Strategy for selecting an optimal propulsion system of a liquefied hydrogen tanker

Ahn, Junkeon; You, Hwalong; Ryu, Jiheon; Chang, Daejun

doi:10.1016/j.ijhydene.2017.01.037

Cited by 46 publications

(28 citation statements)

References 25 publications

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“…According to [67], 0.1 to 0.25% of the cargo is consumed per day of travel in LNG carriers. In [58], a similar boil-off rate (0.2%/day) has been estimated for a LH2 carrier. Assuming the ship speed to be 14 knots (~26 km/h) and recalling that assuming a distance of 1,000 km between the offshore terminal and the on-shore, the travel time for the liquid hydrogen tanker is 1.6 days.…”

Section: Techno-economic Analysis Of Optionmentioning

confidence: 57%

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Techno-economic feasibility of fleets of far offshore hydrogen-producing wind energy converters

Babarit

Gilloteaux

Clodic

et al. 2018

International Journal of Hydrogen Energy

105

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Innovative solutions need to be developed for harvesting wind energy far offshore. They necessarily involve on-board energy storage because grid-connection would be prohibitively expensive. Hydrogen is one of the most promising solutions. However, it is well-known that it is challenging to store and transport hydrogen which may have a critical impact on the delivered hydrogen cost.In this paper, it is shown that there are vast areas far offshore where wind power is both characterized by high winds and limited seasonal variations. Capturing a fraction of this energy could provide enough energy to cover the forecast global energy demand for 2050. Thus, scenarios are proposed for the exploitation of this resource by fleets of hydrogen-producing wind energy converters sailing autonomously. The scenarios include transportation and distribution of the produced hydrogen.The delivered hydrogen cost is estimated for the various scenarios in the short term and in the longer term. Cost estimates are derived using technical and economic data available in the literature and assumptions for the cost of electricity available on-board the wind energy converters. In the shorter term, delivered cost estimates are in the range 7.1 to 9.4 €/kg depending on the scenario and the delivery distance. They are based on the assumption of on-board electricity cost at 0.08€/kWh. In the longer term, assuming an on-board electricity cost at 0.04€.kWh, the cost estimates could reduce to 3.5 to 5.7 €/kg which would make the hydrogen competitive on several hydrogen markets without any support mechanism. For the hydrogen to be competitive on all hydrogen markets including the ones with the highest GHG emissions, a carbon tax of approximately 200 €/kg would be required.

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Section: Techno-economic Analysis Of Optionmentioning

confidence: 57%

“…The carrier is a LH2 carrier. There have been proposals and engineering studies of cryogenic LH2 carriers [47] [58]. Apart from being more challenging because of the lower boiling temperature, LH2 marine transportation bears many similarities with LNG marine transportation in LNG carriers, which is a mature and well-developed technology.…”

Section: Figurementioning

confidence: 99%

Techno-economic feasibility of fleets of far offshore hydrogen-producing wind energy converters

Babarit

Gilloteaux

Clodic

et al. 2018

International Journal of Hydrogen Energy

105

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“…The total costs include the initial installation and operational costs. The initial costs per unit power for ST, DFDE, SSDE, and COGAS are 136 $/kW, 667 $/kW, 940 $/kW, and 1410 $/kW, respectively [47,71,72]. For LNG carrier of 150,000 m 3 capacity, the initial installations costs for ST, DFDE, SSDE, and COGAS propulsion systems are 4.05 MUS$, 1.99 MUS$, 2.80 MUS$, and 4.20 MUS$, respectively.…”

Section: Economic and Cost-effectiveness Resultsmentioning

confidence: 99%

“…For LNG carrier of 150,000 m 3 capacity, the initial installations costs for ST, DFDE, SSDE, and COGAS propulsion systems are 4.05 MUS$, 1.99 MUS$, 2.80 MUS$, and 4.20 MUS$, respectively. On the other hand, the fuel consumption cost is the highest percent of the operating costs over the life cycle of the propulsion power plants [47]. The prices of HFO, MGO, and NG are 556$/m 3 , 882 $/m 3 , and 0.3047 $/m 3 , respectively [73][74][75].…”

Section: Economic and Cost-effectiveness Resultsmentioning

confidence: 99%

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Environmental and Cost-Effectiveness Comparison of Dual Fuel Propulsion Options for Emissions Reduction Onboard LNG Carriers

Ammar¹

2019

brod

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The selection of the suitable propulsion system for LNG carrier highly affects the ship capital and life cycle costs. The current paper compares between the available propulsion systems for LNG carriers from environmental and economic points of view operated with heavy fuel oil (HFO) and marine gas oil (MGO). In addition, the cost-effectiveness for emission reduction due to using dual fuel propulsion options using natural gas fuel (NG) is calculated. As a case study, large conventional LNG carrier class has been investigated. The results show that steam turbine (ST), Ultra-ST, dual fuel diesel engine (DFDE), and combined gas and steam (COGAS) propulsion options can comply with NOx and SOx emissions regulations set by IMO using dual fuel mode with NG percentages of 87.5%, 82%, 98.5% and 94%, respectively. DFDE operated with pilot HFO and NG is the most economic propulsion option.

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Hydrogen, ammonia and methanol for marine transportation

Osman,

Nasr,

Lichtfouse

et al. 2024

Environ Chem Lett

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Strategy for selecting an optimal propulsion system of a liquefied hydrogen tanker

Cited by 46 publications

References 25 publications

Techno-economic feasibility of fleets of far offshore hydrogen-producing wind energy converters

Techno-economic feasibility of fleets of far offshore hydrogen-producing wind energy converters

Environmental and Cost-Effectiveness Comparison of Dual Fuel Propulsion Options for Emissions Reduction Onboard LNG Carriers

Hydrogen, ammonia and methanol for marine transportation

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