Evaluation of ammonia fueled engine for a bulk carrier in marine decarbonization pathways

Ejder, Emir; Arslanoğlu, Yasin

doi:10.1016/j.jclepro.2022.134688

Cited by 31 publications

(8 citation statements)

References 31 publications

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“…There are mainly three types of measures to control CO 2 emissions from the maritime industry: technical measures, operational measures and market-based measures (MBMs) (Psaraftis and Kontovas, 2010;Ancǐćet al, 2020). Technical measures need to change the structure of the ships (Bouman et al, 2017), mostly including alternative fuels, energy saving devices, improving propulsion and power systems, shore power and carbon capture, utilization and storage (CCUS) technology (Zis et al, 2020), of which using alternative fuels is the most promising (Dettner and Hilpert, 2023), with the most significant environmental benefit (Ejder and Arslanoglu, 2022). Shore power is one of the most prominent measures to reduce emissions in ports by eliminating emissions from auxiliary engines at berth (Bjerkan and Seter, 2021;Sun et al, 2022a).…”

Section: Co 2 Control Measures In the Maritime Industrymentioning

confidence: 99%

Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Sun,

Wang,

et al. 2024

Front. Mar. Sci.

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Excessive CO2 emissions and increased total costs of liner shipping are the two main problems affecting the environmental and economic benefits of liner companies under the European Union Emission Trading System (EU ETS). To address the upcoming EU ETS, we propose a carbon and cost accounting model for liner shipping that accurately calculates CO2 emissions and total cost of liner shipping. We conduct a case study that a containership operates on the liner route from the Far East to Northwest Europe. The results show that the sailing stage plays a pivotal role in CO2 emissions from liner shipping, accounting for 94.70% of CO2 emissions. Among four types of fuel, CO2 emissions from liner shipping using MGO is the largest, while CO2 emissions from liner shipping using methanol is the smallest. Methanol, as an alternative fuel, proves to be a better choice than LNG for CO2 control of liner shipping. The relationship between sailing speed and CO2 emissions follows a U-shaped curve for the selected containership. Notably, speed reduction is effective in carbon control of liner shipping only when the sailing speed exceeds 8.29 knots. Under the EU ETS, sailing speed is a key variable affecting the total cost of liner shipping. Speed reduction may not always be cost-effective. When keeping the total cost of liner shipping unchanged, sailing speed should be reduced as the EU allowance (EUA) price rises within a certain range. For the selected containership using MGO and HFO, the most economical sailing speed is 8.29 knots, corresponding to the increase in EUA price of 304.95% and 261.21%, respectively. If EUA price continues to rise, speed reduction will become ineffective in controlling the total cost of liner shipping. This model can enhance the environmental and economic benefits of liner companies, meet compliance requirements of the EU ETS, and provide a new perspective for carbon and cost control of liner shipping.

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Section: Co 2 Control Measures In the Maritime Industrymentioning

confidence: 99%

Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Sun,

Wang,

et al. 2024

Front. Mar. Sci.

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“…The use of alternative fuels is the third category that has a significant effect on reducing the amount of emissions, in particular on the long-term strategy to use a free sulphur fuel while reducing the other type of emissions (Chiong et al, 2021;Law et al, 2021;Liu et al, 2022;Ejder and Arslanoğlu, 2022;Sapra et al, 2020). El-Gohary (2013) presented the utilization of hydrogen as a clean fuel in marine power plants, with emphasizing on the gas turbine and fuel cell to be considered in the near future.…”

Section: Energy Efficiency Design Indexmentioning

confidence: 99%

Review of the IMO Initiatives for Ship Energy Efficiency and Their Implications

Tadros,

Ventura,

Guedes Soares

2023

J. Marine. Sci. Appl.

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This paper presents a review of the different International Maritime Organization (IMO) initiatives to improve the ship energy efficiency of new and existing ships, which is considered one of the essential tasks to reduce Greenhouse Gas (GHG) in the maritime industry. First, the IMO effort and initiatives and the different indices suggested by the IMO are presented till the last version of the Marine Environment Protection Committee (MEPC), showing the effect of different technologies on reducing the level of indices and the suggested improvement of the terms of indices in the next years. Second, the short- and long-term strategies suggested by the IMO are presented, showing that the effect of indices will be noticed in the short term, while the new fuels will show a significant improvement in the long term. Finally, several examples of cooperation between the different organizations are presented, showing that transferring knowledge and experience will significantly impact the maritime industry and thus lead to the concept of green ships in the near future. This paper shows that the combination of different solutions, the cooperation between stakeholders and the sharing of the data and information are important to achieve the required goal.

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“…This is why NH 3 has received a great deal of attention from the combustion community in recent years and is considered a sustainable fuel that can be remotely transported and applied [7]. NH 3 is currently used as a fuel in a wide range of applications, such as vehicle engines [8], marine engines [9], and combustion engines for power generators [10]. The low viscosity of NH 3 helps in fuel atomization and droplet formation during fuel injection [11].…”

Section: Introductionmentioning

confidence: 99%

Reactive Molecular Dynamics Study of Pollutant Formation Mechanism in Hydrogen/Ammonia/Methanol Ternary Carbon-Neutral Fuel Blend Combustion

Sun,

Liu,

Wang

et al. 2023

Molecules

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Hydrogen, ammonia, and methanol are typical carbon-neutral fuels. Combustion characteristics and pollutant formation problems can be significantly improved by their blending. In this paper, reactive molecular dynamics were used to investigate the pollutant formation characteristics of hydrogen/ammonia/methanol blended fuel combustion and to analyze the mechanisms of CO, CO2, and NOX formation at different temperatures and blending ratios. It was found that heating can significantly increase blending and combustion efficiency, leading to more active oxidizing groups and thus inhibiting N2 production. Blended combustion pollutant formation was affected by coupling effects. NH3 depressed the rate of CO production when CH4O was greater than 30%, but the amount of CO and CO2 was mainly determined by CH4O. This is because CH4O provides more OH, H, and carbon atoms for CO and CO2 to collide efficiently. CH4O facilitates the combustion of NH3 by simplifying the reaction pathway, making it easier to form NOX.

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Evaluation of ammonia fueled engine for a bulk carrier in marine decarbonization pathways

Cited by 31 publications

References 31 publications

Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Review of the IMO Initiatives for Ship Energy Efficiency and Their Implications

Reactive Molecular Dynamics Study of Pollutant Formation Mechanism in Hydrogen/Ammonia/Methanol Ternary Carbon-Neutral Fuel Blend Combustion

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