The WLPGA, with its continued commitment to cleaner environment, believes that LPG is an ideal propulsion fuel for the marine industry. This is highlighted in the recent WLPGA report “LPG for Marine Engines – The Marine Alternative Fuel”, Mr. Nikos Xydas, Technical Director at Wolrd LPG Association explains.
LPG is a mixture of light hydrocarbons, consisting predominantly of propane and butane (normal butane and iso-butane), propylene and other lighter components. In liquid state it is at moderate pressure and normal temperature, and in gaseous state under normal atmospheric conditions. Since LPG requires low pressure to be in liquid state at ambient temperature, its storage and transportation is easier than of other gaseous fuels.
With upcoming stricter IMO emission rules, the global 0.5 sulphur cap, ECAS and SECAs emission limits and the requirements for higher quality fuel, it is inevitable that there is a radical change in shipping fuel options from HFO to cleaner alternatives. Amongst the options, LPG is one of the promising solutions for the reduction of exhaust emissions from marine vessels.
LPG holds great potential as a marine fuel. It is not a greenhouse gas, and it contains no sulphur. It is widely available almost everywhere, it offers shorter payback periods, lower investment costs, it is less sensitive to fuel price scenarios and it is easy to bunker. LPG constitutes an ideal alternative clean marine fuel and it is becoming an increasingly attractive alternative to alternative low-sulphur fuel types. In refrigerated transport, the lowest temperature at which LPG needs to be carried by sea is -42 ̊C, ie the boiling point of propane at atmospheric pressure. Cryogenic carriage temperatures are not involved, hence LPG bunkering infrastructure, including shipboard equipment is less technically challenging and costly as that for LNG. In addition, the existing infrastructure for bunkering LPG is more mature and already in place at most storage facilities, export terminals, and coastal refineries around the world.
LPG-diesel dual-fuel engine systems are considered as the most environmentally-friendly propulsion systems, since they emit 20-30 % less NOx and 90-95 % less SOx than diesel-fuelled engines.
At the beginning of the year an MOU was signed between the Korean shipbuilder Hyundai Heavy Industries Engine & Machinery Division (HHI-EMD) and MAN Diesel & Turbo for the development and production of MAN B&W ME-LGIP dual-fuel engines. These engines will have a maximum output rated at over 6,000 HP. On finalisation of the agreement, HHI-EMD will be able to deliver two-stroke engines that can be fuelled with LPG (propane, butane or propane/butane mix) and diesel.
MAN pointed out that, ME-LGIP units can be used also on vessels that are not gas carriers, provided they are fitted with LPG bunker tanks and fuel gas supply systems. LPG has similar clean-burning characteristics to LNG and the use of LPG fuel will enable ships to comply with the 0.5% global sulphur cap coming into force on 1 January 2020. MAN believes that LPG’s future as a viable fuel for marine transportation looks promising as it will not require as large an investment in infrastructure – such as bunkering facilities – in contrast to other, gaseous fuels, hence it expects a strong demand for LGIP engines for very large gas carriers (VLGCs) and coastal vessels from their introduction.
“We’ve developed expertise in gas handling over the years of building more than 150 LPG carriers,” said an official from Hyundai Heavy Industries. “We plan to maintain our competitive edge in eco-friendly vessels by getting an early start in using LPG as fuel for marine engines.”
EXMAR, the shipping company and energy supply chain provider, announced also recently that two of their VLGCs being built by Hanjin Industries with MAN engines and Lloyds support, planned to be operational by 2020, will be fuelled by LPG. This represents a further step forward in the development of MAN’s dual-fuel, two-stroke engine technology and the utilisation of LPG cargo as propulsion system fuel.
South Korea plans to be ahead of the game to pioneer LPG as a marine fuel, with a GE Combined Gas turbine Electric and Steam System (COGES) powered car/passenger ferry, with support from Bureau Veritas. The ferry will operate between Korean domestic ports and on Korea-China or Korea-Japan routes. Delivery of the vessel is expected before the end of next year and its operation will reduce emissions of SOx, NOx, PM and other toxic materials significantly.
On bunkering infrastructure and along the same plans in Korea of pioneering LPG as a marine fuel, an MOU was signed recently between the Korean LPG Association and other stakeholders for the development of an LPG Ship Bunkering Hub and related infrastructure in Busan, to feed LPG-fuelled vessels on the sea.
Other projects related the use of LPG as propulsion fuel in shipping are also currently under study or in development by, amongst others, Kawasaki, Mitsubishi, Hyundai, DNV-GL, BV, MAN, Wärtsilä, Astomos, Dorian LPG, and CMM.
LPG is an exceptional energy. It is cleaner, more affordable and an available energy source and engine fuel today, and it aims at fulfilling its potential as a future-fit solution for the international maritime industry. Establishment of LPG as a marine fuel is a forward leap towards green shipping, cleaner air and water.
The views expressed in this article are solely those of the author and do not necessarily represent those of SAFETY4SEA and are for information sharing and discussion purposes only.
About Nikos Xydas
Nikos Xydas is the Technical Director of WLPGA, the World LPG Association in Paris and of AEGPL, the European LPG Association in Brussels. Holding an M.Sc. degree in Mechanical Engineering from Scotland, he started his professional career with ABB in Switzerland, before moving to Shell in Greece and then abroad, to cover international positions in Technical, Operations, HSSE and Strategy, in the sectors of LPG, Retail and Lubricants. Mr Xydas holds a double Greek / French nationality and he lives in Paris.
In his presentation at the last GREEN4SEA Conference, Mr. Nikos Xydas highlihted why LPG should be the preferred option to tackle the IMO 2020 emission challenges. The WLPGA sees a significant market opening for LPG as a marine bunker fuel, with VLGCs and other vessels to use LPG as a fuel already in construction, he said.
