lng powered что это
Что такое LNG (СПГ) 56
Сжиженный природный газ (СПГ, анг. LNG — Liquefied natural gas) — это природный газ, искусственно сжиженный путем его охлаждения до температуры минус 162 °С. При этом объем газа уменьшается в 600 раз.
На практике это означает, что LNG занимает объем в 3 раза меньший, чем такой же объем природного газа в сжатом состоянии (обычно при давлении 20 МПа). Это ощутимо сокращает затраты на хранение и транспортировку LNG, представляющего собой криогенную жидкость с температурой кипения минус 162…167 °С при атмосферном давлении 106…110 КПа и плотностью 420…440 кг/м3 в зависимости от давления хранения и состава.
ПРЕИМУЩЕСТВА ПРИРОДНОГО ГАЗА (LNG)
Прогрессивное, перспективное направление
Универсальность
Финансовая выгода, энергоэффективность
Безопасность
Производство и сбыт сжиженного природного газа (СПГ) LNG.
Сжиженный природный газ производится на специальных установках по сжижению, после чего возможна его транспортировка в криогенных емкостях — морскими танкерами или цистернах для сухопутного транспорта. Это позволяет газифицировать районы, удаленные от магистральных, распределительных газопроводов. Поэтому, автономное газообеспечение с использованием LNG является прогрессивным направлением и имеет широкие перспективы применения, особенно в горных районах.
LNG — может быть, как самостоятельный промышленный продукт, так и форма транспортировки природного газа. Добытый в месторождениях газ на специальных предприятиях или установках сжижается путем охлаждения до экстремальных температур, а затем транспортируется к терминалам по регазификации LNG, где вновь преобразуется в газообразную форму для поставки конечному потребителю по трубопроводам.
В мире широко применяются данные технологии в связи с трудностями создания межконтинентальных магистральных трубопроводов для транспортировки газа.
Особенности LNG
Из всех углеводородных источников энергии природный газ чище практически всех видов топлива, что немаловажно при сложившейся экологической обстановке в мире. Если сравнивать его с углем, то при получении одной единицы энергии из угля в атмосферу выделяется на 67% больше CO2, чем при сжигании эквивалентного количества природного газа.
Отсутствует образование золы и сажи, поэтому, к примеру, в отличие от угольной генерации, перед электростанциями на природном газе не стоит проблема утилизации отходов, оставшихся после сжигания топлива.
В продуктах сгорания регазифицированного LNG содержится меньше окиси углерода и окиси азота, чем в природном газе. Это происходит из-за лучшей очистки при производстве. Так, в сжиженном природном газе отсутствует сера (она удаляется перед процедурой сжижения), что также является важнейшим позитивным фактором при оценке экологических свойств LNG. Низкое содержание вредных веществ в продуктах сгорания позволяет резко снизить вред, наносимый окружающей среде.
Прогнозы рынка LNG
По мнению экспертов мирового энергетического гиганта Shell доля экологическ и чистых источников энергии в обеспечении глобального спроса на энергоносители будет только расти, в частности и потому, что будет крепнуть и расширяться движение за принятие мер против изменений климата. Специалисты компании уверены, что к середине нынешнего века до 30% потребляемой в мире энергии может производиться за счет возобновляемых источников — ветра, солнца, т.д. (на сегодня это лишь 12%).
В абсолютных значениях это означает, что производство энергии из возобновляемых источников вырастет более чем на 300%. Однако и тогда на долю ископаемых видов топлива будет приходиться примерно две трети потребляемой в мире энергии.
Природный газ будет играть важную роль в решении проблем энергообеспечения в будущем, так как является экологически чистым и доступным потребителю топливом, а запасы его в мире поистине огромные.
Особое место в решении проблем растущего глобального спроса на энергоносители отводится именно сжиженному природному газу.
LNG powered shipping fleet could double this decade
The world’s first Very Large Containership fueled by LNG left the shipyard of Hyundai Samho Heavy Industries earlier this month to be delivered to Singapore’s Eastern Pacific Shipping, one of the world’s biggest ship owners. This is just the crest of what could become a wave of LNG-powered ships in the future. One big event this year that got lost in the noise around the coronavirus pandemic was the entry into effect of new, lower-emission fuel requirements drafted by the International Maritime Organisation. Refiners had been preparing for the IMO 2020 emission rules and so had LNG producers, ramping up their capacity in anticipation of this new source of demand. And then the pandemic exploded and crushed demand for all and any fuels.
Yet long-term trends continue: in February this year, SEA-LNG, a multi-industry body, said that LNG-fuelled ships on order had risen by 50 percent in 12 months. The organization noted LNG’s role in the transition from fossil fuels to renewables and the growth in LNG supply infrastructure across global ports. Now, an LNG industry insider has said that the global LNG-powered ship fleet is set to double over the next ten years.
There are 80,000 registered ships globally, Reuters reported earlier this week, but fewer than 400 of them are powered by LNG. That’s a drop in the bucket. But by 2030, the number of LNG-powered ships could rise to 1,000, according to the head of global LNG bunkering at Petronas, Malaysia’s state energy company.
Besides Europe, which is already a leader in using LNG as bunkering, Malaysia and Singapore will also see demand for the cleaner fuel rise over the next years.
“Malaysia and Singapore share the same marine traffic. There are more than 80,000 transits in the Malacca Strait alone every year, so this is a huge market to serve,” Mohd Rafe Mohamed Ramli said at an industry event.
He added that price, as well as emission standards, will be the driving force behind this increase. That may not be what some higher-cost LNG producers want to hear right now, but indeed the price of the superchilled fuel is seen as critical to the long-term demand for it.
At the Gastech Virtual Summit last week, both sellers and buyers agreed that if LNG is to play a starring role in the transition from high to low emissions the price has to be right, Petroleum Economist’s Alex Forbes reported, citing industry insiders. The biggest opportunity for LNG in this play is as a replacement for coal in Asia. But this replacement will only happen if LNG is cheap enough.
The same seems to be true for long-term demand from the shipping sector. The CMA CGM Tenere—the LNG-fueled VLC ordered by Eastern Pacific Shipping—is the first in a batch of six very large containerships to be built by Hyundai Samho Heavy Industries for the Singaporean shipping company. The first is to be chartered by French container shipping firm CMA CGM. The rest – by BHP Billiton. More will follow as shippers are left with few options to comply with the new emission rules: low-sulfur fuel oil, sulfur scrubbers, or LNG. With a lot of new capacity coming on stream in LNG, chances are prices may stay comfortably low for long enough to motivate even more LNG-powered vessel orders.
Not everyone is happy with that, however. A report by an environmental think tank published early this year warned that LNG is actually dirtier than diesel fuel because of the methane it emits. Indeed, methane is a much more potent greenhouse gas than carbon dioxide, but it dissipates much more quickly once released into the atmosphere, which makes it effect much more short-term.
Despite such opposition, more and more companies are getting onboard the LNG ship, not least to demonstrate they are, too, becoming more environmentally conscious. BHP Billiton, the mining giant, is a case in point. The world’s top miner has chartered five LNG-powered bulk carriers from Eastern Pacific Shipping to transport iron ore from Australia to China.
“When these vessels deliver in 2022, they will be the cleanest and the most efficient in the entire dry bulk shipping fleet,” the chief executive of the Singapore-based shipping company said in comments on the news reported by the Financial Times. EPS is adding LNG-fueled ships across its fleet in anticipation of the coming demand.
Could someday all or most of the world’s shipping industry operate using LNG-powered ships? It is a distinct possibility, especially given the speed of progress in battery-powered vessels. Opposition will remain, no doubt, and even likely intensify. But so will demand for a cleaner-burning fuel to replace diesel. For the LNG production industry, then, shipping could become an important source of revenue in the not too distant future.
“LNG is and will remain a high-growth industry based on a growing economy worldwide, particularly in Asia, with a desire for secure, affordable, and cleaner-burning fuels,” a senior Cheniere executive told the attendants of this year’s virtual Gastech conference. Quite a bit of that demand could come from the changing shipping industry.
Why are we building gas-powered ships?
By Calum Watson
BBC Scotland News website
The two new ferries still being built in Port Glasgow have been making headlines for all the wrong reasons.
Glen Sannox and «hull 802» are the first UK-built ships capable of running off liquefied natural gas, or LNG, as well as conventional diesel.
They were once hailed as a step towards a greener future for Scotland’s state owned CalMac ferry fleet.
But they are three years late, ВЈ100m over budget and have dragged Scotland’s last commercial Clyde shipyard into administration, prompting nationalisation. And some have questioned just how «eco-friendly» they really are.
If you cool this gas to minus 162C it turns into a liquid occupying only 1/600th of its original volume.
This Liquefied Natural Gas (LNG) is much easier to transport and can be used as a portable fuel for ships or even trucks and cars.
But it is still a fossil fuel that produces carbon dioxide when burned.
A ‘bridge’ fuel on the journey to zero emissions?
Advocates of LNG argue it’s less harmful to the environment than traditional marine fuels such as oil or diesel.
LNG engine manufacturers say they produce up to 30% less carbon dioxide than diesel equivalents.
But that doesn’t take into account greenhouse emissions during extraction and transport of the gas.
The LNG for CalMac’s new ships first has to make an 8,000-mile journey by sea, arriving at the Isle of Grain terminal on the Kent coast.
It will then travel a further 460 miles by road tanker to Ardrossan in North Ayrshire or more than 600 miles to Uig on the Isle of Skye.
Together, the two ships would require between four and six road tanker loads of LNG a week.
CMAL, the government-owned agency which owns the ships used by CalMac, says the latest engines minimise methane slip.
It also hopes Scotland will eventually have its own bulk LNG storage capacity, which would improve the overall carbon footprint.
NOx, SOx and other nasties
While the greenhouse emission benefits of LNG can be debated, when it comes to air quality there are clear benefits.
These can contribute to global warming indirectly, but the main concern is their link to respiratory diseases and cancers.
Using LNG dramatically cuts NOx emissions and almost eliminates SOx pollution.
New legally-binding regulations, known as IMO 2020 kicked in on 1 January, requiring marine diesel to contain less than 0.5% sulphur.
Scottish ferries have been using low sulphur fuel for years so they’re already IMO 2020 compliant, but LNG offers further air quality improvements.
Is it a technically-difficult fuel to use?
The bulk tankers that transport LNG across the seas have been using it as a fuel for decades.
Even with powerful refrigeration, a small amount of LNG turns back to gas while it is being transported.
Shipping firms learned they could save money by burning this boil-off gas (or Bog as it’s known) to drive their ships’ steam turbines.
Since 2003 the Finnish firm Wartsila has been selling dual-fuel marine engines that can run off LNG directly, switching seamlessly back to diesel when required with no impact on performance.
This is the system used on CalMac’s new ferries.
But while the technology isn’t particularly new, it does pose extra design challenges compared to an all-diesel vessel.
While the technology has been around for some time, CalMac’s new ferries are the first to be built in the UK. Design decisions have to be approved by insurers and regulators.
The Scottish government plans to spend ВЈ5m on new LNG bunkering facilities at Ardrossan and Uig.
What about ‘future fuels’ like hydrogen?
There are currently several hundred LNG-powered ships in use or under construction worldwide, and that figure is rising rapidly.
But in the face of a «climate change emergency» some argue we should be looking at more radical zero-emission solutions such as hydrogen.
Before the ferry fiasco dragged it into administration, Ferguson Marine had teamed up with the University of St Andrews and others to develop a prototype hydrogen-powered ship.
The plan was to build a small ferry for the five-mile route in Orkney between Kirkwall and Shapinsay.
Elsewhere, the Norwegian firm Norled is already building the world’s first hydrogen ferry, due to be operating in the fjords in late 2021.
Hydrogen could work well for island communities like Orkney which have plenty of renewable energy sources.
The cleanest way of obtaining the gas is by splitting water molecules using electrolysis, a process which requires electricity.
For short routes, hydrogen could be carried on a ferry in compressed form rather than as a liquid.
Battery-powered ships
The world’s first all-electric ferry, MV Ampere, began operating on a short route in Norway six years ago.
In the summer of 2019, the 197ft (60m) long all-electric «Eferry» Ellen went into service in southern Denmark, and can travel 25 miles (40km) between charges.
CalMac already operates the world’s first seagoing diesel/electric hybrid ferries (three small ships, all built on-time and on-budget at Ferguson shipyard).
They run for 40% of the time on battery power, before having to switch to diesel generators. The batteries are recharged from the mains overnight.
The main constraint is the weight of the batteries (more batteries, less cargo) and concerns over how long the batteries will last before they need replacing.
At the moment it is only an option for short routes, but as technology advances, battery-power looks set to become more common, either on all-electric ships or in hybrid systems.
Other «future fuels» such as hydrogen and ammonia are developing rapidly but it is early days for these technologies.
One ferry user group has suggested as an interim solution we should look at conventional diesels coupled with fuel-efficient hull designs like catamarans.
The world’s shipping industry seems to view LNG as a sensible, well-tested option. A recent study predicted that by 2025 60% of shipbuilding orders would involve LNG.
10 Noteworthy LNG-Powered Vessels
LNG, termed as the fuel of the future, is also growing in popularity as a marine fuel. Studies have shown that LNG reduces Nitrogen Oxide (NOx) emissions by about 90 per cent while Sulphur Oxide (SOx) and particulates emissions are negligible. LNG engines also reduce CO2 emissions by 25 to 30 percent in general, compared to diesel or heavy fuel oil powered vessels.
With the present market value of LNG in commercially viable regions such as the US and Europe, LNG could be offered at a competitive price when compared to heavy fuel oil or HFO and even more attractive when compared to the low-sulphur gas oil, as fuel on ships.
Considering the importance of LNG as marine fuel, almost all major shipping companies have already launched LNG powered commercial vessels, while others are also preparing for the same.
Let’s take a look some of the important noteworthy LNG powered vessels which are either launched or under development.
1. Creole Spirit – World’s Most Efficient LNG Ship
Creole Spirit is Teekay’s first M-type, Electronically Controlled, Gas Injection (MEGI)-powered LNG vessel. The ship uses two stroke engine technology provided by MAN Diesel – the MEGI propulsion system which consumes only 100 tonnes of fuel consumption as opposed to the Dual Fuel Diesel Electric systems consuming 125-130 tonnes daily.
Apart from the engine, the reduction in the number of cylinders requiring overhaul, the reduction in the size of the complex electrical systems and the introduction of a passive partial reliquefaction system contribute towards improving the overall efficiency and reducing cost, making it world’s most efficient LNG ship with lowest unit freight cost.
Creole Spirit is on charter contract with Cheniere and is expected to enter service early 2016.
2. Isla Bella – World’s First LNG Powered Containership
Owned by TOTE, in partnership with General Dynamics NASSCO, Isla Bella proudly flaunts the title of World’s First LNG-powered Containership. She is also the first of two Marlin class containerships and the largest LNG-powered dry cargo ship.
The Jones Act-qualified ship is equipped with Daewoo Shipbuilding & Marine Engineering (DSME)’s patented LNG fuel-gas system and is also the world’s first ship to be powered by a MAN ME-GI dual-fuel, slow-speed engine. This engines dramatically decrease NOx emissions by 98 percent, SOx by 97 percent, and carbon dioxide by 72%, making the ship the greenest vessel of its size. Not only does she feature a ballast water treatment system, but is also capable of burning diesel when needed, thereby further reducing the air-polluting emissions.
Isla Bella will soon be accompanied by her sister vessel Perla del Caribe, in first quarter of 2016.
3. World’s First LNG Powered Cruise Ships
Carnival Corporation has ordered four LNG-powered cruise ships, two of which would join the AIDA Cruises fleet. The construction will be carried out at Meyer Werft and Fincantieri S.p.A shipyards.
The four new ships will also feature a revolutionary “green cruising” design. The ships will be the first in the cruise industry to be powered at sea by Liquefied Natural Gas (LNG) — the world’s cleanest burning fossil fuel, representing a major environmental breakthrough.
Image for representation purpose only ; Credits: Chargarther/wikipedia.org
Based on Carnival Corporation’s innovative new ship design, each of the four next-generation ships will have a total capacity of 6,600 guests, feature more than 5,000 lower berths, exceed 180,000 gross tons and incorporate an extensive number of guest-friendly features. The ships will be the first in the cruise industry to use LNG in dual-powered hybrid engines to power the ship both in port and on the open sea. LNG will be stored onboard and used to generate 100 percent power at sea, producing another industry-first innovation for Carnival Corporation and its brands. Using LNG to power the ships in port and at sea will eliminate emissions of soot particles and sulfur oxides.
The expected delivery of these four cruise ships is between 2019-2022.
4. World’s Largest LNG Powered RORO Ferry
The world’s largest LNG Powered RORO Ferry has been ordered by Australian shipowner, SeaRoad and is under construction at Flensburger-Schiffbau-Gesellschaft (FSG) yard in Germany. At 181m, it will be the largest RoRo ferry with LNG propulsion and the first vessel of this type built by FSG. A comprehensive RoRo cargo access equipment package including two stern ramps/doors, one ramp cover, one access ramp and two pilot/bunker doors, along with installation services will be delivered by MacGregor, part of Cargotec.
FSG says that the vessel will boast a particularly flexible cargo carrying capability and will be able to accommodate containers, including reefer units, trailers, cars and hazardous cargo as well as livestock. Delivery is scheduled for the third quarter of 2016.
5. Rem Eir – World’s Largest LNG Powered Platform Supply Vessel
Rem Eir, the world’s largest LNG powered vessel has been built at Kleven Vreft shipyard and is owned by Remøy Shipping. It has been Designed by Wärtsila Ship Design. With a length of 92.5 metres, breadth 20 meters, and a deck capacity of 1080 m2, Rem Eir is the world’s largest environmentally friendly LNG powered PSV. The vessel has entered in a long term chart with Statoil.
6. First LNG Powered Cement Carrier
The first unique LNG-powered cement carrier will be built at Ferus Smit shipyard for Erik Thun AB and will later be delivered to JT Cement. The vessels cargo system will consist of a fully automated cement loading and unloading system, based on fluidisation of cement by means of compressed air. The special fluidisation systems combined with slanted tank tops in the cargo holds will enable the bulk cargo to flow to a central suction point in the holds, from where it will be transported via pipelines.
Image Credits: ferus-smit.nl
The cargo holds will be completely closed, identical to a tanker, ensuring environmentally friendly, dust free operation and possibility to load and discharge in all weather conditions. The cargo handling equipment will be able to discharge up to 500 m3 per hour. Cargo capacity will now be around 7200 DWT, with length 109.65m and breadth 14.99 mtr.
7. First LNG Powered ConRo Ships
Construction for the world’s first LNG-powered ConRo Ships began in October 2014. The ships’ Commitment class design is provided by Wartsila Ship Design in conjunction with Crowley subsidiary Jensen Maritime. They have been designed to maximize the carriage of 53-foot, 102-inch-wide containers, which offer the most cubic cargo capacity in the trade. The ships will be 219.5 meters long, 32.3 meters wide (beam), have a deep draft of 10 meters, and an approximate deadweight capacity of 26,500 metric tonnes. Cargo capacity will be approximately 2,400 TEUs (20-foot-equivalent-units), with additional space for nearly 400 vehicles in an enclosed Ro/Ro garage. The main propulsion and auxiliary engines will be fuelled by environmentally-friendly LNG.
Credits: Crowley Maritime/YouTube
These new Jones Act compliant ships, which will be named El Coquí (ko-kee) and Taíno (tahy-noh) and will offer customers fast ocean transit times, while accommodating the company’s diverse equipment selection and cargo handling flexibility. El Coquí and Taíno are scheduled for delivery second and fourth quarter 2017 respectively.
8. World’s First LNG Fueled Drillship
World’s First LNG Fueled Drillship will be built at South Korea’s Daewoo Shipbuilding & Marine Engineering under joint development project (JDP) with ABS.
Image for representation purpose only.
DSME has performed a concept design, comparison between two types of LNG storage tanks and analysis of the fuel gas supply system that will be installed on the drillship. ABS’ scope of work calls for concept design review, basic engineering review and a risk assessment of the tank space and access area, fuel gas supply system, machinery space and access area and associated configurations.
9. Scheldt River – World’s First Dual-Fueled Dredger
Scheldt River is a new generation “Antigoon” class dredger, being built by Royal IHC (IHC) in the Netherlands on behalf of the Belgium based DEME Group and will be powered by Wartsila Dual Fuel Engines. Operating on LNG allows DEME to set new standards in minimising harmful emissions. “Scheldt River” will easily comply with all local and international environmental regulations.
The 104 metre long vessel will have a hopper volume capacity of approximately 8,000 cubic metres. The scope of supply includes one 12-cylinder and one 9-cylinder Wärtsilä 34DF engines, two Wärtsilä controllable pitch propellers and two transverse thrusters as well as the company’s patented LNGPac gas supply and storage system.
Scheldt River will be the first ever dredger to operate on engines capable of utilising either liquefied natural gas (LNG) or conventional marine fuels.
10. World’s First High Speed LNG Fueled RoPax Ferry
World’s First High Speed LNG Fueled RoPax Ferry is being built for Swedish operator Rederi AB Gotland will be fuelled LNG and will feature Wärtsilä’s integrated solutions. By operating on LNG, the new 200 metre long ferry will comply with the International Maritime Organization’s (IMO) Tier III regulations regarding emissions of nitrogen oxides (NOx).
Image Credits: wartsila.com
The ship will carry approximately 1650 passengers, will have 1750 trailer lane metres and can accommodate a corresponding number of passenger cars, campers and busses. It has been designed to meet the DNV-GL classification society’s high comfort ratings for climate, noise and vibrations.
Wärtsilä’s scope of responsibility includes four Wärtsilä 50DF dual-fuel engines, two gearboxes, two controllable pitch propellers (CPPs) with remote control system, two Energopac rudders, two tunnel thrusters, four Wärtsilä 20DF dual-fuel auxiliary generating sets, two Wärtsilä LNGPac fuel gas handling systems, gas valve units, a compact silencer system (CSS), an IMO approved Wärtsilä Aquarius UV ballast water management system, an Oily Water Separator together with a Bilge Water Guard to monitor and prevent oily water being discharged to the sea, project management services, integration engineering services, commissioning services and on-site supervision during installation. Delivery of the Wärtsilä equipment will begin at the end of 2015 and the ship is scheduled to be in operation in 2017.
First Lng-Powered Tugs
The vessels, Borgøy and Bokn, are designed by the Norwegian tug owner Buksér og Berging AS and built by the Turkish yard Sanmar. These are the first tugs to be fuelled by the much more environmentally friendly liquefied natural gas (LNG) to eliminate sulphur emissions, bring particulate matter emissions down close to zero and reduce the discharge of CO2 and NOx by 26 per cent and 80-90 per cent respectively.
Powering each of the new tugs is a pair of lean-burn gas engines from Rolls-Royce Bergen, with a combined output of 3410kW at 1,000 rev/min. The engines are direct coupled to Rolls-Royce azimuthing Z-drives mounted aft in ASD configuration. The propellers have diameters of 3,000mm. The tugs are built to DNV Class including Fi-fi and oil recovery as well as escort notation. The tug has a length of 35 m, beam of 15 m and draft of 5.5 m with superior escort capabilities of 100 tonnes steering force at 1o knots. Static Bollard pull is 70 tonnes. For the ancillary tasks, where close quarter manoeuvrability is required, the vessels are fitted with a Schottel 333kw bow thruster whilst the main towing winch, suppplied by Karmoy, has a brake load capacity of 250 tons.