are somewhere in the middle and are found on a variety of vessels and marine applications.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Table #2. Shows diesel and turbine engine plant comparisons. Retrieved from “EM621 Advanced Marine Power
Systems,” by Professor Alan Rowan, USMMA, 2011.
POTENTIAL MARINE SYSTEMS USING LNG FUEL
There is currently a lot of discussion in the U.S. maritime community about the importance of a
strong Jones Act Fleet utilizing our coastal marine highways. The rebuilding of the Jones Act
Fleet would involve building 300-500 ships over the next 25 years (MTD, 2011).
As Jones Act vessels, they must be built in domestic shipyards and essentially use material
and equipment originating in the U.S. The economic impact of rebuilding the Jones Act fleet
would revitalize many sectors of American industry to include engineering design, mining of
ore, steel-making, shipbuilding and outfitting, thus contributing to the revitalization of our
industrial base.
These vessels would also be designed to run on natural gas, so once in operation these
vessels (coastal ships, tugboats, towboats, ferries, etc.) would become major consumers of
natural gas, reducing our dependence on imported oil, reducing our carbon footprint and
reducing highway congestion.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Tony Munoz, the Editor-in-Chief of the Maritime Executive Magazine and the MarEx
Newsletter believes that by boosting the US Maritime infrastructure, we as a nation could
begin to solve many of our economic problems. There is definitely gigantic potential in a
maritime solution if we can pull together and get it going. Munoz says in a recent article, “Op-
Ed: Rebuilding America and Creating Jobs—A Jones Act Initiative:
The U.S. maritime infrastructure is already in place and could immediately
produce millions of new jobs in shipbuilding, ship and port operations by
training new mariners and relicensing former mariners attracted by new job
opportunities.
America’s maritime resources are second to none. The U.S. has about 86,000
miles of coastline and 25,000 miles of inland waterways. The federal
government could begin a maritime renaissance by releasing the entire $6.5
billion (by year’s end) in the Harbor Maintenance Tax Trust Fund because it’s a
trust fund meant to dredge ports and inland waterways and to rehabilitate locks
along the riverways (2011).
Recent correspondence with T. Boone Pickens in June 2011 clarified his position on natural
gas (Appendix A and B). Pickens is behind the effort to expand the nation’s use of natural gas,
but his main focus is on using it with the 8 million trucks on our highways; however, he sees its
potential as a viable marine fuel as well and he promised to pass a letter I wrote him along to
Clean Energy Fuel’s team. Pickens wants everyone to become aware that we are relying too
heavily on OPEC. He wants all Americans to know that in 1970 we imported 24% of our oil.
Today it is close to 70% and growing. As a country we are essentially exporting our wealth at a
rate $700 billion per year or $1.9 billion per day. That is money taken out of our economy and
sent to foreign nations. We are putting our national security in the hands of potentially
unfriendly and unstable foreign nations. Every day 85 million barrels are produced worldwide
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 37
and America uses 21 million barrels. This equates to 25% of the world’s oil demand used by
just 4% of the world’s population (Pickens, 2011).
A company by the name of American Feeder Lines (AFL) recently placed a coastwise
container/feeder vessel into service between Halifax, Portland, Maine and Boston.
Unfortunately, this vessel is not powered by LNG due to current lack of infrastructure.
However, AFL’s CEO, Tobias Koenig, has expressed a desire to power his vessels with LNG.
Any newbuild vessel his company builds will come equipped with dual fuel diesel engines that
can burn either distillate fuel or natural gas. The company plans to build, own and operate the
first Jones Act Short Sea/Feedering container liner service in the United States (AFL, 2011)
and they have posted a schedule/routes for vessels they plan to place into service in the
future. By comparing the LNG import/export terminal map (Figure #2) and the American
Feeder Lines schedule/routes, shown below in Figure #19, it is obvious there is a very good
case to promote bunkering infrastructure in these LNG terminals in support of the Marine
Highway System.
Building a Jones Act fleet powered by LNG will not only help us environmentally by reducing
our dependence on oil, it will also help our nation to solve its economic problems, producing
millions of new jobs in shipbuilding and related operations. Not only is it a solution to the
maritime industry, it is a solution that will help our country to revive its declining economy and
the world in general. The sooner we are able to embrace it, the better for everyone.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figure #19. Shows future American Feeder Lines Short Sea/Feedering container liner service planned in the U.S.
Retrieved from “America’s marine highway report to congress,” by Department of Transportation, 2011.
America’s Marine Highways can bring significant freight congestion relief along certain
corridors. A study for the United States Department of Transportation (USDOT) estimated that
there were a total of approximately 78.2 million trailer loads of highway and rail intermodal
cargo that moved between origins and destinations 500 miles apart along the U.S. contiguous
coasts in 2003 (DOT, 2011).
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figure #20. Shows America’s marine highway corridors. Retrieved from “America’s marine highway program,”
Maritime Administration (MARAD), 2011.
ONBOARD GAS STORAGE, PREPARATION AND HANDLING EQUIPMENT
Basic functions of the shipboard LNG fuel gas system include bunkering, storage, and supply
of conditioned natural gas to the engine and related safety functions. One proposed LNG fuel
gas system would normally be delivered as two complete skids depending on the original
equipment manufacturer or OEM. The proposed LNG fuel tank skid is shown below and
includes the necessary equipment for storage, evaporation, heating and gas pressure control.
This skid is intended to supply natural gas at required pressure and temperature to the
engine’s regulating valve.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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Figure #21. Shows the basic functions of the LNG fuel gas system: storage, bunkering, and gas supply.
Retrieved from “Bunkering, infrastructure, storage and processing of LNG,” by Harperscheidt, TGE
Marine, 2011.
The other required skid is the bunkering station skid. The bunkering station skid interfaces with
both the shore filling system or bunker vessel and the onboard storage tanks. Interface points
include pipe nozzle for LNG liquid, LNG vapor return and MDO, so that bunkering of LNG and
distillate fuel can be carried out in parallel as shown in this video (http://www.tge-
marine.com/index.php?article_id=66 (TGE, 2011). The bunkering station piping assembly
includes equipment for filling the LNG fuel tanks and also includes valves for tank pressure
control and nitrogen purging functions (Harperscheidt, 2011).
The gas tight tank room contains equipment for evaporating LNG, heating of natural gas and
pressure holding. The tank room will be shaped as a prismatic gas tight room attached to the
LNG fuel tank, or may be contained in the conduit formed by the extension of the LNG fuel
tank outer shell. The interface points with the ship systems are by nozzles located on the tank
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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room exterior. Interface points with ship systems include Glycol water mixture to/from jacket
cooling water secondary circuit to heat and expand the LNG to gas. There is also an interface
point between the gas tight tank room and the gas regulating units which regulate the amount
of gas sent to the engine.
In respect to storage, one basic disadvantage of LNG is its low density. LNG takes roughly
twice the volume of fuel oil for the same energy content. The current regulatory approach is
based on self supporting tanks as defined in the International Maritime Organization and the
International Gas code: Type A (designed as ship structures) and type B (prismatic or
spherical tanks) are generally feasible for fuel gas but their requirements for pressure,
maintenance and secondary barrier raise questions that have not been solved in a technically
commercially sound way. Therefore, International Marine Organization Type C tanks (pressure
vessels) turn out to be the preferred solution for current designs. The tanks are very safe and
reliable high pressure ones, allowing for high loading rates and pressure increase due to boil
off and are easy to fabricate and install (Harperscheidt, 2011). Type C tanks are also
advantageous for LNG storage onboard because there are no restrictions on partial filling, no
secondary barrier (BLG 14 on IGF guideline), and no maintenance and no leakage history.
Also, when filling the tank, there is no need for vapor return (TGE, 2011). This type of fuel gas
system can be adapted to fit all types of vessels to include roll on roll off, roll on roll off
passenger, offshore, container and bulk carrier.
With the future use of Liquid Natural Gas as ship fuel, there will be the need for multiple
onshore LNG bunkering stations along the coasts and also LNG Bunkering ships/barges in the
busiest harbors. These bunkering options would include LNG, HFO and MDO possibly
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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simultaneously. The bunkering process in the future is expected to be controlled from the
onshore bunkering station, bunkering ship or bunkering barge. Simultaneous LNG bunkering,
cargo handling and passenger transfer is further expected to be common (Hamworthy, 2011).
The International Standards Organization (ISO) is currently starting its ISO/TC 67/WG 10 PT1
with the purpose of developing guidelines for bunkering with title “Guidelines for Systems and
Installations for Supply of LNG as Fuel to Ships.”
EPA EMISSIONS REQUIREMENTS FOR MARINE DIESELS AND NORTH AMERICAN
ECAs
The Environmental Protection Agency (EPA) and the International Maritime Organization
(IMO) emissions requirements are increasingly stringent. Marine Diesel engines are significant
contributors to air pollution in many US cities, coastal areas and harbors. On January 1, 2004,
the U.S. EPA mandated a staged reduction in particulate matter (PM) and oxides of nitrogen
plus Total Hydrocarbons (NOx + THC). The EPA’s Tier 2 regulation which went into effect in
2007 represented a 27% reduction in NOx compared to existing standards and introduced a
PM limit for the first time (EPA, 2011).
Marine Diesels in the U.S. must also meet the International Maritime Organization’s (IMO) Tier
1 emission standard. While not ratified in the U.S. until 2008, the rule is retroactive to 2000.
The IMO regulation is the method by which countries can apply emissions standards to
domestic and foreign-flagged vessels.
Over the next 5 years the EPA and IMO will implement new regulations that will drastically
reduce emissions levels from marine diesel engines.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
EPA Tier 3 – Represents a 50% reduction in PM and 20% reduction in NOx compared to
existing Tier 2 standards; the Tier 3 regulation begins to take effect in the United States in
January 2012. Page | 43
EPA Tier 4 – Will take effect in the United States in January 2014 for commercial engines with
maximum power greater than 600 KW (804 hp). The EPA Tier 4 regulation represents a 90%
reduction in PM and an 80% reduction in NOx compared to existing Tier 2 standards. In order
to achieve these significant reductions, after-treatment devices will likely be utilized. To reduce
SOx emissions, the EPA has mandated the use of Ultra-Low Sulfur Diesel (ULSD) fuel in the
marine market. Beginning in 2012 in the emissions control areas, a sulfur content of less than
15 ppm compared to 500 ppm in today’s marine diesel fuel will be set (EPA. 2011). Ultra-low
Sulfur Diesel is considered an integral requirement for most after-treatment technologies.
Table #3. Shows EPA versus IMO emissions. Retrieved from “Diesel boats and ships,” by Environmental
Protection Agency, 2011. Table # 4. Shows worldwide International Marine Organization (IMO) emissions.
Retrieved from “Diesel boats and ships,” by Environmental Protection Agency, 2011.
Also in an effort to reduce SOx emissions near U.S. Coastlines, the EPA has designated
emissions control areas (ECAs) where the use of ULSD has been mandated starting in
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
January 2012. Ships will have the alternative to fit an exhaust gas cleaning device to achieve
the SOx reductions. However, the EPA has also posed a ban on high sulfur bunker fuel to be
sold in the US for use in the ECA which would make the use of a scrubber redundant as there
would be no sulfur in the exhaust to remove (SS, 2009). Page | 44
Figure #22. Shows coastline areas where beginning in 2012 ULSD will be mandated. Reprinted from “Diesel
boats and ships,” by Environmental Protection Agency, 2011.
Natural gas as a marine fuel meets all current and future EPA and IMO emissions
requirements without costly exhaust after treatment. What this means to the vessel owner is a
simple and more cost effective solution for meeting emissions requirements.
GAS FUELED SHIPS AND GREENHOUSE GAS (GHG) EMISSIONS
There are two main sources of unburned methane in a gas engine exhausting from the engine,
the unburned methane is commonly referred to as methane slip. Although the engine efficiency
is highest at high load, the main source for the unburned gas at high load is methane
originating from the crevice volumes between the piston, cylinder head and cylinder liners. At
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 45
low load, the reduced flame envelope results in the release in higher amounts of unburned
gases (Stenhede, 2010).
Methane CH4 70-90%Ethane C2H6
0-20%Propane C3H8 Butane C4H10
Carbon Dioxide CO2 0-8% Oxygen O2 0-0.2%Nitrogen N2 0-5%
Hydrogen sulphide H2S 0-5% Rare gases A, He, Ne, Xe trace
Table #5. Shows typical composition of natural gas. Retrieved from “What is natural gas?” by Energy
Tomorrow, NaturalGas.org, 2011.
LNG, which is made up of 70-90% methane, is often highlighted as the cleanest fossil fuel
alternative when compared to diesel oil used for internal combustion engines. The cleanliness
of LNG fuel is easy to appreciate when one notes it yields 100% reductions in SOx and
Particulate Matter (PM) and 92% reduction in NOx as compared to diesel fuel. LNG also
results in a 25% reduction in CO2, a major contributor to greenhouse gas (GHG) emissions.
The net greenhouse gas (GHG) reduction is reduced when methane slip is factored in.
Most gas engines available today can be divided into two main categories: spark ignition lean
burn and dual fuel. The different engines/propulsion arrangements have varying characteristics
and levels of efficiency. The true reduction of GHG emissions in each case will depend on the
efficiency of the engine. Spark ignited lean burn gas engines can offer a net GHG reduction in
the 30% range. A dual fuel engine with, for example, a 1% methane slip may eliminate the
gains from CO2 reductions. Methane slip, or incomplete combustion of methane (CH4) in the
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cylinders, releases methane to the exhaust and in worst case scenario eliminates the gains
from CO2 reductions. CH4 is more than 20 times more harmful than CO2 as a greenhouse gas,
so it only takes a very small release to spoil the potential gains associated with using LNG
(DNV, 2009).
The tendency to release methane is usually highest when engines are operating at low loads.
The engine manufacturers are aware of this challenge and research is being carried out to
minimize the methane slip and the prospects look good. Achieving maximum reduction of
greenhouse gases from gas fueled vessels will require careful selection of engines and
arrangements that closely fit the application and modes of operation (i.e. full load or frequent
part load).
A gas/hybrid propulsion system would be a good solution, in some cases, as it would simply
shut the gas burning engine off at low load. As an example, reference the drawing of a
Wartsila Gas Hybrid Propulsion system for a tug boat below. The vessel is fitted with three 9
cylinder Wartsila 20DF engines. Two of the engines are driving the CS275 thrusters
mechanically through the PT1 upper gearbox. The third engine in the middle is driving a
generating set, the power of which can be transmitted to the CS275 thrusters via electric drive
motors fitted to the same PT1 upper gearbox. There is also an option for battery backup
(Pietila, 2011).
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Figure #23. Shows a drawing of a gas hybrid propulsion configuration. Retrieved from W TUG—full speed ahead!
by M. Pietila, Twenty- Four7. Wärtsilä.com, 2011.
The European Union (EU) and the International Marine Organization (IMO) are aiming for very
ambitious CO2 reductions in the future. Additionally, the IMO has created the first mandatory
global GHG reduction regime for the international shipping industry. The rules will apply to all
ships over 400 tons, requiring those built after 2013 to improve efficiency by 10%, rising to
20% for ships built between 2020 and 2024, and 30% for ships built after 2024 (EL, 2011). It is
essential that methane slip is further reduced in order to achieve the full potential
environmental benefits of LNG as a fuel.
ECONOMIC AND ECOLOGICAL ADVANTAGES OF GAS AS FUEL
The cost of a gas engine complete with gas fuel system is about twice as high as a diesel
engine plus fuel tank. Also, the physical installation of the LNG fuel tank onboard a ship can be
an issue – especially application on tugboats. Additional costs of SCR catalysts necessary for
diesel engines in 2016 and later represent only 25% of the additional costs of the LNG fuel
system plus storage.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
The economic case for LNG comes from the lower LNG energy price compared to the marine
diesel oil (MDO) or marine gas oil (MGO). Short Sea Shipping and Inland shipping seem to
offer an attractive case with realistic LNG price discounts of $3 to $3.6/MMBTU below diesel
fuel for a payback within 10 years and $6.3/MMBTU below diesel fuel for a payback within 5
years (RV, 2011). The bottom line then is: oil is getting scarce and natural gas prices are not
expected to rise as rapidly as oil in the future, thus improving the economics of operating LNG
fueled vessels. Switching to LNG offers significant advantages in air pollutant emissions and
the widespread use of LNG can open the door for use of biofuels such as Liquified Bio Gas
(LBG) which offers additional greenhouse gas reductions. Note: The operating costs noted
above do not reflect the added costs of operating with low sulfur fuels. Note: The operating
costs noted below do not reflect the added costs of operating with low sulfur fuels.
Page | 48
Table # 6. Shows advantages of switching to LNG. Retrieved from “LNG as marine fuel by Wärtsilä, 2010.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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CLASSIFICATION SOCIETY GUIDANCE FOR GAS FUELED SHIP CONSTRUCTION
The American Bureau of Shipping (ABS) has recently released a guide for Propulsion and
Auxiliary Systems for Gas Fueled Ships (GFS). Its objectives are to provide criteria for
arrangements, construction installation and operation of machinery, equipment and systems
for vessels operating with natural gas as fuel in order to minimize risks to the vessel, crew and
environment. Detailed requirements are addressed in each section of the guide and are
highlighted below:
Gas fuel storage systems are to be designed in accordance with Chapter 4 of the IGC
Code, as incorporated by Section 5C-8-4 of the Steel Vessel Rules, and as applicable,
the ABS Guide for Vessel Intended to Carry Compressed Natural Gases in Bulk (CNG
Guide). Gas fuel storage tank pressure, temperature and filling limits are to be
maintained within the design limits of the storage tank at all times. A Means are to be
provided to evacuate, purge and gas free the gas fuel storage tank.
Gas fuel storage tanks are to be located in a protected location. Gas fuel storage
spaces, bunkering stations, fuel gas preparation spaces and machinery spaces
containing gas utilization equipment are to be located and arranged such that the
consequences of any release of gas will be minimized while providing safe access for
operation and inspection.
Gas fuel supply piping, systems and arrangements are to provide safe handling of gas
fuel liquid and vapor under all operating conditions. Means are to be provided to inert
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 50
and gas free piping and systems. Gas fuel utilization equipment and machinery is to be
designed and arranged for the safe consumption of natural gas as fuel.
Automation, instrumentation, monitoring and control systems are to be provided to
enable safe carriage, conditioning and utilization of natural gas. The vessel and systems
are to be arranged with sufficient redundancy so as to provide continuity of electrical
and propulsion power in the event of an automatic safety shut down of fuel gas supply.
Explosion protection and fire protection, detection and extinguishing arrangements and
systems are to be provided to protect the vessel and crew from possible hazards
associated with using natural gas as fuel (ABS, 2011).
SAFETY ASPECTS OF GAS AS FUEL
There are four key components to a safety system for LNG. The first and most important safety
requirement for the industry is to contain LNG. This is accomplished by employing a primary
containment using suitable materials for storage tanks and other equipment, and by
appropriate engineering design.
The secondary containment ensures that if leaks or spills occur, the LNG can be contained
and isolated. Secondary containment systems are designed to exceed the volume of the
storage tank.
The third layer of protection minimizes the release of LNG and mitigates the effects of a
release. Systems such as gas and liquid fire detection are used for early detection in addition
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 51
to remote and automatic shut off systems to minimize leaks and spills in case of failures. The
fourth layer of protection are operational procedures. Emergency response training and
effective maintenance programs can also help to prevent hazards.
Safety zones are established around large volume LNG ships, such as LNG tankers, while
underway in U.S. waters and while moored. The safe distances or exclusion zones are based
on LNG vapor dispersion data, thermal radiation contours and other considerations. If vessel
centered LNG bunkering systems are to be employed, appropriate safety zone protocols need
to be established recognizing the reduced amount of LNG and/or CNG carried by these
relatively small vessels.
LNG also has unique handling characteristics. In order for an uncontrolled release to take
place, there must be a structural failure. LNG tanks store the liquid at an extremely low
temperature, about -256°F(-160°C), so no pressure is required to maintain its liquid state.
Sophisticated containment systems prevent ignition sources from coming in contact with the
liquid. Since LNG is stored at atmospheric pressure - i.e., not pressurized - a crack or puncture
of the container will not create a massive release of LNG and an immediate explosion.
Instead, it will result in the leakage of liquid gas which will vaporize at a rate dependent on the
source of heat in the immediate vicinity of the spilled liquid.
As LNG leaves a temperature-controlled container, it begins to warm up, returning the liquid to
a gas. Initially, the gas is colder and heavier than the surrounding air. It creates a vapor cloud
above the released liquid. As the gas warms up, it mixes with the surrounding air and begins to
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 52
disperse. The vapor cloud will only ignite if it encounters an ignition source while concentrated
within its flammability range. The flammability of methane is 5 to 15% and that auto ignition
temperature is approximately 1,000 oF. Safety devices and operational procedures are
intended to minimize the probability of a release and subsequent vapor cloud having an affect
outside the facility boundary.
If LNG is released, direct human contact with the cryogenic liquid will freeze the point of
contact. Containment systems surrounding an LNG storage tank, thus, are designed to contain
up to 110 percent of the tank's contents while in the liquid state. Containment systems also
separate the tank from other equipment. Moreover, all facility personnel must wear gloves,
face masks and other protective clothing as a protection from the freezing liquid when entering
potentially hazardous areas.
When LNG supplies of multiple densities are loaded into a tank one at a time, they do not mix
at first. Instead, they layer themselves in unstable strata within the tank. After a period of time,
these strata may spontaneously rollover to stabilize the liquid in the tank. As the lower LNG
layer is heated by normal heat leak, it changes density until it finally becomes lighter than the
upper layer. At that point, a liquid rollover would occur with a sudden vaporization of LNG that
may be too large to be released through the normal tank pressure release valves. At some
point, the excess pressure can result in cracks or other structural failures in the tank. To
prevent stratification, operators unloading a LNG ship measure the density of the cargo and, if
necessary, adjust their unloading procedures accordingly. LNG tanks have rollover protection
systems which include distributed temperature sensors and pump-around mixing systems.
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 53
LNG is less dense than water, so if it were released on water it would float and then vaporize.
If large volumes of LNG are released on water, it may vaporize too quickly causing a rapid
phase transition (RPT). Water temperature and the presence of substances other than
methane also affect the likelihood of an RPT (Foss, 2006). An RPT can only occur if there is
mixing between the LNG and water. This includes seawater so if there is a spill during
bunkering, it could produce a flammable blast large enough to damage lightweight structures
and injure personnel. This is particularly a concern on onboard passenger vessels and cruise
ships where large numbers of passengers are in close proximity to the bunkering operation.
CONCLUSIONS
The use of LNG as a marine fuel reduces carbon emissions by 25 percent, nitrogen oxides
(NOx) by 92%, Sulfur oxides (SOx) by 100 percent, particulate matter by 100 percent. The
environmental benefits are very clear. The economic case is also clear due to the lower energy
price of LNG when compared to MDO or MGO. Capital costs for an LNG propulsion system
could be almost double, but the return on investment will be from the fuel cost savings over the
lifecycle of the vessel. Fueling coastal and inland commercial vessels with LNG or CNG will
also reduce the nation’s dependence on imported oil.
New discoveries of Shale gas in the United States have solved the supply issue. The potential
for the bridging the LNG infrastructure exists. There are already thirteen LNG import terminals
in the United States. Shell has recently partnered with Wartsila to bring LNG to North American
marine customers starting with the Gulf Coast. Companies such as Hamworthy, TGE Marine,
Linde Group and Clean Energy Fuels are eager to support new LNG marine infrastructure
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 54
projects. Cheniere Energy Partners plans to add liquefaction capability to export LNG from
their Sabine Pass plant by 2015. This puts LNG liquefaction right in the Gulf of Mexico.
Internal combustion engines can burn natural gas just as easily as any other fuel. In fact LNG
is a cleaner burning fuel so the engine maintenance costs are lower. There is also a wide
range of marine technology making the consumption of natural gas as a marine fuel a reality.
International prime-mover and propulsion system manufactures such as Wartsila, MAN, and
Rolls Royce as well as U.S. engine manufactures such as Caterpillar, Cummings, and General
Electric offer dual fuel and natural gas propulsion solutions to meet any power requirement.
The fear that once accompanied transporting liquid natural gas is unfounded. Natural gas is
flammable but so are all fuel sources. If they were not flammable they could not be considered
a fuel source! Natural gas in a cryogenic state is liquid, but it is not pressurized and cannot
ignite without first vaporizing and finding an ignition source. This is no different than any other
fuel. LNG has been safely transported and burned as fuel in the marine industry for over a half
century. The widespread use of LNG as a marine fuel can be safely accomplished with
appropriate designs and with the appropriate training and implementation strategies. As a
result, the USA and the world will be able to enjoy the benefits of a cleaner fuel and reduced
air pollution and help wean itself off of oil as a transportation fuel.
The world has already begun the transition to make LNG a viable marine fuel. In the United
States, there is still quite a bit of missing bunkering infrastructure that will need to be built
before LNG or CNG can be used; however, its abundant supply makes it the natural choice as
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 55
a fuel of the future for the marine industry in general and the U.S. in particular. It looks as
though Shell, Clean Energy Fuels and others will play a role in building LNG infrastructure here
in the U.S. which is great. This is an exciting time as the road to Energy Independence has
begun and this paradigm shift may be the spark our economy needs. The necessity of moving
forward with this transition is obvious. Let’s get moving!
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Page | 56
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APPENDIX A
June 24, 2011
Dear Mr. Pickins,
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
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I fully support your efforts to expand the nation's use of natural gas as an alternative to
imported oil. I would like to take this opportunity to give you a suggestion for fostering your
goals to wean the nation off oil and stop the nation from being bled of its wealth.
As an introduction, I am a 1997 graduate of the United States Merchant Marine
Academy with a degree in Marine Engineering and I am presently a student in the Academy's
Master of Science in Marine Engineering program. My professional career includes 10 years
sailing as a shipboard Marine Engineer aboard commercial vessels and 5 years ashore
working in Technical Advisory capacity with Hornbeck Offshore Operators. As part of my
graduate studies, I am working on a thesis addressing the bunkering (refueling) of vessels with
LNG. As a result of my thesis work, I have become a member of the ISO TC67 WG10 which is
an International Standards Organization Work Group for the Oil and Gas industry to
standardize procedures and equipment associated with using LNG as fuel to ships.
The Norwegian classification society (Det Norske Veritas) has taken the lead on this
work. Norway has over 20 vessels in coastwise shipping service using LNG as fuel with
another 10 vessels on order. In addition, my work has put me in contact with numerous marine
industry people who have an interest in using LNG as a marine transportation fuel and in short
sea shipping. As a result of the knowledge I gained through my studies and my general
appreciation for the dire economic straits of our nation, I believe I have an idea for
accomplishing your goals of using natural gas in lieu of imported oil as a transportation fuel
and concurrently increasing the nation's industrial activity.
The idea is to rebuild the nation’s Jones Act coastal and inland fleet with new LNG
fueled vessels (some could be fueled by CNG) and establish the infrastructure to easily and
conveniently fuel these vessels. As Jones Act vessels, they would have to be built in domestic
shipyards and essentially use material and equipment originating in the U.S. The economic
impact of rebuilding the Jones Act fleet includes many sectors of American industry from
engineering design, to mining of ore, to making of steel, to building ships, to outfitting ships.
Once in operation, these vessels (coastal ships, tugboats, towboats, ferries,etc.) would
become major consumers of natural gas and reduce our dependence on imported oil.
As my thesis advisor reminded me, most of the developing countries of the 20th
Century (Japan, Korea, China, etc.) started their industrial growth by building ships. We are
now at a point where we must reinvigorate our industrial base. In my opinion, you with your
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
national influence could be the catalyst for invigorating the U.S. economy by rebuilding the
Jones Act fleet and significantly increasing the use of natural gas as a transportation fuel. I
believe with appropriate tax incentives and encouragement from our Washington leadership,
private industry would make the necessary investment and we, as a nation, would be the
winners. Page | 63
Respectfully,
Edward J. Eastlack Hornbeck Offshore Operators, LLC "Service with Energy" 103 Northpark Blvd, Suite 300 Covington, LA, 70433 Mobile.: +1 504.432.2785 Office: +1985.624.1207 Mail: [email protected] Home: www.hornbeckoffshore.com v9699EvOl0c
NATURAL GAS: A VIABLE MARINE FUEL IN THE US by EASTLACK, E.
Appendix B
Page | 64
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