Aspects of Using LNG as a Marine Fuel

Abstract

The paper presents a probe of LNG usage analysis as a marine fuel. The restrictions of harmful substances emission to atmosphere from marine engines, especially in controlled emission areas (ECA and SECA areas) of nitrogen oxides and sulfur oxides, forces the engine makers to use additional installations, which operation may fulfill the cleanness requirements of exhaust gases. The option is a usage such marine fuels which fulfill the requirements without any cleaning processes. Such fuels are gaseous fuels, especially liquid natural gas (LNG) or compressed natural gas (CNG). It was undertaken many tests for determination the conditions of safety bunkering, storage on board, preparation and supplying the fuel to the engine and realization of working process. About dozens merchant ships were applied LNG as a fuel. There is enough experience for spreading the LNG usage. The basic problem is still the limited network of LNG distribution in ports. The next one is the conviction of shipowners that is no return from transition to the LNG or CNG fuelling. In the end it may occurred to the double beneficial situation that the fuel costs would be decreasing and simultaneously the improvement of exhaust gases quality (the restriction of negative effects for the natural environment).

Comparison of Reduction Systems of Harmful Substances into the Atmosphere in Accordance to Requirements of IMO Tier III

“…Research conducted by specialists i.e. from Lloyd Register proves the possibility to use SMR reactor on cargo ships, however, to apply this solution on a wide range, an update of actual guidance and regulations is needed [2,6].…”

Cost-Benefit Evaluation on Promising Strategies in Compliance with Low Sulfur Policy of IMO

“…Annual emission of a pollutant (tons/year) = HSFO emission coefficient (g/kWh) × marine main engine power (kW) × full-speed running time (h/year) × 10 −6 (11) where emission coefficient represents the pollutant emitted (g) from a main diesel engine power (kW) multiplied by running hours (h), the value varies with the application of HSFO or VLSFO [47,48]. If the HFSO is replaced by VLSFO, the emission coefficient of SOx decreases from 13 g/kWh to 2 g/kWh.…”

“…Emission coefficients (g/kWh) of different pollutants emitted from burning HSFO or VLSFO. Source: plotted by authors based on data of[47,48].…”

Design of Independent Type‐B LNG Fuel Tank: Comparative Study between Finite Element Analysis and International Guidance

“…In addition, bunkering is an essential system in ships and should be considered a major factor in tank design. Accordingly, the importance and risk of bunkering have been reported [34,35]. For calculating fatigue caused by loading and unloading, a bunkering case was de ned with respect to LNG bunkering under normal operating condition.…”