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Natural gas for ship propulsion in Denmark

Contents

Preface

Summary and conclusions

Sammenfatning

1 Introduction

• 1.1 Reduction of emissions to air from ships
• 1.2 What is natural gas and how could it be used in shipping?
  • 1.2.1 Transport of natural gas
  • 1.2.2 Liquefaction plant for LNG
  • 1.2.3 Description of CNG compression plant
  • 1.2.4 Liquid compressed natural gas (LCNG) facility
• 1.3 Energy Requirements for processing LNG & CNG
• 1.4 The biogas option

2 Experiences with ships

• 2.1 Natural gas as LNG or CNG in ships
  • 2.1.1 The space consideration
• 2.2 Technologies for supplying gas propulsion
  • 2.2.1 Engines suppliers
  • 2.2.2 LNG propulsion in ships
  • 2.2.3 LNG storage onboard
  • 2.2.4 CNG propulsion technology in ships
  • 2.2.5 CNG storage onboard
  • 2.2.6 LNG bunkering configuration in Norway
• 2.3 Distribution of LNG
  • 2.3.1 Current LNG infrastructure
    • 2.3.1.1 LNG production plants
    • 2.3.1.2 Downstream distribution of LNG
    • 2.3.1.3 LNG import and export terminals in Europe
    • 2.3.1.4 Transportation of LNG
    • 2.3.1.5 Downstream distribution
    • 2.3.1.6 LNG tanks on quay
  • 2.3.2 Distribution of CNG
• 2.4 Biogas as a contributing alternative
• 2.5 Summary and conclusions

3 Substituting with natural gas in shipping in Denmark

• 3.1 The setting in Denmark – what is the potential?
  • 3.1.1 Identifying large fuel consumers - ferry routes and major ports
  • 3.1.2 Ferries calling Danish ports
    • 3.1.2.1 Ferries with Danish registered company or flag
    • 3.1.2.2 Ferries with foreign ownership or other flags
• 3.2 Estimation of potential in short sea shipping
  • 3.2.1 The number of ports in short sea shipping
  • 3.2.2 The number of vessels
• 3.3 Scenarios for natural gas conversion
  • 3.3.1 Defining the scenarios
  • 3.3.2 Scenario 1 – the “maximum”
  • 3.3.3 Scenario 2 “many ferries – few cargo ports and ships”
  • 3.3.4 Scenario 3 “few ferries – many cargo ports and ships”
  • 3.3.5 Scenario 4 “Reduced scenario”
• 3.4 Summary on the potential for conversion in Denmark

4 Emissions to air

• 4.1 Reduction of emissions
• 4.2 The potential in Denmark
• 4.3 Comparison of reductions achieved in Scenarios 1 and 4
• 4.4 Emissions of greenhouse gasses
• 4.5 Summary and conclusion on emissions

5 Synergies with land transport

• 5.1 Overview
• 5.2 Experience with natural gas in land transport
  • 5.2.1 Natural gas as a fuel in Denmark
  • 5.2.2 Natural gas as a fuel in Italy
  • 5.2.3 Natural gas as a fuel in Germany
  • 5.2.4 Natural gas as a fuel in Sweden
• 5.3 Sector’s view on natural gas as fuel
  • 5.3.1 Hauling
  • 5.3.2 Road person transport
  • 5.3.3 Railways
  • 5.3.4 Manufactures
• 5.4 Synergies in transport using natural gas as fuel
  • 5.4.1 General synergetic effects
  • 5.4.2 Specific synergetic effects
• 5.5 Contributing parties
• 5.6 Summary of synergies

6 Operational consequences

• 6.1 Experience using natural gas fuelled ships in Denmark
  • 6.1.1 CNG experiences
  • 6.1.2 LNG experiences
• 6.2 Regulator and legislation
• 6.3 Vessel safety
• 6.4 Supply chain
  • 6.4.1 CNG supply chain
  • 6.4.2 LNG supply chain
• 6.5 Bunkering operation
  • 6.5.1 LNG bunkering facilities
  • 6.5.2 Truck to ship
  • 6.5.3 Ship to Ship
• 6.6 Natural gas engines
  • 6.6.1 Using diesel engines
  • 6.6.2 Dual fuel systems
  • 6.6.3 Natural gas engines
  • 6.6.4 Summary of experiences

7 Logistical challenges and barriers

• 7.1 Experiences
• 7.2 Security of supply of natural gas compared to crude oil
• 7.3 Information on risks associated with LNG and CNG
  • 7.3.1 Risk assessment
    • 7.3.1.1 Risks originating from the storage facility
    • 7.3.1.2 Risks related to supply activities
    • 7.3.1.3 Risks associated to fuelling activities
    • 7.3.1.4 Risks associated to external impact on the storage facility
    • 7.3.1.5 Risks related to collision involving a LNG/CNG fuelled vessels
  • 7.3.2 Previous accidents – lessons learned
  • 7.3.3 General risk reducing measures
  • 7.3.4 Conclusions on Risk Assessment
• 7.4 Barriers to the use of natural gas
  • 7.4.1 Technical challenges
  • 7.4.2 Supply chain and bunkering
  • 7.4.3 Political-administrative barriers
  • 7.4.4 Economic barriers
  • 7.4.5 Summary of barriers

8 Economic analysis

• 8.1 Summary of findings
• 8.2 Business case for natural gas
  • 8.2.1 Investments in ports
  • 8.2.2 Investments in ships
  • 8.2.3 Expected fuel cost savings
  • 8.2.4 Result of the business case
  • 8.2.5 Sensitivity analysis of Scenario 4

9 Conclusions

10 References

11 Appendices

• 11.1 APPENDIX 1: Natural gas and processing plants
  • 11.1.1 What is natural gas?
    • 11.1.1.1 LNG supplied by ships
    • 11.1.1.2 LNG produced from pipeline gas
    • 11.1.1.3 CNG produced from pipeline gas
    • 11.1.1.4 CNG supplied by ships
  • 11.1.2 Description of a LNG liquefaction plant (Ramboll Oil and Gas)
    • 11.1.2.1 LNG liquefaction plant supplied by LNG carriers
    • 11.1.2.2 LNG liquefaction plant supplied by pipeline gas
  • 11.1.3 Description of CNG compression plant (Ramboll Oil and Gas)
    • 11.1.3.1 CNG compression plant supplied by pipeline
    • 11.1.3.2 Liquid compressed natural gas facility (LCNG)
  • 11.1.4 References
• 11.2 APPENDIX 2: Basic gas engine and distribution information
  • 11.2.1 LNG propulsion in ships
  • 11.2.2 LNG storage onboard
  • 11.2.3 CNG propulsion technology in ships
  • 11.2.4 CNG storage onboard
  • 11.2.5 Bunkering configuration in Norway
  • 11.2.6 Fuel cells on ships
  • 11.2.7 Regulations
  • 11.2.8 Distribution of LNG
    • 11.2.8.1 Current LNG infrastructure
    • 11.2.8.2 LNG production plants
    • 11.2.8.3 Downstream distribution of LNG
    • 11.2.8.4 LNG import and export terminals in Europe
    • 11.2.8.5 Availability of LNG
    • 11.2.8.6 Transportation of LNG
    • 11.2.8.7 Downstream distribution
    • 11.2.8.8 LNG tanks on quay
  • 11.2.9 Distribution of CNG
  • 11.2.10 References
• 11.3 APPENDIX 3: Economics of LNG (DNV)
  • 11.3.1 Economics of LNG distribution
  • 11.3.2 References
• 11.4 APPENDIX 4: Risks associated with CNG and LNG
  • 11.4.1 Individual risk and societal risk
  • 11.4.2 Risk Acceptance Criteria (RAC)
  • 11.4.3 ALARP
  • 11.4.4 Risk assessment
  • 11.4.5 Risks originating from the storage facility
  • 11.4.6 Risks related to supply activities
  • 11.4.7 Risks associated to fuelling activities
  • 11.4.8 Risks associated to external impact on the storage facility
  • 11.4.9 Risks related to collision involving a LNG/CNG fuelled vessels
• 11.5 APPENDIX 5: Fuel consumption in ferries and short sea shipping
  • 11.5.1 Estimation of fuel consumption
  • 11.5.2 Ferries calling Danish ports
    • 11.5.2.1 Ferries 0-499GT
    • 11.5.2.2 Ferries 500-9,999GT
    • 11.5.2.3 Ferries above 10,000GT
    • 11.5.2.4 Including ferries with foreign ownership or other flags
    • 11.5.2.5 Summary on ferries
  • 11.5.3 Estimation of potential in short sea shipping
    • 11.5.3.1 The number of ports in short sea shipping
    • 11.5.3.2 The number of vessels
    • 11.5.3.3 Data for ferries
    • 11.5.3.4 Short sea shipping data
  • 11.5.4 References
• 11.6 APPENDIX 6: Emissions to air
  • 11.6.1 Reductions achieved in Scenario 1
  • 11.6.2 Reductions achieved in Scenario 2
  • 11.6.3 Reductions achieved in Scenario 3
  • 11.6.4 Reductions achieved in Scenario 4

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Version 1.0 November 2010, © Danish Environmental Protection Agency