With emissions regulations getting ever stricter, many ship owners are turning to alternative fuels to power their vessels. Liquified natural gas (LNG) is proving a popular choice ' and for good reason. Want to know more about LNG as fuel? Get an expert overview in 17 important questions.
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Your choice of fuel affects both your profitability and your vessel's environmental compliance. Liquefied natural gas (LNG) is a safe and cost-effective fuel that reduces greenhouse gas emissions and other harmful pollutants. LNG is playing a key role as a transition fuel and is widely seen as the first step towards decarbonising the maritime industry.
Switching to LNG as fuel for ship propulsion requires investment but can save you fuel costs, increase your profitability and reduce compliance risks. The expert answers to these 17 questions will tell you what you need to know about LNG as an alternative fuel for shipping.
LNG is natural gas that has been cooled to -162°C (-260°F), turning it into a clear, odourless liquid that is easy to ship and store. LNG is typically 85'95% methane, which contains less carbon than other forms of fossil fuels. It is a compact, efficient form of energy that is ideal for ship propulsion.
LNG is primarily used as a clean-burning energy source. It is used for electricity generation, heating, cooking, and as a transportation fuel. LNG is also used as a raw material for products like fertilisers and plastics.
In the shipping industry, LNG as fuel is used for ship propulsion, auxiliary power generation and other onboard energy needs. LNG as an alternative fuel for shipping has gained wide popularity due to its clean-burning properties and potential to help meet stricter emissions regulations.
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LNG as fuel for ships is produced from natural gas extracted from underground reserves, including both onshore and offshore gas fields.
BioLNG is LNG produced from biogas, which is generated from organic waste like food scraps, agricultural waste, manure and sewage sludge. BioLNG is considered a renewable fuel and can further reduce the carbon footprint of ships using LNG fuel systems.
LNG is primarily methane (typically 85'95%), but it also contains small amounts of ethane, propane and other hydrocarbons. LNG can also contain trace amounts of nitrogen and carbon dioxide. The exact composition of LNG may vary depending on the source of the natural gas and the liquefaction process used.
Compared to diesel fuel oil, LNG offers several advantages. LNG produces significantly lower emissions when burned, including:
LNG engines are also quieter.
However, LNG has a lower energy density than diesel, so using LNG as an alternative fuel for shipping will require more fuel and therefore larger fuel tanks to achieve the same range.
The key advantages of LNG as fuel include reduced emissions and cost competitiveness. There is also an established and continuously growing global network of LNG bunkering facilities.
The disadvantages of using LNG as fuel for ships include the need for specialised equipment and training and the potential for methane slip.
Methane slip is when unburned methane, a potent greenhouse gas, escapes into the atmosphere. Modern dual-fuel engines will minimise this issue. Depending on engine type and load, you can reduce methane slip by up to 65% by upgrading your ship's existing engines. Over the last 30 years, Wärtsilä has reduced the methane slip from its engines by around 90%.
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LNG is cleaner burning than traditional marine fuels, but it is still a fossil fuel. BioLNG, which is LNG produced from organic waste or biomass, can be considered a more sustainable alternative to fossil-based LNG as it has a lower carbon footprint. However, the production and combustion of bioLNG still emit some greenhouse gases. LNG can be seen as a bridging fuel in the transition to alternative fuels like methanol and ammonia, which aren't yet widely available at scale.
LNG both is and isn't a future fuel. It enables lower greenhouse gas emissions and reduces other harmful air pollutants compared to fuel oil, but it is still a fossil fuel. Sustainable future fuels are crucial for maritime decarbonisation, but the current cost, limited availability and insufficient infrastructure are challenging for operators. This gives LNG an important role to play in the shipping industry's transition to a zero-carbon future.
As more ports develop LNG bunkering infrastructure and more ships are built with LNG fuel systems, the use of LNG as an alternative fuel for shipping is expected to increase. LNG is considered a stepping stone on the path to decarbonisation as the industry moves closer to using true future fuels such as methanol and ammonia.
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There are two main problems with LNG as fuel. Firstly, specialised equipment and training are needed to handle LNG safely. Secondly, LNG is predominantly methane and when burned as fuel unburned methane can escape into the atmosphere. This is known as methane slip and can offset LNG's environmental benefits because methane is a potent greenhouse gas.
Modern dual-fuel engines can minimise methane slip ' in fact, Wärtsilä has reduced methane slip from ship engines by around 90% over the last three decades through engine upgrades and ongoing research and development.
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There is also a third problem in some areas where the limited availability of LNG bunkering facilities can be an additional barrier to adoption. Despite these challenges, LNG offers a great opportunity for vessels to reduce emissions and is widely seen as a good first step towards decarbonisation.
LNG is often described as a transition fuel because it provides a good first step towards other alternative fuels. Sustainable fuels will be crucial to maritime decarbonisation, but the current cost, limited availability and insufficient infrastructure can make them a challenging choice for operators.
Converting to LNG is a concrete step towards decarbonisation that vessel owners can take today, helping them to reduce emissions and comply with increasingly strict regulations. Conversion also opens up the possibility to use bioLNG and, eventually, synthetic methane.
LNG produces about 20'30% less CO2 when burned compared to traditional marine fuels like heavy fuel oil (HFO). The exact reduction in CO2 emissions depends on things like engine type, operating conditions and the specific composition of the LNG fuel.
Burning LNG releases about 2.75 kg of CO2 per kg of fuel, while HFO emits around 3.15 kg. While there have been some concerns about methane slip, the latest LNG engine technologies and best practices in LNG handling and storage can help minimise this. Additionally, using bioLNG, which is produced from organic waste, can further reduce the carbon footprint of ships that use LNG as fuel.
While LNG is not a zero-carbon fuel, it does offer a significant reduction in CO2 emissions compared to traditional marine fuels. This gives LNG an important role to play in the shipping industry's decarbonisation efforts until fully renewable alternative fuels are more widely available.
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The lifecycle emissions of LNG depend on factors like methane slip during production and transport, energy sources used for liquefaction and engine efficiency.
LNG produces 20'30% less CO2 when burned compared to heavy fuel oil, but methane slip can negatively offset this benefit. Engine manufacturers like Wärtsilä have been working hard to reduce methane slip. Since , the methane slip from Wärtsilä dual-fuel engines has been reduced by around 90%, taking it from 16 grams per kilowatt hour (kWh) to less than two grams today. Wärtsilä is working on reducing methane slip even further, to less than 1 gram per kWh. When running an engine at optimal load, methane slip can now be minimal.
While Wärtsilä is focusing on reducing tank-to-wake emissions through engine development, producers are working to minimise well-to-tank emissions. They are doing this by investing in carbon capture, using renewable energy to decarbonise energy-intensive processes like liquefaction, and closely monitoring pipelines for emissions.
The shipping industry contributes just 2% of global CO2 emissions but 12% of SOx emissions and 13% of NOx emissions. Switching to LNG as an alternative fuel for shipping reduces emissions across the board, cutting NOx emissions by 85'90%, reducing particulate emissions and completely eliminating SOx emissions.
According to a study by the International Council on Clean Transportation (ICCT), the lifecycle greenhouse gas emissions of LNG can be up to 15% lower than those of heavy fuel oil when considering a 100-year timeframe. Using bioLNG, which is produced from organic waste, can significantly reduce lifecycle emissions, as the CO2 released during combustion is offset by the CO2 absorbed by the organic matter when it is growing.
The global LNG market is expected to grow significantly in the coming years, driven by increasing demand for cleaner energy sources. According to a report by Shell, the global LNG trade is projected to rise by 21% by compared to levels. The expansion of LNG bunkering infrastructure, with 235 ports offering LNG refuelling by , is making LNG more accessible for the shipping industry.
Many modern LNG tankers use LNG as fuel for ship propulsion and auxiliary power generation. These vessels are often referred to as LNG-fuelled LNG carriers. As newer LNG tankers enter the market and older vessels are phased out, the proportion of LNG tankers using LNG as fuel is expected to increase. This is for three main reasons:
In there were more than 2,400 vessels equipped to operate on LNG globally, with another 1,000 LNG-fuelled vessels on order. These include over 20 cruise ships ' many of which are using Wärtsilä LNG solutions ' as well as tankers, containerships and RoRo ferries.
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LNG is an attractive alternative marine fuel because it has a lower environmental impact than HFO. It produces significantly less SOx, NOx and particulate matter emissions, helping ships meet stricter regulations. Using LNG as fuel can also reduce CO2 emissions by 20'30% compared to heavy fuel oil.
Additionally, LNG is cost-competitive and increasingly available worldwide, with a growing number of bunkering ports. As the shipping industry seeks to decarbonise, LNG is seen as a viable transitional fuel until alternative fuels like green methanol and carbon-free green ammonia become widely available.
LNG is already playing a significant role in the shipping industry's transition to cleaner fuels. Its lower emissions and increasing availability make an LNG fuel system an attractive option for many shipowners.
As the industry works towards the IMO's goal of reducing greenhouse gas emissions by at least 50% by , LNG is seen as a transition fuel, paving the way for the adoption of alternative fuels like green methanol and carbon-free green ammonia. This makes investing in flexible dual-fuel engine technology the safest path forward, using LNG as a first step towards a carbon-free future.
Building a new bulk propane plant? Upgrading your existing bulk plant storage capacity? Installing a standby or peak shaving propane-air/SNG plant? Should you be buying a new or used propane storage tank? Below are few things you should consider when making the decision to purchase a bulk propane storage tank.
Safety factor better with older tanks:
As the price of steel has continued to increase over time, the Federal Government has allowed tanks to be built with thinner steel. Over time we have seen the safety factor reduced from the original safety factor, 5 to 1, down to 4 to 1, and then again to 3.5 to 1 for new tanks. So basically older tanks even the 200psig U68 and U69 code tanks are considerably thicker and produced to a higher safety factor than brand new tanks. This is one reason many people consider buying a used propane storage tank versus a new one
Board certified
Propane Storage Tanks that have a National Board Number either on their Data Plate or stamped in the steel are able to have paperwork obtained, referred to as the U1A Data report, which is basically a birth certificate of the tank detailing the material used, original openings, manufacturer , inspectors, dates, pressure test, certifications, and so on. These tanks are able to be placed back into service in most states and other countries due to their ability to have paperwork produced.
Environmental Consciousness
Today's "green movement" reminds us all to reduce, reuse and recycle. Purchasing a used propane storage tank versus a new one not only saves the customer money, it is also a large form of recycling and being "Green" as the steel is reused without exhausting the energy required to lift, transport, purge out all vapors, cut up, melt, and many times to ship the steel out of the country only to be sent back over to the US using more energy.
Turnaround time and freight costs
Ordering a new bulk propane storage tank requires planning and often times a waiting period of several weeks or months for the tank to be built and delivered. It has also recently been the case that the final price of the tanks is not known until they are built and a steel "Surcharge" is then placed on top of the tank price which is normally thousands of dollars. The location the new tank is shipped from may not be conveniently located to your plant site and freight costs can be very high. Often times you can find a used bulk storage tank near your plant site, buy it immediately and save thousands on freight costs, due to its proximity to your site.
More bang for your buck
For anyone who has priced a new tank the savings is well known, as well as the time often spent waiting for a new tank to be built for your project. New propane storage tanks are often 50% to 100% more costly than used propane tanks. These percentages can grow during times of large steel price increases.
How to determine the proper amount of storage you require?
A qualified Commercial Propane /SNG Contractor will be able to determine the space and distance requirement s needed for the size and quantity of propane tanks needed for any project. As well as the number of tanks that are allowed to be in a group and the distance required between the groups of propane tanks.
The installation of new or used propane bulk storage tanks verses domestic propane tanks will allow the consumer to purchase transport loads of gas which is on average about 9,000 gallons or more in some states where the transports are allowed by the Department of Transportation to be larger. In most cases this greatly reduces the cost of propane as the dealer does not have to handle the product twice by first having transport deliver it to their bulk storage tank and then utilize their bobtail delivery truck and driver to bring a smaller amount to a domestic tank. There is also a reduction in insurance costs to the dealer when the propane is sent directly to the end user and does not run through their propane storage tank which plays a part in the reduction in cost to the consumer.
To properly size propane tanks, as well as propane liquid and or vapor piping, a commercial propane or SNG contractor will need to know the maximum BTU load that a consumer will require. This would be the combined maximum load of all the equipment and appliances that a facility has - meaning the maximum consumption of BTUs per hour of each appliance. This will tell us what size propane tank is required as well as any vaporizer and or blender system that may be needed to provide adequate propane or SNG (Synthetic Natural Gas).
It may be wise to consider the possibility of future growth and need for more propane at your operation rather than size a propane system to meet the current needs, or at least try and permit for future storage to be added and have this added to any submitted drawings. Having more capacity also gives the consumer more buying power and the ability to save money during times when propane may be priced lower. This additional storage may also give the consumer the ability to ride out tough demand times and high gas prices saving even more money and alleviating the stress of paying higher prices and time spent locating hard to acquire peak demand propane.
For more assistance with your propane storage requirements please fill free to contact the propane storage experts at TransTech Energy. TransTech Energy sells new and used propane storage tank systems and provide design, engineering and bulk plant construction services. With more than 50 years of experience in propane storage systems, TransTech Energy has one of the largest used propane storage tank inventories in the US. Visit our website today atwww.transtechenergy.com or call our office at 888-206-. Not all inventory is shown on the website as TransTech Energy is constantly acquiring additional used propane tanks and equipment.
The company is the world’s best Marine LNG Fuel Storage Tank supplier. We are your one-stop shop for all needs. Our staff are highly-specialized and will help you find the product you need.