scholarly journals Alternatives Fuels: The Present and Future of Containment Systems and Their Impact on the Design and Construction of Ships

2019 ◽  
Author(s):  
F. Cadenaro ◽  
E. Fort ◽  
L Blackmore
Keyword(s):  
Natural Gas ◽  
Alternative Fuels ◽  
Shipping Industry ◽  
Low Carbon ◽  
Marine Fuel ◽  
Ambient Temperatures ◽  
Diesel Fuels ◽  
Marine Industry ◽  
Zero Carbon ◽  
Design And Construction

In recent years, driven primarily by SOx emissions regulations, there has been a move towards the adoption of Liquefied Natural Gas (LNG) as a marine fuel. More recent decarbonisation targets, and the emissions regulations that are due to follow, will almost certainly trigger a further move towards other low carbon, carbon neutral and zero carbon fuels. Methanol, ammonia, and hydrogen offer a potential pathway for the decarbonisation of the shipping industry. However, the various physical and thermodynamic properties of such alternative fuels will require new containment systems onboard ships requiring the marine industry to embrace containment technologies used in other industries or, where necessary, develop industry-specific solutions. Shipboard containment systems for diesel fuels are currently physical, based on storage at near ambient temperatures and ambient pressures and for natural gas at high pressure (compressed) or low temperature (cryogenic), or a combination of such. Future containment technologies are likely to also include material and chemical based storage, exploiting chemical processes to hydrogenate or dehydrogenate carriers, in both liquid or solid matrices. This paper provides an overview of alternative fuels and their containment technologies and the implications on ship design and construction.

scholarly journals Towards the IMO’s GHG Goals: A Critical Overview of the Perspectives and Challenges of the Main Options for Decarbonizing International Shipping

2020 ◽  
Vol 12 (8) ◽  
pp. 3220 ◽  
Author(s):  
Patrizia Serra ◽  
Gianfranco Fancello
Keyword(s):  
Ghg Emissions ◽  
Research Approach ◽  
Shipping Industry ◽  
Low Carbon ◽  
Efficiency Measures ◽  
Initial Strategy ◽  
Zero Carbon ◽  
Pros And Cons ◽  
Barriers To Implementation ◽  
Critical Overview

The Initial Strategy on reduction of greenhouse gas (GHG) emissions from ships adopted by the International Maritime Organization (IMO) in 2018 commits the IMO to reduce total GHG emissions of shipping by at least 50% by 2050. Though the direction of the Strategy is clear, the path to implementation remains uncertain. The ambitious IMO’s target calls for widespread uptake of lower and zero-carbon fuels, in addition to other energy efficiency measures, including operational and market ones. Using a triangulated research approach, this paper provides a critical overview of the main measures and initiatives the shipping industry can adopt to try to cope with the new IMO’s requirements. The pros and cons of the most popular emission reduction options are investigated along with the main challenges and barriers to implementation and the potential facilitators that could foster a wider application. The framework that is outlined is complex and not without controversy. Research can play a key role as a facilitator of shipping’s decarbonization by providing its contribution to overcoming the existing controversies on various decarbonization options and by developing a wealth of knowledge that can encourage the implementation of low-carbon initiatives.

scholarly journals Liquefied Natural Gas as Ship Fuel: A Maltese Regulatory Gap Analysis

2021 ◽  
Vol 10 (1) ◽  
Author(s):  
Mark Philip Cassar ◽  
Dimitrios Dalaklis ◽  
Fabio Ballini ◽  
Seyedvahid Vakili
Keyword(s):  
Natural Gas ◽  
Ghg Emissions ◽  
Liquefied Natural Gas ◽  
Small Island ◽  
Global Trade ◽  
Maritime Transport ◽  
Shipping Industry ◽  
Marine Fuel ◽  
Economic Output ◽  
International Aspects

With water covering almost three-quarters of the Earth’s surface and by factoring in that the maritime transport industry is holding the comparative advantage in relation to all other means, activities associated with the seas and oceans of our planet are extremely vital for the normal functioning of global trade. Furthermore, evaluating the opportunities of the so-called “Blue Economy” and possibilities for further growth should be at the epicentre of future development plans. Indicative examples -apart from various endeavours of maritime transport- include other sectors, like shipbuilding and repairs, fishing activities and related processes, as well as oil and gas exploration. All these provide significant economic output and facilitate job creation. It is true that the shipping industry contributes to the carriage of vast quantities of cargo and maintains a crucial role in global trade; however, the specific industry is also responsible for significant quantities of greenhouse gas (GHG) emissions. IMO (MEPC) in 2018 adopted an initial strategy on the reduction of GHG emissions from ships. This plan envisages a reduction of CO2 emissions per transport work, at least 40% by 2030, pursuing efforts towards even further reduction by 2050, compared to the 2008 levels. It is imperative for shipping and related industries to investigate and introduce more environmentally friendly (“cleaner”) ways of operation. In the search for these cleaner fuels, it is the responsibility of maritime stakeholders to make available (economically viable) fuel alternatives worldwide. In view of an increasing trend in using Liquefied Natural Gas (LNG) as a marine fuel, setting up regulations and amend national legislation to allow the provision of LNG as a ship fuel in a safe manner, is a first stage which potential service providing countries have to successfully fulfil. The current analysis is focusing on the small island state of Malta, which apart from certain international aspects introduced by the International Maritime Organisation (IMO), it has to abide by European Union’s (EU) regulations and make LNG as a marine fuel available until 2025. Its main aim is to provide ways to cover the identified regulatory gap of the Maltese legislation, relating to ports, ship fuel bunkering and the local gas market.

The Potential for the Use of Natural Gas and Propane As Alternative Fuels in the Marine Industry

2013 ◽  
Author(s):  
Par Neiburger
Keyword(s):  
Diesel Engine ◽  
Natural Gas ◽  
Alternative Fuels ◽  
Alternative Fuel ◽  
Liquefied Natural Gas ◽  
Road Vehicles ◽  
Compressed Natural Gas ◽  
Gaseous Fuels ◽  
Diesel Vehicles ◽  
Marine Industry

Liberator Engine Company, LLC designs, develops and produces alternative fuel engines for vehicles around the globe. The Company’s 6.0 Liter Liberator™ gaseous fuels engine will have the ability to operate on Compressed Natural Gas, Liquefied Natural Gas or Liquid Propane Gas: clean, domestic, economical fuels. The Liberator engine will target OEM on road vehicles, as well as off road applications. The Liberator engine is also an excellent choice for the repower of existing diesel vehicles. The 6.0L Liberator™ engine will serve as a replacement engine for vehicle currently operating on a Cummins 5.9L diesel engine or Mercedes diesel 6.0L engine. Paper published with permission.

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.

scholarly journals Catalyst Conversion Rates Measurement on Engine Fueled with Compressed Natural Gas (CNG) Using Different Operating Temperatures

Mechanika ◽  
2021 ◽  
Vol 27 (6) ◽  
pp. 492-497
Author(s):  
Dariusz SZPICA ◽  
Marcin DZIEWIĄTKOWSKI
Keyword(s):  
Natural Gas ◽  
Alternative Fuels ◽  
Injection System ◽  
Compression Ignition ◽  
Low Carbon ◽  
Compression Ignition Engine ◽  
Compressed Natural Gas ◽  
Compression Ignition Engines ◽  
Conversion Rates ◽  
Lower Temperature

Further restrictions on the use of compression-ignition engines in transportation are prompting the search for adaptations to run on other fuels. One of the most popular alternative fuels is Compressed Natural Gas (CNG), which due to its low carbon content can be competitive with classical fuels. This paper presents the results of testing a Cummins 6BT compression ignition engine that has undergone numerous modifications to convert to CNG power. The sequential gas injection system and the ignition system were installed in this engine. The compression ratio was also lowered from 16.5 to 11.5 by replacing the pistons. Tests conducted on an engine dynamometer were to show the differences in emission and conversion in the catalyst of hydrocarbons contained in the exhaust gases. Two structurally different catalysts operating at different exhaust temperatures (400 and 500)±2.5°C were used. The catalyst operating at 500±2.5°C showed a 23.5% higher conversion rate than the catalyst operating at a lower temperature in the range of the speed range tested. Also the external indicators, such as power and torque for the case of higher operating temperature took values over 70% higher. The research is one of the stages of a comprehensive assessment of the possibility of adaptation of compression ignition engines to CNG-only fueling.

scholarly journals Environmental and Economic Evaluation of Fuel Choices for Short Sea Shipping

2020 ◽  
Vol 2 (1) ◽  
pp. 34-52 ◽  
Author(s):  
Kirsi Spoof-Tuomi ◽  
Seppo Niemi
Keyword(s):  
Life Cycle ◽  
Environmental Impacts ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Life Cycle Approach ◽  
Shipping Industry ◽  
Residential Areas ◽  
Marine Fuel ◽  
Major Life ◽  
Short Sea Shipping

The shipping industry is looking for strategies to comply with increasingly stringent emission regulations. Fuel has a significant impact on emissions, so a switch to alternative fuels needs to be evaluated. This study investigated the emission performances of liquefied natural gas (LNG) and liquefied biogas (LBG) in shipping and compared them to conventional marine diesel oil (MDO) combined with selective catalytic reduction (SCR). For assessing the complete global warming potential of these fuels, the life-cycle approach was used. In addition, the study evaluated the local environmental impacts of combustion of these fuels, which is of particular importance for short sea shipping operations near coastal marine environment and residential areas. All three options examined are in compliance with the most stringent emission control area (ECA) regulations currently in force or entering into force from 2021. In terms of local environmental impacts, the two gaseous fuels had clear advantages over the MDO + SCR combination. However, the use of LNG as marine fuel achieved no significant CO2-equivalent reduction, thus making little progress towards the International Maritime Organization’s (IMO’s) visions of decarbonizing shipping. Major life cycle GHG emission benefits were identified by replacing fossil fuels with LBG. The most significant challenge facing LBG today is fuel availability in volumes needed for shipping. Without taxation or subsidies, LBG may also find it difficult to compete with the prices of fossil fuels.

scholarly journals Numerical Analysis of Emissions from Marine Engines Using Alternative Fuels

2015 ◽  
Vol 22 (4) ◽  
pp. 48-52 ◽  
Author(s):  
Lamas M.I. ◽  
Rodríguez C.G. ◽  
Telmo J. ◽  
Rodríguez J.D.
Keyword(s):  
Natural Gas ◽  
Alternative Fuels ◽  
Combustion Process ◽  
Fuel Oil ◽  
Shipping Industry ◽  
Reduction Techniques ◽  
Marine Engines ◽  
Competitive Prices ◽  
Restrictive Legislation ◽  
Oil Fuel

AbstractThe current restrictions on emissions from marine engines, particularly sulphur oxides (SOx), nitrogen oxides (NOx) and carbon dioxide (CO2), are compelling the shipping industry to a change of tendency. In the recent years, many primary and secondary reduction techniques have been proposed and employed in marine engines. Nevertheless, the increasingly restrictive legislation makes it very difficult to continue developing efficient reduction procedures at competitive prices. According to this, the paper presents the possibility to employ alternative fuels. A numerical model was developed to analyze the combustion process and emissions using oil fuel, natural gas and hydrogen. A commercial marine engine was studied, the Wärtsilä 6L 46. It was found, that hydrogen is the cleanest fuel regarding CO2, hydrocarbons (HC) and carbon monoxide (CO). Nevertheless, it is very expensive for marine applications. Natural gas is cheaper and cleaner than fuel oil regarding CO2and CO emissions. Still, natural gas emits more NOxand HC than oil fuel. SOxdepends basically on the sulphur content of each particular fuel.

scholarly journals ANALYSIS OF THE MAIN GENERATOR DUAL FUEL DIESEL ELECTRIC (DFDE) 12V50DF SUDDEN TRIP

2021 ◽  
Vol 2 (4) ◽  
pp. 625-636
Author(s):  
Markus Yando ◽  
Amiruddin Amiruddin ◽  
Bambang Wahyudi ◽  
Ryan Pengestu N
Keyword(s):  
Natural Gas ◽  
Diesel Engines ◽  
Electric Motor ◽  
Alternative Fuels ◽  
Negative Impact ◽  
Diesel Oil ◽  
Shipping Industry ◽  
Marine Transportation ◽  
Technological Advances ◽  
The Government

In the 20th century, the growth of marine transportation has grown rapidly in line with technological advances. Given that the marine transportation sector is one of the pollutants that exist today, the use of energy sources with better thermal efficiency and combustion that does not have a negative impact on the environment is needed in the modern era. In accordance with the regulations stipulated by IMO in the Marine Polution (Marpol) Annex VI Regulation 14 which regulates the prohibition of ships from using fuels with sulfur content higher than 0.5%. The need for alternative fuels in the shipping industry is an important thought to support the efficiency of the shipping industry. Liquid Natural Gas (LNG) is currently being developed by the government as a fuel for vehicles and environmentally friendly industries. In addition to its availability, natural gas is also considered effective for combustion. Methane / LNG gas is one of the most dominant alternative fuels at this time. This fuel can also save company expenses, namely reducing the cost of providing fuel for energy needs as a source of propulsion on board the ship. For the above, ships, especially LNG carriers, have used a lot of diesel engines to propel their ships using LNG fuel with the concept of the engine being Two Fuel Diesel Electric (DFDE) where the engine can use Marine Diesel Oil (MDO) and LNG. The DFDE engine drives the Generator and the Generator generates electricity to drive the Electric Motor and the Electric motor moves the propeller shaft, this DFDE engine in the future will replace conventional diesel engines because it is more cost efficient, but requires Engineers who understand DFDE engine technology.

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