How to Influence CO2
Contents
Introduction.................................................................................................. 3 COP15 ”Hopenhagen”.................................................................................. 5 The Decision-making............................................................................... 5 The Copenhagen Accord.............................................................................. 5 The International Maritime Organisation (IMO)................................................ 6 Choice of Engine Power and rpm.................................................................. 7 Engine Efficiency........................................................................................... 9 Waste Heat Recovery System..................................................................... 10 Turbocharging Layout.................................................................................. 11 LNG and LPG as Fuel................................................................................. 12 Diesel Engines Burning Biological Oils and Fat............................................. 13 Green Ship of the Future............................................................................. 16 Carbon War Room...................................................................................... 16 Conclusion and Other Measures Discussed to Increase Efficiency................ 17
How to Influence CO2
3
How to Influence CO2
Introduction
average temperature is changing. CO2
Talking about greenhouse gas, global
The purpose of this paper is to turn
absorbs and emits radiation within the
warming and CO2, Fig. 1 shows the
focus on CO2 emissions from marine
atmosphere, which then influences the
results of produced CO2 which has an
engine operation. The paper describes
average temperature of the earth. Sci-
impact on the CO2 level in the atmos-
the attention from the world society, the
entists and politicians fear that this may
phere.
regulation expected from international
affect the climate in such a way that it
organisations and how we can influ-
will influence the way of living on earth
Besides the naturally produced CO2,
ence CO2 emission by means of engine
drastically. This has caused politicians,
the use of fossil fuels constitutes the
optimisation, waste heat recovery and
industries and organisations worldwide
other large contributor. Oil, coal and
alternative fuels.
to look for ways to decrease human-
gas, which millions of years ago were
caused CO2 emission to prevent this
organic materials exposed to high pres-
from happening.
sure, consist primarily of carbon releas-
MAN Diesel & Turbo is convinced that CO2 emission will continue to be an im-
ing energy when reacting with oxygen
portant subject and, eventually, strict
Naturally, produced greenhouse gas,
regulations influencing the ship speed
such as water vapour, is regarded
and operation will be introduced.
the most influencing greenhouse gas
to create CO2 and water. Human-created CO2 and the natural
with a contribution of 36-72% to the
CO2 balance will be lowered by reduc-
As illustrated in the paper, a number of
greenhouse effect, and CO2 influenc-
ing the use of fossil fuels.
design and application features can be
ing 9-26%. Exact figures are hard to
used to reduce CO2 emissions from the
establish because some of the effect-
marine market.
ing gasses absorb and emit radiation
Approx. 90 Gt/year of CO2 is ex-
at the same frequency as others and,
changed between the oceans and
But what is CO2, and why all this sud-
therefore, are difficult to distinguish
the atmosphere. There is a net ab-
den fuss about CO2 and greenhouse
from each other.
sorption in the oceans of approx. 2.2
gasses in general? The reason is that
1. From the atmosphere to the oceans
Gt/year.
measurements show that the world 2. From human activities to the atmosphere Burning of fossil fuels: peats, coal, oil
3
and gas. 7.2 Gt/year in total is emitted to the atmosphere. Some sci-
1
entists (from GEUS) believe that the
2
emission may be as high as 22 Gt/ year, which means that the carbon
6
2
accumulation is far larger. 3. From the geosphere to the atmosphere Carbon is released from the sedimentary layers when heating transforms them to crystalline rock (e.g.
4
silicate rock types such as feldspar).
5
The carbon is released by volcanic activity. Approx. 0.1 Gt/year of CO2 is emitted to the atmosphere.
Fig. 1: CO2 contributors
How to Influence CO2
5
4. From the atmosphere to rivers and lakes (the hydrosphere) Carbon is drawn out the atmosphere of
Boing 747
rock. The carbon ends in rivers and
Heavy Truck
by
weathering/decomposition
lakes or in the sea. A total of 0.2 Gt/ year is drawn from the atmosphere to the hydrosphere.
Rail – Diesel Rail – Electric Container Vessel
5. From the biosphere to the geosphere 0 km
The decomposition of organic mate-
20 km
40 km
60 km
rial transfers about 0.2 Gt/year from
80 km 100 km 120 km 140 km
Source: NMT, Network for Transport and Environment
the biosphere to the geosphere. That is by creation of sediments. Fig. 2: Distance travelled with 1 tonne cargo releasing 1 kg CO2 in the air
6. From the atmosphere to the biosphere About 60-62 Gt/year of carbon is exchanged between the biosphere and the atmosphere. This occurs by photosynthesis and respiration, and pu-
Other Transport cost (road) 21.3%
trefaction of organic material. There is a net absorption in the biosphere
Rail 0.5%
International Aviation 1.9% International Shipping 2.7% Domestic Shipping and Fishing Electricity and Heat 0.5% Production 35.0%
of about 2.5 Gt/year. However, this could turn, e.g. if the arctic tundra thaws out, which would result in a large volume of CH4 being added to the atmosphere. Fossil-energy-using machinery used for power production both inland and at sea contributes to global carbon emissions and, therefore, the attention has also reached the marine industry, which transports close to 90% of all
Manufacturing industry and construction 21.3%
Other Energy Industries 4.6%
Other 15.3%
goods in the world and which is by far the most efficient mode of transporta-
Fig. 3: Global carbon emission from various sources
tion, see Fig. 2. A relatively small percentage comes
About half of the world's transport of
The contribution of global carbon emis-
from the international shipping, but the
goods is transported by MAN B&W low
sions from various sources is shown in
shipping industry must without a doubt
speed engines.
Fig. 3. In this picture international ship-
contribute and show willingness to re-
ping is said to constitute 2.7% of all
duce CO2.
produced CO2.
Total worldwide fuel oil consumption for international shipping is more than 250 million tonnes yearly.
6
How to Influence CO2
COP15 ”Hopenhagen” The Decision-making Copenhagen became the focus of world attention in December 2009. Here, the challenge was for scientists and politicians to agree on a plan to stop global warming caused by the accumulating emissions of CO2 (carbon dioxide) to the atmosphere. Therefore,
20,000
delegates
from
nearly 200 countries met to discuss and agree on a plan to slow down CO2 emissions in the future. The words of the international chapter on shipping describe shipping as the servant of world trade, which correlates to the fact that the maritime industry is the sixth largest emitter of CO2 emissions.
Fig. 4: The Copenhagen Accord
The International Maritime Organisation (IMO) warned the COP15 delegates that it is difficult to impose disciplines
The COP15 was organised under the
The Copenhagen Accord
on individual vessels, or even some
United Nations Framework Convention
The Copenhagen Accord, see Fig. 4,
countries.
on Climate Change (UNFCCC).
is a broad declaration on the climate, which was joined by 188 countries
Because ships operate across interna-
The final draft from COP15 did not in-
worldwide. However, the following five
tional boundaries, owned in one coun-
clude a defined emission reduction tar-
countries, Sudan, Venezuela, Cuba,
try and registered in another, IMO wants
get for shipping and aviation, despite
Nicaragua and Bolivia chose not to join
a global approach to be followed.
a heavy pressure from the European
the declaration.
Union (EU). The Copenhagen Accord recognises
The Copenhagen Accord, the only politically high-level agreement from
At present, it is unclear whether a tar-
climate change as one of the greatest
COP15, makes no mention of the ship-
get will be set by the UNFCCC or by the
challenges of our time and, furthermore,
ping and aviation sectors, so the direc-
IMO. A Norwegian proposal, supported
that major cuts in global CO2 emissions
tion is not yet decided.
by the US, Canada, Japan and, poten-
are necessary in accordance with sci-
tially, Australia, wanted to mention spe-
entific recommendations. The objective
As long as the attention is on CO2
cific targets in Copenhagen, instead of
is to stop global warming and stabilise
emissions, increasing average tem-
calling them ”ambitious” medium, long
the increase in global temperature at
peratures, ice melting climate changes,
term goals to be set by the IMO, and its
below 2 degrees Celsius throughout
flooding, hurricanes, etc., there will be
aviation equivalent.
this century. The declaration does not
worldwide efforts to introduce emission
mention specific targets for reducing
regulations.
CO2 emissions, neither medium term,
How to Influence CO2
7
nor long term. However, the declaration
IMO represents 169 member states.
As such, the EEDI index describes the
lists voluntary CO2 reductions to which
Committees and sub-committees con-
CO2 emission from a ship while com-
a number of countries have committed
duct the technical work to update ex-
paring it with its benefits, e.g. cargo
themselves.
isting legislation or development, and
transported and distance moved.
adopt new regulations. Meetings are atThe Copenhagen Accord does not de-
tended by maritime experts from mem-
The baseline for the calculations is from
scribe anything concrete regarding the
ber states, and interested government
several types of existing ships where
shipping industry. However, the text
and non-government organisations.
the ship design, deadweight, passen-
does not include anything that stops
gers or tonnage are some of the pa-
the IMO efforts on cutting CO2 emis-
The regulations in use for the Preven-
sions, and the Danish Maritime Author-
tion of Air Pollution from ships, IMO
ity expects that these efforts will con-
MARPOL 73/78: Annex VI and the
Future regulations from IMO will then
tinue. The Copenhagen Accord has a
NOx Technical Code have been in force
specify a reduction in the EEDI index
broader range than the Kyoto Protocol
since January 2000.
for new ships based on these baseline
in that the big nations USA and China
values.
have also joined the declaration, which
However, this regulation does not ad-
can have a positive effect on the nego-
dress CO2 emissions from ships.
tiations in the IMO MEPC (Marine Environment Protection Committee).
rameters.
Below is listed a number of EEDI index reductions scheduled:
Therefore, IMO is to undertake the study of CO2 emissions from ships, in
1. lowering of ship speed
The Danish Maritime Authority supports
cooperation with the UNFCCC, with the
2. use of higher efficiency, e.g. waste
the ongoing work of IMO to reduce CO2
objective of establishing amounts and
emissions by means of globally en-
relative percentages of CO2 emissions
3. derating of engines
forced IMO regulations.
from ships as part of the global inven-
4. use of LPG or LNG
heat recovery
tory. The study should estimate emis-
5. optimisation of the hull
The International Maritime Organisation (IMO)
sions for the most recent years and
6. optimisation of the propeller
address how shipboard emissions and
7. coating.
IMO is the specialised agency under
their relative percentage contribution to
the United Nations that prepares the
global CO2 levels can be changed in
Status of the EEDI: The community is
applicable regulations for the marine
the future.
asked to evaluate the EEDI formulas for
industry. The organisation sets interna-
different types and sizes of vessels. The
tional standards for the shipping indus-
The status for this work is that a design
basic construction of the formula and
try that can be accepted and adopted
index and an operational indicator have
the baselines are now fixed, but indi-
by all its members.
been developed as tools for quantifying
vidual coefficients are still evaluated.
and optimising of design and operation IMO’s main task is to develop and
for reduction of CO2 emissions.
maintain a comprehensive and regula-
The second tool is the operational index, also referred to as the Energy Ef-
tory framework for the shipping indus-
The purpose of the design index, also
ficiency Operational Indicator (EEOI) – a
try, and its remit today includes safety
called the Energy Efficiency Design In-
tool to evaluate the operational behav-
and environmental areas, legal matters,
dex (EEDI) is first of all to reduce green-
iour of efficiency onboard.
technical cooperation, maritime secu-
house gasses (CO2) emitted from ships,
rity, and the efficiency of shipping.
but also to stimulate the development of energy-efficient ships.
8
How to Influence CO2
The objective of the EEOI is:
Choice of Engine Power and rpm
Major Propeller and Main Engine
The layout of the propeller and the en-
Parameters
measurement of the energy efficien-
gine is essential for the highest possi-
cy during each voyage
ble efficiency of the main engine and,
The efficiency of a two-stroke main en-
evaluation of the operational perfor-
thereby, the efficiency of ship propul-
gine particularly depends on the ratio of
mance by owners or operators
sion.
the maximum (firing) pressure and the
continued monitoring of individual
mean effective pressure. The higher the
ships
The derating of the engine, the increase
ratio, the higher the engine efficiency,
evaluation of any changes made to
of the propeller diameter and use of
i.e. the lower the Specific Fuel Oil Con-
the ship or its operation.
electronically controlled engines are
sumption (SFOC).
described in this chapter. In principle, the coverage of EEOI
Furthermore, the larger the stroke/bore
should include all new and existing
In general, the larger the propeller di-
ratio of a two-stroke engine, the higher
ships engaged in transportation.
ameter, the higher the propeller efficien-
the engine efficiency. This means, for
cy and the lower the optimum propeller
example, that a long-stroke engine type,
The status of EEOI is that it has been
speed referring to an optimum ratio of
e.g. an S80ME-C9, will have a higher
implemented on a trial basis since
the propeller pitch and propeller diam-
efficiency compared with a short-stroke
2005.
eter.
engine type, e.g. a K80ME-C9.
For the moment, it is being used on a
When increasing the propeller pitch
The latest considerations on engine
voluntary basis by some owners and
for a given propeller diameter, the cor-
programme layout have therefore in-
operators to collect information on the
responding propeller speed may be
cluded an investigation of whether an
outcome and experience in applying
reduced and the efficiency will also be
even larger stroke/bore ratio than for
the EEOI.
slightly reduced, but of course depend-
the S-type engines would be demand-
ing on the degree of the changed pitch.
ed by the market, when considering the
The same is valid for a reduced pitch,
possible and most optimal future ship
IMO objectives: 1. that UNFCCC parties continue en-
but here the propeller speed may in-
hull designs. This investigation is cur-
crease.
rently ongoing.
trusting IMO with the regulation of greenhouse gas emissions from international shipping, and 2. that the subsequent IMO regulatory regime is applied to all ships, regardless of the flag they fly. IMO represents all countries – this is the opinion of the industialised countries.
How to Influence CO2
9
Compared with a camshaft (mechanically) controlled engine, an electronically controlled engine has more parameters that can be adjusted during the
Fuel consumption per day t/24h 50
pared with the MC/MC-C engine types,
When the design ship speed is reduced, the corresponding propulsion
M2 M3 M4
Alt. 2: 6S60MCC8 derated SMCR=11,900 kW at 105 r/min
45
Alt. 3: 6S60MCC8 derated SMCR=11,680 kW at 98.7 r/min
have a relatively higher engine efficiency under low-NOx IMO Tier II operation.
M1
Alt. 1: 5S60MCC8 nominal (Basis) SMCR=11,900 kW at 105 r/min
engine operation in service. This means that the ME/ME-C engine types, com-
Reduced fuel consumption by derating IMO Tier ll compliance
Alt. 4: 6S60MEC8 derated SMCR=11,680 kW at 98.7 r/min
40
Reduction () of fuel consumption:
35
power and propeller speed will also be reduced, which again may have an in-
30
fluence on the above-described propeller and main engine parameters.
Average service load 80% SMCR
25
65
70
75
80
Total
Total
Propeller
t/24h
%
%
Engine %
0.00
0.0
0.0
0.0
1.14
2.9
0.0
2.9
1.60
4.1
1.8
2.3
2.39
6.1
1.8
4.3
85
90
95
The following is a summary of the major
100 %SMCR Engine shaft power
parameters described, see also Figs. 5 and 6.
Fig. 5: Relative fuel consumption in normal service of different derated main engines for a 75,000-dwt Panamax product tanker operating at 15.1 knots
Propeller Larger propeller diameter involving:
Higher propeller efficiency
Lower
optimum
propeller
speed
(rpm)
Lower number of propeller blades
Fuel consumption per day IMO Tier ll compliance Fuel consumption per day kg/24h/teu
t/24h 300
10K98ME7 SMCR=60,000kW × 97.0 r/min
35
30
Slightly higher propeller efficiency
Increased optimum propeller speed
25
9S90MEC8 SMCR=43,100 kW × 78.0 r/min
150
load vice ser ine R E ng MC S 90% R SMC 80% R M S C 70%
% Reference
25.0 kn
23.0 kn
23.0
23.5
24.00
24.5
80
Fuel reduction () per day:
15 22.5
100 90
26.0 kn
Ship speed Propeller
100
130
110
20
(rpm) (from 6 to 5 blades means approximately 10% higher rpm)
200
Relative fuel consumption per day %
120
250
involving:
12K98MEC7 SMCR=69,800kW × 102.1 r/min
25.0
37.4% 1.3%
Engine
2.3%
Total:
41.0%
25.5
70 60 50
26.0 26.5 kn Design ship speed
Main engine Increased pmax/pmep pressure ratio involving:
Higher engine efficiency (e.g. by derating)
10
How to Influence CO2
Fig. 6: Relative fuel consumption per day of different main engines for different design ship speeds of an 8,000-teu Post-Panamax container vessel
Larger stroke/bore ratio involving:
Higher engine efficiency (e.g. S-type
Case 1: 75,000 dwt Panamax Product
Derated 9S90ME-C8 versus 10K98ME7
Tanker at 15.1 knots ship speed
and 12K98ME-C7
engines have higher efficiency comNominally rated 5S60MC-C8 versus
pared with K-type engines)
derated 6S60MC-C8 and 6S60ME-C8
Influence of reduced ship speed
Influence of increased propeller diameter.
Use of electronically controlled engine
Influence of derating of engine
instead of camshaft controlled:
Influence of derating and increased
Engine Efficiency
propeller diameter
The relationship between engine effi-
Influence of using electronically con-
ciency and CO2 in the exhaust gas is
trolled engine
directly linked. When the carbon in the
Higher engine efficiency (improved control of NOx emissions).
fuel is burned, the C and O2 will form Case 2: 8,000 teu Post-Panamax Con-
the CO2 and, therefore, the CO2 emis-
tainer Vessel at reduced ship speed
sion ratio is primarily determined by fuel consumption and the fuel composition, the latter being rather constant for fossil fuels: CO2 approx. 3,200 g/kg of fuel,
% Thermal efficiencies 60 Low-speed diesel 50 Medium-speed diesel
based on 86% carbon in fuels.
40
Combined cycle gas turbine
and plant efficiency, the lower the CO2
30
Steam turbine
level.
20
Gas turbine
This means that the higher the engine
If we look at different types of prime
10
movers, see Fig. 7, it is obvious that the
Load
0 50
modern diesel engine is the most effi-
100 %
cient machinery used as prime mover today.
Fig. 7: Different prime mover types
If we then look into the development of the engine since 1950, Fig. 8 shows a
SFOC
g/kWh
2007
huge development of the engine effi-
250
ciency, bringing it close to the so-called Carnot efficiency.
200
SFOC Full-rated De-rated Ideal Carnot cycle
150
NOx g/kWh
NOx
100
20
K98FF 84VT2BF180
0 1940
1960
GB/GBE GFCA MC/MC-C
KGF 1980
ME/ME-C/ME-B 2000
2020
ed into mechanical work in an engine cycle, it can be shown that the maximum efficiency possible is obtained if the cycle is reversible (that the process
10
50
Because the thermal energy is convert-
can come back to where it started).
3.4
Year
Fig. 8: Engine efficiency development
How to Influence CO2
11
And further that only a reversible process has the same maximum efficiency. A well-known and much used example of such a cycle is the Carnot process.
Emergency generator
TG: Turbogenerator PT: Power turbine TC: Turbocharger
Exh. Gas boiler Saturated steam for heating purposes
Switchboard
Superheated steam
Generator
Calculations and measurements have
PT
TG
Diesel generators
shown that we are close to the highest efficiency possible, according to the Carnot process, with the standard engine design available today, without
TC Shaft/motor generator
Exhaust gas receiver Main engine
extra equipment. This also means that if we want to increase the engine efficiency and, thereby, reduce the CO2 content, we need to
Fig. 9: Thermo efficiency system
look for other methods and techniques used in connection with the application of diesel engines. Generator
Power turbine
Waste Heat Recovery System The most efficient way to increase the total efficiency of a ship with a two-
Steam turbine
stroke engine is to utilise the waste heat of the engine. Waste heat is collected primarily from the heat energy of the engine exhaust gas. Technology with power turbines, i.e. steam turbines in combination with high-efficiency turbochargers and boilers, has already shown system efficiencies of 55%. This corresponds to a 10% increase in efficiency and 10%
Fig. 10: Waste heat recovery
lower fuel consumption and CO2 emission. The highest theoretical efficiency is close to 60%.
A number of ships, though limited, have
Experience has shown that the reli-
been built with such systems over the
ability of the system can be high, but
If waste heat recovery is combined
past 25 years. Shipowners’ interest in
installation is complicated, and space
with NOx reduction methods and SAM
WHR systems has so far been depend-
for extra equipment is required, and
(scavenging air moisturisation) or EGR
ing on the cost of HFO, the expecta-
the equipment requires maintenance.
(exhaust gas recirculation), the total ef-
tions to the development in the cost of
These are all important factors that the
ficiency can be raised to 57% and 58%,
HFO and, furthermore, the willingness
operators take into account when or-
respectively. Corresponding to 14%
of the shipyards to deliver ships de-
dering a new ship.
and 18% of engine efficiency.
signed and built for the WHR concept.
12
How to Influence CO2
If we make a parallel to the two-stroke
SFOC g/kWh
power stations, a number of plants
183 182 181 180 179 178 177 176 175 174 173 172 171 170 169 168 167 166 165 164
have either steam turbines, power turbines or both, but the power station industry calculates with longer payback times for the equipment, and has unlimited space, see Figs. 9 and 10. The question is what effect the future regulation of CO2 will have on the adoption rate of the WHR system in the marine industry.
Turbocharging Layout
0
10
20
30
40
50
60
70
80
makes the design, layout and application of turbochargers essential. With the following four technologies, potential for increases in energy efficiency at reduced load exists. All four
100 110
Engine load %
The well-known influence on engine efficiency from the turbocharger also
90
10K98ME7-TII with 3 x TCA88-21 SMCR: 57,200 kW at 97.0 RPM Opt. point: 100.0 % IMO NOx Tier II comp. +Exhaust Gas By-pass
10K98ME6-TII with 3 x TCA88-21 SMCR: 57,200 kW at 94.0 RPM Opt. point: 100.0 % IMO NOx Tier II comp. 10K98ME7-TII with 3 x TCA88-21 SMCR: 57,200 kW at 97.0 RPM Opt. point: 100.0 % IMO NOx Tier II comp.
technologies are proven and available: Fig. 11: Low-load layout with exhaust gas bypass
Exhaust gas bypass (EGB)
Variable turbine area
Turbocharger cut-out
Sequential turbocharging, see Figs.
SFOC g/kWh
11 and 12
180.0 178.0
Turbocharger cut-out can also be made
176.0
for engines with two and four turbo-
174.0
chargers.
172.0 170.0 168.0 166.0 164.0 162.0 25
35 Basis
45
55
VTA
65
75
TC cut 1/3
85
95
EGB ME2
105 Load %
Fig. 12: Turbocharger layout or charge air tuning
How to Influence CO2
13
LNG and LPG as Fuel The electronically controlled ME-GI high-pressure gas injection engine was introduced some years ago, primarily to the LNG market. The ME-GI engine is designed to burn the boil-off gas evaporating from the liquefied gas in the LNG storage tanks onboard. Today, we
Main Engine ME-GI
see much wider application potential for the ME-GI engine.
LNG fuel supply system
Existing and future expanded emission control areas (ECA) call for the use of low-sulphur fuels within 200 nautical miles from the coast. And with the current low price of LNG combined with the operational flexibility of the MEGI engine, it is our expectation that a broad range of vessels in the merchant
Containment systems for LNG
fleet will be ordered with an ME-GI propulsion plant in the future.
• TGE type C tanks 4-9 barg pressure (up till 50 travelling days) BOR 0.21 - 0.23 %/day
• IHI type B tanks low pressure tanks, BOR 0.2 %/day
The emission control areas need to be introduced through IMO. Fig. 13: Gas as fuel on board container vessels
Fig. 13 illustrates a container vessel. Operation on gas, not only reduces SOx and NOx emissions significantly, but
ment and optimisation of the ME-GI
sors compressing NG to the engine at
also CO2. Both LPG and LNG are low-
technology towards high efficiency,
the pressure needed. These systems
carbon emitting hydrocarbon fuels, and
high reliability or reduced emission.
have gained successful experience with
the resulting CO2 emission per kWh is
regard to safety, reliability and availabil-
approx. 20% lower than for HFO, and
Also targets as lower pilot oil amount
approx. 30% lower than for coal, see
and lower minimum load for gas opera-
Table 1.
tion is considered in the optimisation.
ity. During the demonstration and performance optimisation on our research
As a result of the increased global inter-
The gas supply system is an essential
engine, DSME will supply and dem-
est for the ME-GI engine, we will at the
component for gas operation. Thor-
onstrate their cryogenic liquid natural
beginning of 2011 demonstrate our test
ough investigations in cooperation with
gas pump, evaporator and gas supply
engine in Copenhagen as a 4T50ME-GI
suppliers, classification societies, yards
control. Fig. 13 illustrates the unit that
engine.
and engine builders have therefore
will be delivered by end-2010 to be in-
been ongoing for a number of years.
stalled at the MAN Diesel & Turbo re-
As part of the development plan, we
Today, we can show cryogenic pumps
search facilities in Copenhagen.
have also developed an ME-GI test rig,
pumping liquid gas through an evapo-
where we are testing further develop-
rator to the engine, and gas compres-
14
How to Influence CO2
Emission comparison S50ME-C8-GI engine compared with the equivalent ME or MC type engine 48% propane and 48% butane and 5% pilot oil compared with HFO operation (3.5% sulphur) Load
SFOC
Pilot oil
Gas
%
g/kWh
%
%
CO2 ME/MC g/kWh
100%
170
5
95
559
472
12
0.60
13.5
11.9
75%
166
7
93
546
461
12
0.78
14.7
12.9
50%
179
10
90
557
470
12
1.19
14.5
12.7
14.4
12.9
ME-C8-GI g/kWh
SOx ME/MC g/kWh
ME-C8-GI g/kWh
IMO NOx cycle:
NOx Tier II ME/MC ME-C8-GI g/kWh g/kWh
NOx from fuelbound nitrogen not included in estimated NOx values Actual emissions may deviate due to actual optimisation of engine
Table 1: Comparison of emissions from an HFO burning and a gas burning S50ME-GI type of engine
A demonstration will be arranged of the 4T50ME-GI in 2011 for class societies, customers and licensees of MAN B&W
3) Test on R&D engine
4) First production engine Verification test and TAT
low speed two-stroke engines, see Fig. 14.
Diesel Engines Burning Biological Oils and Fat The motivation to consider biofuels and fat as fuel is based on the objective to reduce greenhouse gas (CO2) emissions and use renewable and green energy sources instead of depleting the limited fossil fuel available. Today, biofuel and fat are used on a number of medium and low speed power plants worldwide. The combustion of biofuel instead of mineral fuel results in a net-reduction of greenhouse gas emissions and other
2) Test on rig
1) Design and Calculation
combustion-related pollutants, while at the same time allowing for appropriate
Fig. 14: ME-GI development plan
disposal of the waste biological oils of residential, commercial and industrial origin.
How to Influence CO2
15
The design and construction of medi-
but it could be a supplement to HFO
The MAN Diesel & Turbo reference lists
um and low speed diesel engines from
and gas, and an alternative to the use
include seven MAN B&W two-stroke
MAN Diesel & Turbo allows them to op-
of high-priced distillate fuels in IMO and
low speed engines – some still under
erate on some low-quality liquid fuels
locally designated emission control ar-
construction – and more than 30 MAN
such as crude vegetable oils and some
eas (ECA).
four-stroke
waste and recycled biofuel, which is
medium
speed
engine
plants sold for operation on biological
also considered the cheapest biofuel
A number of tests involving use of liquid
oils and fat. Most of the engines on the
available.
biofuel and fat have been performed
reference lists have logged thousands
since the mid-1990s. Tests of rapeseed
of hours in operation on, respectively,
The possibility of combining sound eco-
oil, palm oil, fish oil, frying fat and fat
cooking oil, palm oil, soy rapeseed and
nomics with superior eco-friendliness
from slaughterhouses have been per-
castor beans, see Fig. 16.
in the operation of a prime mover has
formed on three different occasions at
led MAN Diesel & Turbo to initiate the
MAN Diesel & Turbo.
The conclusion from using biofuels and
development and optimisation of liquid
fat is the following:
biofuel combustion on low speed MAN
Today, a number of medium and low
B&W diesel engines.
speed plants are in operation in Eu-
Diesel & Turbo fuel specification
rope, all with good service experience. Today, biological oil and fat is used on
some power stations where logistics
For comparison, Table 2 shows the fuel
makes it convenient, and often the
spec. of different biofuels and the HFO
price of the biofuel is set politically.
specification. As can be seen the biofuels and distillates are close in com-
The expected world consumption of
the use matches the minimum MAN no important deviation in diesel combustion process and heat release
no important deviation in fuel injection pattern
no important deviation in engine performance
parison.
HFO in the marine market today is approx. 250 million tonnes per year. It is
The most common biofuels are illus-
not expected that the biofuel will ever
trated in Fig. 15.
no change in engine efficiency
redesign of fuel injection equipment allows 5 and 15 TAN, respectively.
fully replace mineral and fossil fuels,
Vegetable oil treated,
Bio Diesel EN 14214
non transesterified
Marine diesel ISO 8217
Heavy Fuel Oil ISO
DMB
8217 RM
Density/15 °C
920 - 960 kg/m³
860 - 900 kg/m³
< 900 kg/m³
975 - 1010 kg/m³
Viscosity at 40 °C/ 50 °C
30 - 40 cSt
3.5 – 5 cSt
< 11 cSt
< 700 cSt /50 °C
Flashpoint
> 60 °C
> 120 °C
> 60 °C
> 60 °C
Cetane no.
> 40
> 51
> 35
> 20
Ash content
< 0.01 %
< 0.01 %
< 0.01 %
< 0.2 %
Water content
< 500 ppm
< 500 ppm
< 300 ppm
< 5 000 ppm
Acid no. (TAN)