GCCSI日本事務所主催 第7回勉強会
2013年5月16日 航空会館
シャトル船・洋上圧入方式によるCCSの概要
千代田化工建設株式会社 小俣 明
(1)シャトル船・洋上圧入方式によるCCSの概要
・コンセプト
・成果概要
・特徴(長所)
(2) 水深200m以深の貯留ポテンシャル評価例
1
1.複数の排出源から海域貯留サイトまで船舶輸送する。
2.CO2積載量は3000tとし、100万t-CO2/年を輸送する。
3.洋上設備は、無人とする。一時貯留タンクは、陸上だけに設置。
4.シャトル船搭載の昇温・昇圧設備により、フレッキシブル・ライザー・パ
イプを用いて直接圧入する。
基本コンセプト 2
Compression and liquefaction of CO2
Temporary storage at port
Offloading facilities
Shuttle ship with Dynamic Positioning System and injection
equipment onboard
Flexible riser pipe whose end is connected with the wellhead on
the sea floor
Pickup system at site
フィージビリティ・スタディで検討した内容 3
Phase-2 遂行組織図 4
Phase-1 Phase-2
General Shuttle type transport
Unmanned offshore facility
Shuttle Tanker Cargo Tank -10°C, 2.65 MPa
Capacity – 3000m3
-20°C, 1.97 MPa
Capacity – 3000m3
Injection Pump Outlet pressure, 2 to 10 MPa
Flowrate – 3000m3/ 22h
Heater From -10°C to 5°C From -20°C to 5°C
Buoy System Pickup buoy system Study of the applicability of TLPs
and the selection of Pickup buoy
system
Detailed study of pickup buoy
system
Flexible riser
pipe
Water depth of 200 and 500m Water depth of 500m but fatigue
study carried out for a 100m
depth.
Site Location Southwest of Japan Northeast of Japan (offshore
Sakata)
Ocean
Conditions
19°C,
1.46knot
8°C,
1.94knot
Others Regulations on ship-based CCS the storage capacity of CO2 in the
offshore area beyond the continental
shelf
Phase-1,Phase-2検討内容 5
シャトル船
Lpp=89.6m,B=14.6m, D=6.9m, d=5.6m
Service velocity=15.0 knot
Side thruster 1,150 kW×2, Azimuth Propeller 3,000 kW×1
Power Generator 3,500 kW×2
Dynamic Positioning System is installed
6
Type: Bi-lobe
Number: 2 (tandem)
Dia. of single cylinder=7.0m
Length=27m
Volume: 1,500m3(each)
Design Temp: -10 degC
Design Pressure: 3.1 MPa o Necessary pressure for CO2
o as liquid phase= 2.65MPa
o Rise of pressure by Boil-off
o = about 0.1MPa after 3 days
Material: o Quenched and tempered carbon steel
for low temp.use
o Tensile strength 795N/mm2
o Yield strength 685N/mm2
カーゴタンク
MIDSHIP SECTION
7
Positioning performance of DPS is checked with simulations.
DPSの性能検討
VC = 1.0 m/s μC = 90 deg
UW = 15.0 m/s μW = 135 deg
UW = 15.0 m/s μW = 180 deg
H1/3 = 3.0 m T1/3 = 9, 13, 17 s μ = 180 deg
μ
Y
X
Azimuth propeller Side thrusters
8
フレッキシブル・ライザー・パイプ
≪CO2 Carrier≫
Satellite
Communication
buoy
Pick up buoy
Pick up float
(Sheer mount) Coupler winch
Riser end fitting
Bend stiffener
Sinker
Flexible riser + Umbilical cable
Pipe protector Anchor
Bend restrictor
Christmas tree
Signal & Battery charging wire
Mooring wire
Tele communication
Battery
Messenger line
Pick up
rope
Pick up wire
Transponder
9
ピックアップブイのオペレーション
Pickup buoy
LCO2
carrier
ship
LCO2
carrier
ship
LCO2 cargo tank
Coupling valve
Flexible riser pipe
A-frame
Pickup wire rope
10
Allowable sea conditions have been determined by
calculations and interviews with Captains of research
ships (3.0 m of the significant wave height)
As a result, the offshore operability off Japan’s coast
is estimated above 90%
稼働率の検討
34
Fig. 3.5.2-1 RAO of Pitch
Fig. 3.5.2-2 Computational grid of hull
Ship
direction
Incident
wave
Incident
wave angle !
Fig. 3.5.2-3 Definition of incident wave angle
Numerical model of ship for
analyzing wave induced motion
35
b. Hull motions (1/10 maximum expected response value of pitch) in unidirectional irregular waves and in multidirectional irregular waves (significant wave height: Hv=1.0m) were calculated through a common method based on seakeeping theorem using RAOs, wave spectrum (ISSC type) and directional wave spectrum (cos2( type). Calculated results are shown as Fig. 3.5.2-4 and Fig. 3.5.2-5. The vertical axis of this graph means 1/10 maximum expected response value of pitch and the horizontal axis means the significant wave period. Here, the notation of long crested irregular waves means unidirectional irregular waves and the notation of short crested irregular waves means multidirectional irregular waves.
Fig. 3.5.2-4 1/10 maximum expected response value of Pitch
(Long crested irregular waves)
Fig. 3.5.2-5 1/10 maximum expected response value of Pitch
(Short crested irregular waves)
c. Under the assumption that the operational availability of a CO2 carrier is specified with pitch motion, the allowable upper limit value of significant wave height with the operational availability of CO2 carrier were calculated through common method based on seakeeping theorem using 1/10 maximum expected response value of pitch motion shown in the preceding section. The threshold value of operation availability was set at 3.0 degrees based on the results of hearing investigation with
11
フレッキシブル・ライザーパイプの設計
Table3.3-1 Construction of flexible pipe
Layer Thickness (mm)
Outer diameter (mm)
Material
Interlock carcass 5.5 163 Stainless steel
Inner pipe 6.7 176.4 High density PE
Inner pressure armor
2.0" 2 184.4 Carbon steel
Tensile armor 2.0" 2 192.4 Carbon steel
Buoyant layer 51.8 295 Plastic tape
Outer sheath 7.0 309 High density PE
Table3.3-2 Main properties of flexible pipe
Weight in air 79.0 kg/m Empty in inner pipe
Weight in sea water 20.0 kg/m Filled with CO2
Burst pressure 76.7 MPa
Axial stiffness(EA) 1.05E+05 kN
Bending stiffness(EI) 94300 Nm2
Torsional stiffness(GJ) 8500 Nm2/deg
Minimum bending radius 2.5 m 3.75m for reel winding
Allowable tensile force 820 kN
Construction of Flexible Riser
3.3. 2 Static analysis for picked up pipe
1) Assumption
・ Water depth 200m & 500m
・ Picked up pipe configuration Free hanging
・ Excursion of DPS tanker ±15m
Outer Sheath
Buoyant Layer Tensile Armor Pressure Armor Inner Pipe
Interlock Conduit
Outer Sheath
Buoyant Layer Tensile Armor Pressure Armor Inner Pipe
Interlock Carcass
12
Riser Configuration
-600
-500
-400
-300
-200
-100
0
-100 100 300 500
Length(m)
Dept
h(m
) near
neutral
far
W.D:500m Surface Currentv:0.75m/s
← v
フレッキシブル・ライザーパイプの設計
Static and dynamic behaviour of flexible riser pipe due
to fluctuation of ship position, current, and waves are
estimated by numerical calculations
As a result, the tensile strength, the minimum radius
of local curvature, and the fatigue life have been
confirmed within allowed range.
13
SCOPE OF WORK:
1. Onshore plant: CO2 tank, CO2 loading pump, loading arm and related equipments
2. CO2 shuttle tanker including on-board CO2 injection pump, sea water pump, CO2
heater, injection control system and winches
3. Offshore facilities: CO2 injection pipe, buoy
The following are out of scope.
CO2 capture facilities
CO2 compression and liquefaction facilities (The information is reported as references.)
CO2 gathering pipelines, CO2 loading berth,CO2 well head equipment
Pipelines between well head equipment and injection well, CO2 injection wells
コスト試算条件 14
Cost analysis is done for 30 years of injection
Assumed life of components is:
o 30 years for onshore plant and offshore facilities, and
o 15 years for shuttle ships
Loading capacity of a ship equals the amount of CO2
captured in a day, one day captured amount of 3000 ton
For distances less than 200 km, one of two ships operates at
the offshore site on alternate days
For distances between 400 and 800 km, four ships are used
in turn
シャトル船の運航計画
Ship j th day (j+1)th day (j+2)th day
#1 load-
ing
to
site *
CO2 injection
*
back
home loading
to
site
#2 CO2
injection back
home loading
to
site
CO2
injection
* : switching period of offshore operation
15
Case-2(400-800 km)
Case-1(200 km)
コスト試算(距離の影響)
Capital related+Operation+Management unit : yen/ton-CO2
1978
3330
400 1043 535 2421
CO2 tank & Loading at port
CO2 shuttle shipping
CO2 injection
Compression & Liquefaction (for reference)
400 2201 729 2421
16
CO2 cargo cond.-20degC, 1.97MPa
Base CaseCO2 cargo cond.
-10degC, 2.65MPa
コスト試算(LCO2の温度・圧力の影響)
Influence of CO2 cargo condition (200 km) unit : yen/ton-CO2
1978
1856
400 1043 535 2421
CO2 tank & Loading at port
CO2 shuttle shipping
CO2 injection
Compression & Liquefaction (for reference)
293 1041 522 2439
17
Sea water temp.8 degC
Base CaseSea water temp.
19degC
コスト試算(海水温の影響)
Influence of sea water temp. at storage site (200 km) unit : yen/ton-CO2
1978
2045
400 1043 535 2421
CO2 tank & Loading at port
CO2 shuttle shipping
CO2 injection
Compression & Liquefaction (for reference)
400 1110 535 2421
18
パイプラインの輸送コスト 19
パイプライン・船舶輸送コスト 20
シャトル船・洋上圧入方式CCSの適用
Daily Shuttle Shipping
Medium Capacity
Storage Site
CO2 Sources
along Coast
21
Multiple Sources to Multiple Sites
Benefits include:
Flexible routes
Early start-up &
expansion of project
Decoupling and
moving to another
site
22 シャトル船・洋上圧入方式CCSの適用
1) 技術的および経済的に成立することが確認できた。
2) 主要排出源が沿岸に立地されている日本にとって、Source-sink matching
の制約を低減することになり、大きなメリットがある。
3) 水深の制約も低減できることから、沿岸から離れた水深の深い海域での貯
留が可能となる。
4) 全体システムとしては、日本独自の技術であり、下記長所を有する。
・プロジェクトの規模、輸送距離の変更が容易。
・輸送システムの再利用が可能
シャトル船・洋上圧入方式CCSまとめ 23
CO2 storage capacity (mass) = Sf × A × h × φ × Sg / BgCO2 × ρ
where,
Sf : Storage factor
A : Aquifer area
h : Effective aquifer thickness
φ : Porosity
Sg : The supercritica l CO2 gas-phase volume fraction in the injected CO2 plume
BgCO2 : CO2 volume factor (about 0.003m3/m3) , which depends on local pressure and aquifer
temperature
ρ : CO2 density at standard conditions (1.976kg/m3)
貯留ポテンシャル算定式 24
検討対象エリア
(partly modified from Okamura et al
(1996a(2),1996b(3)))
25
A-A’
B-B’
C-C’
D-D’
E-E’
F-F’
a-a’
b-b’
c-c’
d-d’
e-e’
Geological section west of Akita
Geological section of the vicinity of Awashima
Sand, gravel and mud
Legend
Mudstone and sandstone
Ryōtsu-oki Group and others
Hirase Group
Mukōse Group
Acoustic basement
Mudstone, sandstone, conglomerate
and pyroclastic rocks
Jurassic accretionary complex,
Cretaceous granite and Oligocene-
early Miocene volcanic rocks
Late Pliocene to Quaternary
Middle Miocene to Pliocene
Early Miocene
Pre-Middle Miocene
H:V=1:5
Mogami-D well
地質図
(partly modified from
Okamura et al. (1996a(2),
1996b(3)))
26
Legend (offshore) Legend (Land area)
Ryōtsu-oki Group
Hirase Group
Mukōse Group
Acoustic basement
Shōnai Group
Kannonji Formation (Jōzenjisandstone )
Kannonji Formation (main)
Maruyama Formation
Kitamata Formation
Kusanagi Formation
Ōyama Formation
Aosawa Formation
Zenpōji Formation
Granitic rocks
Standard stratigraphyof the Akita area
Katanishi
Shibikawa
Sasaoka
Upper-Tentokuji
Funakawa
Onnagawa
Nisikurosawa- Daijima
Lower-Tentokuji
Pleisto
cene
Pliocene
Mio
cene
Qu
aternary
Neo
gene
Pre-Neogene
: shows the formation promising for storage concluded by RITE(2009)
Tateyama Formation
: shows the formation promising for storage added in this study
陸域と海域の地質対比
(quoted RITE(2009)(6)
and partly modified)
27
Sea level
Depth (m)
200m
400m
1000m
740m
The area that meets temperature and pressure condition
Sallower sea area: SSA
Deeper sea area: DSA
Pressurecondition
900m
800m
超臨界貯留領域模式的説明図 28
Legend
The extent where CO2 can be stored (Hirase Group Formations)
The extent where CO2 can be stored (Ryōtsu-oki Group Formations andothers)
Mogami-D well
Storage domain estimated by RITE (2009)(6)
Fukura oil field
最上トラフにおける貯留対象層の平面分布 29
1)既往の公開調査資料を基に検討した、水深200m~1000mを対象とした最上トラフにおける貯留ポテンシャルは、 4.43 から33.89億t-CO2 となった。貯留対象層の広がり、物性値などにより、幅を持った値を示した。
2)RITE殿が実施した日本国内沿岸域における水深200m以浅の貯留プテンシャルは、計約1450億t-CO2 である。シャトル船・洋上圧入方式CCSの研究成果により、水深200m以深についても経済的にCCSが可能であることが示されたため、このポテンシャルを加えれば、この値は相当増加することとなる。
3)しかしながら、これらのポテンシャル値は、いずれも既往公開資料を基に評価されたものであり、その量と質によっては、精度は大きく異なる。
4)CCSを推進するためには、有力な貯留サイトを選択した上で、反射法地震探査や試錐調査を含む、詳細調査実施が望まれる。
5)貯留サイトの評価には、PA取得を含めると、相当長期間を要すると想定されており、詳細調査開始は、できるだけ早く実施することが望まれる。
貯留ポテンシャル評価 まとめ 30
(シャトル船報告書は、下記URLからDLできます。) シャトル船Phase1 9MB
http://cdn.globalccsinstitute.com/sites/default/files/publications/244
52/chiyoda-report-merged.pdf
シャトル船Phase2 Vol.1 本体 5MB
http://cdn.globalccsinstitute.com/sites/default/files/publications/
94501/preliminary-feasibility-study-co2-carrier-ship-based-ccs-
unmanned-offshore-facility.pdf
シャトル船Phase2 Vol.2 海域ポテンシャル調査 4MB
http://cdn.globalccsinstitute.com/sites/default/files/publications/
94506/preliminary-feasibility-study-co2-carrier-ship-based-ccs-
japanese-continental-shelf.pdf
本資料は、上記の他、2013年4月30日にGCCSI主催により開催されたWebinarで、尾崎
教授が作成・使用した資料を利用させていただいております。
31 引用資料