scholarly journals Decarbonizing Maritime Transport: The Importance of Engine Technology and Regulations for LNG to Serve as a Transition Fuel

2020 ◽  
Vol 12 (21) ◽  
pp. 8793 ◽  
Author(s):  
Elizabeth Lindstad ◽  
Gunnar S. Eskeland ◽  
Agathe Rialland ◽  
Anders Valland
Keyword(s):  
Fossil Fuels ◽  
Combustion Engine ◽  
Ghg Emissions ◽  
Fuel Oil ◽  
Maritime Transport ◽  
Low Carbon ◽  
Heavy Fuel Oil ◽  
Gas Emissions ◽  
Global Warming Impact ◽  
Ghg Reduction

Current Greenhous gas emissions (GHG) from maritime transport represent around 3% of global anthropogenic GHG emissions and will have to be cut in half by 2050 to meet Paris agreement goals. Liquefied natural gas (LNG) is by many seen as a potential transition fuel for decarbonizing shipping. Its favorable hydrogen to carbon ratio compared to diesel (marine gas oil, MGO) or bunker fuel (heavy fuel oil, HFO) translates directly into lower carbon emissions per kilowatt produced. However, these gains may be nullified once one includes the higher Well-to-tank emissions (WTT) of the LNG supply chain and the vessel’s un-combusted methane slip (CH4) from its combustion engine. Previous studies have tended to focus either on greenhouse gas emissions from LNG in a Well-to-wake (WTW) perspective, or on alternative engine technologies and their impact on the vessel’s Tank-to-wake emissions (TTW). This study investigates under what conditions LNG can serve as a transition fuel in the decarbonization of maritime transport, while ensuring the lowest possible additional global warming impact. Transition refers to the process of moving away from fossil fuels towards new and low carbon fuels and engine technologies. Our results show: First, the importance of applying appropriate engine technologies to maximize GHG reductions; Second, that applying best engine technologies is not economically profitable; Third, how regulations could be amended to reward best engine technologies. Importantly, while the GHG reduction of LNG even with best engine technology (dual fuel diesel engine) are limited, ships with these engines can with economically modest modification switch to ammonia produced with renewable energy when it becomes available in sufficient amounts.

scholarly journals Maritime Transport in a Life Cycle Perspective: How Fuels, Vessel Types, and Operational Profiles Influence Energy Demand and Greenhouse Gas Emissions

Energies ◽  
2020 ◽  
Vol 13 (11) ◽  
pp. 2739 ◽  
Author(s):  
Grusche J. Seithe ◽  
Alexandra Bonou ◽  
Dimitrios Giannopoulos ◽  
Chariklia A. Georgopoulou ◽  
Maria Founti
Keyword(s):  
Life Cycle ◽  
Supply Chains ◽  
Greenhouse Gas Emissions ◽  
Greenhouse Gas ◽  
Energy Use ◽  
Fuel Oil ◽  
Maritime Transport ◽  
Heavy Fuel Oil ◽  
Gas Emissions ◽  
Fuel Supply

A “Well-to-Propeller” Life Cycle Assessment of maritime transport was performed with a European geographical focus. Four typical types of vessels with specific operational profiles were assessed: a container vessel and a tanker (both with 2-stroke engines), a passenger roll-on/roll-off (Ro-Pax) and a cruise vessel (both with 4-stroke engines). All main engines were dual fuel operated with Heavy Fuel Oil (HFO) or Liquefied Natural Gas (LNG). Alternative onshore and offshore fuel supply chains were considered. Primary energy use and greenhouse gas emissions were assessed. Raw material extraction was found to be the most impactful life cycle stage (~90% of total energy use). Regarding greenhouse gases, liquefaction was the key issue. When transitioning from HFO to LNG, the systems were mainly influenced by a reduction in cargo capacity due to bunkering requirements and methane slip, which depends on the fuel supply chain (onshore has 64% more slip than offshore) and the engine type (4-stroke engines have 20% more slip than 2-stroke engines). The combination of alternative fuel supply chains and specific operational profiles allowed for a complete system assessment. The results demonstrated that multiple opposing drivers affect the environmental performance of maritime transport, a useful insight towards establishing emission abatement strategies.

scholarly journals A Comparison of Alternative Fuels for Shipping in Terms of Lifecycle Energy and Cost

Energies ◽  
2021 ◽  
Vol 14 (24) ◽  
pp. 8502
Author(s):  
Li Chin Law ◽  
Beatrice Foscoli ◽  
Epaminondas Mastorakos ◽  
Stephen Evans
Keyword(s):  
Natural Gas ◽  
Carbon Capture ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Ghg Emissions ◽  
Fuel Oil ◽  
Heavy Fuel Oil ◽  
Long Distance ◽  
Reference Case ◽  
Marine Fuel

Decarbonization of the shipping sector is inevitable and can be made by transitioning into low- or zero-carbon marine fuels. This paper reviews 22 potential pathways, including conventional Heavy Fuel Oil (HFO) marine fuel as a reference case, “blue” alternative fuel produced from natural gas, and “green” fuels produced from biomass and solar energy. Carbon capture technology (CCS) is installed for fossil fuels (HFO and liquefied natural gas (LNG)). The pathways are compared in terms of quantifiable parameters including (i) fuel mass, (ii) fuel volume, (iii) life cycle (Well-To-Wake—WTW) energy intensity, (iv) WTW cost, (v) WTW greenhouse gas (GHG) emission, and (vi) non-GHG emissions, estimated from the literature and ASPEN HYSYS modelling. From an energy perspective, renewable electricity with battery technology is the most efficient route, albeit still impractical for long-distance shipping due to the low energy density of today’s batteries. The next best is fossil fuels with CCS (assuming 90% removal efficiency), which also happens to be the lowest cost solution, although the long-term storage and utilization of CO2 are still unresolved. Biofuels offer a good compromise in terms of cost, availability, and technology readiness level (TRL); however, the non-GHG emissions are not eliminated. Hydrogen and ammonia are among the worst in terms of overall energy and cost needed and may also need NOx clean-up measures. Methanol from LNG needs CCS for decarbonization, while methanol from biomass does not, and also seems to be a good candidate in terms of energy, financial cost, and TRL. The present analysis consistently compares the various options and is useful for stakeholders involved in shipping decarbonization.

THE APPLICATION OF FUZZY AHP – VIKOR HYBRID METHOD TO INVESTIGATE THE STRATEGY FOR REDUCING AIR POLLUTION FROM DIESEL POWERED VESSELS

2021 ◽  
Vol 162 (A3) ◽  
Author(s):  
H Demirel ◽  
M Mollaoğlu ◽  
U Bucak ◽  
T Arslan ◽  
A Balin
Keyword(s):  
Air Pollution ◽  
Human Health ◽  
Hybrid Method ◽  
Fossil Fuels ◽  
Fuzzy Ahp ◽  
Maritime Transportation ◽  
Fuel Oil ◽  
Fuel Quality ◽  
Heavy Fuel Oil ◽  
Marine Areas

The negative impact of air pollution on human health had become a vital issue as a result of the increasing use of fossil fuels in recent years. In this context, maritime transportation is one of the most contaminant sectors by using much more fossil fuels. Ships which have a major role in maritime transport, directly affect human health via its emissions, especially in marine areas close to the land such as around the ports, canals, and straits. In this study, strategies were gathered by evaluating International Maritime Organization (IMO) regulations, European Union (EU) recommendations and the applications of the ship owner companies to reduce air pollution stem from ships, and considering the priority perception of these strategies, the effect level of the strategies at the marine areas where ships are approaching the land was analysed by the Fuzzy Analytic Hierarchy Process-Visekriterijumska Optimizacija I Kompromisno Resenje (AHP- VIKOR) hybrid method. As a result of the study, the most effective strategies appeared as “Forbiddance of Heavy Fuel Oil (HFO) usage on Ships” and “Detection of Low Sulphur Fuel Usage by the help of Remote Detector Systems”, and it was seen that these strategies would be most effective in canal or strait passing of the ships. It was also revealed that the relevant expert opinions and IMO regulations meshed together, and it was pointed out the applications for increasing fuel quality.

scholarly journals Bi-Objective Optimization of Vessel Speed and Route for Sustainable Coastal Shipping under the Regulations of Emission Control Areas

2019 ◽  
Vol 11 (22) ◽  
pp. 6281 ◽  
Author(s):  
Yuzhe Zhao ◽  
Yujun Fan ◽  
Jingmiao Zhou ◽  
Haibo Kuang
Keyword(s):  
Carbon Emissions ◽  
Emission Control ◽  
Fuel Oil ◽  
Low Carbon ◽  
Heavy Fuel Oil ◽  
Fuel Price ◽  
Small Vessels ◽  
Coastal Shipping ◽  
Optimum Speed ◽  
Vessel Speed

To comply with the regulations of emission control areas (ECAs), most operators have to switch to low-sulfur fuels inside the ECAs. Besides, a low-carbon objective is essential for long-term environmental protection; thus, is regarded as important as making profit. Therefore, the operators start making speed and route decisions under the two objectives of minimizing carbon emissions and maximizing profit. Drawing on existing methods, this paper formulates the profit and carbon emissions in sustainable coastal shipping, investigates the speed and route principles, and determines the best tradeoff between profit and carbon emissions. It is found that vessel speed should be set between emissions-optimum speed and profit-optimum speed, and the route must be selected in light of the speed decision. Next, the optimal choices of speed and route were examined under different scenarios and vessel types. The results show that the operation measures and objectives depend greatly on fuel price, vessel load, and vessel parameters. The operator should speed up the vessel if he/she wants to make more profit or if the scenario is favorable for profit making; e.g., low fuel price and high vessel load (LFHL). Large vessels should pursue more profit under LFHL conditions, without having to sail further outside the ECA. But this rule does not apply to small vessels. In addition, the operator should slow down the vessel inside the ECA and sail further, outside the ECA, with the growth in the price spread between marine gas oil (MGO) and heavy fuel oil (HFO), especially at a low HFO price. The research findings help operators to design operational measures that best suit the limit on sulfur content in fuel and the situation of the shipping market.

Greenhouse Gas Emissions from Refrigeration Equipment in Malaysia

2009 ◽  
Vol 20 (4) ◽  
pp. 533-551 ◽  
Author(s):  
R Saidur ◽  
MA Sattar ◽  
H.H. Masjuki ◽  
M.Y. Jamaluddin
Keyword(s):  
Greenhouse Gas Emissions ◽  
Greenhouse Gas ◽  
Environmental Protection Agency ◽  
Fossil Fuels ◽  
Energy Savings ◽  
Ghg Emissions ◽  
Electricity Consumption ◽  
Air Conditioner ◽  
Gas Emissions ◽  
Refrigeration Equipment

This paper presents an analysis of the greenhouse gas (GHG) emissions from refrigeration equipment. The refrigeration equipments use refrigerants such as chlorofluorocarbons (CFCs) and hydrofluorocarbons HFCs, which are believed to contribute the ozone depletion and global warming. Refrigeration equipment thus contributes indirectly through emission due to electricity consumption and directly due to the emission of refrigerants. Greenhouse gas emissions resulting from the burning of fossil fuels are quantified and presented in this paper. The calculation was carried out based on emissions per unit electricity generated and the type of fuel used. The direct emission of refrigerant was calculated based on emission factor and according to the procedure of Environmental Protection Agency (EPA), USA. A study was conducted to evaluate the refrigerant losses to the atmosphere and the CO2 emission from fossil fuels to generate power to run the refrigeration and air-conditioning systems. In this paper, total appliance annual energy consumption by refrigerator-freezer and air conditioner as well as emission has been estimated for a period of 19 years (1997–2015) using the survey data. Energy savings and emission reductions achievable by raising thermostat set point temperature have been calculated for a period of 10 (i.e. 2005–2015) years.

Responding to NAMAs and preparing for INDCs/NDCs

2017 ◽  
Vol 9 (1) ◽  
pp. 2-20
Author(s):  
Jui-Chu Lin ◽  
Wei-Ming Chen ◽  
Ding-Jang Chen
Keyword(s):  
Electricity Market ◽  
Ghg Emissions ◽  
Electricity Sector ◽  
Carbon Trading ◽  
Low Carbon ◽  
Content Type ◽  
Carbon Reduction ◽  
Ghg Reduction ◽  
Nationally Determined Contributions ◽  
Trading Scheme

Purpose In this paper, the international progress of Nationally Appropriate Mitigation Actions (NAMAs), Intended Nationally Determined Contributions (INDCs), and Nationally Determined Contributions (NDCs) under the United Nations Framework Convention on Climate Change are reviewed. The content of Taiwan’s NAMAs and INDCs are also investigated, especially with reference to actions for the electricity sector. To better understand the greenhouse gas (GHG) reduction contribution from the electricity sector, this paper aims to examine challenges and solutions for implementing a carbon trading mechanism in Taiwan’s monopolistic electricity market under the newly passed Greenhouse Gases Emissions Reduction and Management Act (GHG ERMA). Design/methodology/approach Carbon reduction strategies for the electricity sector are discussed by examining and explaining Taiwan’s official documents and the law of GHG ERMA. Findings This study finds that market mechanisms should be utilized to allocate appropriate costs and incentives for GHG reductions to transform Taiwan into a low-carbon society. Originality/value This study identifies strategies for the electricity sector to reduce GHG emissions, especially the operation of a carbon-trading scheme under a non-liberalized electricity market.

Sustainability Evaluation of Low Carbon Technology and Transition Plan of Building Industry in Chongming, Shanghai

2011 ◽  
Vol 347-353 ◽  
pp. 2933-2937
Author(s):  
Bei Jia Huang ◽  
Hai Zhen Yang ◽  
Guo Ru ◽  
Shao Ping Wang
Keyword(s):  
Ghg Emissions ◽  
Assessment Method ◽  
Assessment System ◽  
Building Industry ◽  
Value Functions ◽  
Low Carbon ◽  
Co2 Emission Reduction ◽  
Industry Development ◽  
Ghg Reduction ◽  
Set Up

In order to meet the GHG reduction and sustainable goals in industry development, we need those strategies that are not only reducing GHG emissions but also not compromising other economic, environmental and social priorities. The low carbon and sustainable requirements in industry development are analyzed by reviewing the existing related researches. Multi-Attributive Assessment method is selected as the most appropriate one for the study. Indicators and utility value functions of the assessment system are accordingly set up. Building industry in Chongming, Shanghai is analyzed as case study. Most potential technologies and their preferential order are figured out after evaluation. CO2 emission reduction requirement in 2015 is worked out as 0.68 t for low carbon scenario and 1.36t for ideal scenario. Required building area is then calculated. Results show the low carbon scenario is possible to meet if the existing and new construction buildings can well apply the selected technologies.

scholarly journals CONSUMPTION-BASED AND EMBODIED CARBON IN THE BUILT ENVIRONMENT: IMPLICATIONS FOR APEC’S LOW-CARBON MODEL TOWN PROJECT

2020 ◽  
Vol 15 (3) ◽  
pp. 67-82
Author(s):  
David A. Ness ◽  
Ke Xing
Keyword(s):  
Sustainable Development ◽  
Built Environment ◽  
Greenhouse Gas ◽  
Fossil Fuels ◽  
Energy Use ◽  
Ghg Emissions ◽  
Assessment Tools ◽  
Asia Pacific ◽  
Low Carbon ◽  
Embodied Carbon

ABSTRACT In accordance with international protocols and directions, the APEC Energy Working Group has concentrated on constraining operational energy use and greenhouse gas (GHG) emissions in cities across the Asia Pacific, especially from the widespread consumption of fossil fuels. In addition to economy level policies and recognising the different characteristics within the region, APEC has sought to take action at the town/city level via the Low-Carbon Model Town (LCMT) project, including the development of self-assessment tools and indicator systems. However, the “low carbon” landscape is changing. There is increasing recognition of embodied carbon, accompanied by the emergence of methods for its measurement, while the C40 Cities Climate Leadership Group has recently highlighted the significance of consumption-based carbon. Similarly, the Greenhouse Gas Protocol for Cities (GPC) is likely to extend its ambit from Scope 1 GHG emissions, derived from energy use within a city boundaries, and Scope 2 emissions from grid-supplied electricity, heating and / or cooling, to Scope 3 emissions derived from materials and goods produced outside the boundaries of a city but associated with construction within that city. After describing these emerging approaches and the current landscape, the paper examines the significance and implications of these changes for APEC approaches, especially in relation to the LCMT project, its indicators and the varying characteristics of towns and cities within the Asia-Pacific region. Special attention is given to the built environment, which is known to be a major contributor to operational and embodied emissions. Consistent with the theme of the Asia-Pacific Energy Sustainable Development Forum covering “sustainable development of energy and the city,” a case is put forward for the current APEC approach to be extended to encompass both embodied and consumption-based emissions.

The Impact of Korea’s Green Growth Policies on the National Economy and Environment

2014 ◽  
Vol 14 (4) ◽  
pp. 1585-1614 ◽  
Author(s):  
Won-Sik Hwang ◽  
Inha Oh ◽  
Jeong-Dong Lee
Keyword(s):  
National Economy ◽  
Carbon Capture And Storage ◽  
Ghg Emissions ◽  
Renewable Portfolio Standard ◽  
Baseline Scenario ◽  
Low Carbon ◽  
Green Growth ◽  
Ghg Reduction ◽  
The Government ◽  
The Impact

Abstract The Korean government has recently established national and sectoral mid-term greenhouse gas (GHG) reduction targets. Specifically, the country must reduce its total GHG emissions by 30% compared to business-as-usual (BAU) by 2020. This study has two main purposes. First, the study aims to measure the economic impacts of pursuing and achieving the government’s GHG reduction targets. Second, it aims to estimate each major policy’s potential GHG emission reductions in the various sectors. We use the computable general equilibrium model and develop three scenarios to examine the economic and environmental impacts of Korea’s green growth policies – a baseline scenario wherein the national economy proceeds without green growth policies; scenario A, wherein the government imposes national and sectoral emission reduction targets without adopting green technologies; and scenario B, wherein the government adopts policy and technology as renewable portfolio standard and carbon capture and storage. The simulation results from scenario A indicate that the government’s mid-term targets could pose a significant challenge to Korea’s national economy. In addition, the results from scenario B indicate that low-carbon green policy and technology will play an important role in reducing GHG emissions.

scholarly journals Policy Considerations for Zero-Emission Vehicle Infrastructure Incentives: Case Study in Canada

2018 ◽  
Vol 9 (3) ◽  
pp. 38 ◽  
Author(s):  
Azadeh Maroufmashat ◽  
Michael Fowler
Keyword(s):  
Fossil Fuels ◽  
Combustion Engine ◽  
Ghg Emissions ◽  
Charging Infrastructure ◽  
The Road ◽  
Electric Vehicle Charging ◽  
Zero Emission ◽  
Government Grant ◽  
The Impact ◽  
Electric Powertrains

Transportation accounts for more than 20% of the total Greenouse Gas (GHG) emissions in Canada. Switching from fossil fuels to more environmentally friendly energy sources and to Zero-Emission Vehicles (ZEVs) is a promising option for future transportation but well to wheel emission and charging/refuelling patterns must also be considered. This paper investigates the barriers to and opportunities for electric charging and hydrogen refueling infrastructure incentives in Ontario, Canada and estimates the number of Internal Combustion Engine Vehicles (ICEVs) that would be offset by infrastructure incentives. The paper also assesses the potential of electric and hybrid-electric powertrains to enable GHG reductions, explores the impact of the electricity supply mix for supporting zero-emission vehicles in different scenarios and studies the effect of the utility factor for PHEVs in Ontario. The authors compare the use of electric vehicle charging infrastructures and hydrogen refueling stations regarding overall GHG emission reductions for an infrastructure incentive funded by a 20-million-dollar government grant. The results suggest that this incentive can provide infrastructure that can offset around 9000 ICEVs vehicles using electricity charging infrastructure and 4000–8700 when using hydrogen refuelling stations. Having appropriate limitations and policy considerations for the potential 1.7 million electric-based vehicles that may be in use by 2024 in Ontario would result in 5–7 million tonne GHG avoidances in different scenarios, equivalent to the removal of 1–1.5 million ICEVs from the road.

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