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

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

and gas. 7.2 Gt/year in total is emitted to the atmosphere. Some sci-

entists (from GEUS) believe that the

emission may be as high as 22 Gt/

year, which means that the carbon

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.

silicate rock types such as feldspar).

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

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.

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

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

IMOs 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.

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

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 efciencies
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

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

95

559

472

12

0.60

13.5

11.9

75%

166

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

Verication 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/m

860 - 900 kg/m

< 900 kg/m

975 - 1010 kg/m

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)

<4

< 0.5

Sulphur content

< 10 ppm

< 10 ppm

< 20 000 ppm

< 50 000 ppm

Calorific value

approx. 37 MJ/kg

approx. 37.5 MJ/kg

approx. 42 MJ/kg

approx. 40 MJ/kg

Table 2: Comparison of fuel characteristics

16

How to Influence CO2

A common practise that is expected

in the industry if distillates become the
dominant fuel in ECA areas is that even
more biofuels will be blended in the distillates used for marine application.

Castor Bean

Soy Consists
of 40 50%
usable Oil

Palm Oil

Rape Seed

According to the ISO 8217 marine fuel

standard, it is not acceptable to blend
biofuels or any other non-fossil fuel
product into the fuel oil. However, this
already occurs today, and the biofuel is
typically added for political or economical reasons, and it is expected that ISO
8217 will need to include this in coming standards. There are thorough considerations to be made when biofuel is
mixed into marine fuels.
Compatibility issues concern whether
the fuel is mixable and the possibility for
introducing biological bacteria.
Fig. 15: Sources of biofuels

Fig. 16: The 7L35MC-S plant at Brake

How to Influence CO2

17

Green Ship of the Future

Many fields of knowledge are involved,

Carbon War Room

A group of maritime companies, A. P.

such as systems for recycling of heat

The organisation called the Carbon War

Mller-Mrsk, MAN Diesel & Turbo and

energy, optimisation of the hull, propel-

Room is an NGO organisation that was

Odense Steel Shipyard, have set up a

lers and rudders as well as optimisation

launched by, among others, the CEO

task force to develop and demonstrate

of the draft and speed for a given route

and founder of Virgin Air, Richard Bran-

green technologies within shipping and

and arrival time, and fouling of the hull

son.

shipbuilding.

and propeller.
MAN Diesel & Turbos first contact with

The goal of the Green Ship of the Fu-

MAN Diesel & Turbo contributes with

the organisation was at a reception at A.

ture is to develop strategies to reduce

technologies such as EGR (exhaust gas

P. Mller-Mrsk (APM) in Copenhagen

CO2 by 30%, SOx by 90%, NOx by 90%

recirculation), water in fuel (WIF), waste

in connection with the COP15 meeting.

and particulate emissions, both from

heat recovery system, autotuning and

On that occasion, Richard Branson,

ships in service and from newbuildings,

general genset and engine optimisa-

Jos Maria Figueres (former president

see Fig. 17.

tion. Furthermore, MAN Diesel & Turbo

of Costa Rica) and Niels Smedegaard

also cooperates with Aalborg Industries

Andersen, CEO of APM, spoke of how

on the testing of a full flow scrubber.

the efforts to cut CO2 emissions may

All Danish companies and organisa-

go hand in hand with new business op-

tions that are able to demonstrate a

technology with potential for reduction

The Danish Shipowners Association

portunities if traditional barriers in the

of emissions from machinery, propul-

believes that the merchant fleet will be

shipping industry are removed.

sion, operation and logistics are wel-

able to increase its efficiency by at least

come to join.

15% by 2020.

If the Carbon War Room can initiate

and contribute to new solutions and
change ways of application, it will ease

NOx/SOx reduction systems

EGR system installed

50% NOx reduction

CO2 / Fuel
consumption
reduction systems
WHR system installed

12% CO2/ fuel reduction

SAM & WIF

60% NOx reduction

up to 20% when
combined with SAM/WIF

SCR and Exhaust gas scrubber

Pump & auxiliary system

optimisation

90% NOx reduction

1% CO2/ fuel reduction

90% SOx reduction

Dual/Multi MCR ratings

3% CO2/ fuel reduction

Open cooperation
Demonstration projects identied for
Climate summit in Copenhagen 2009

Fig. 17: The green ship of the future 2012

18

How to Influence CO2

Automated Engine Control

1% CO2 / fuel reduction

The air could be produced by the high-

reduction method. Methods that can

Conclusion and Other Measures

Discussed to Increase Efficiency

be both practical and applicable with-

Many technologies are available in the

gine or by a separate air compressor.

out spoiling the safety and reliability re-

market to, in some way, reduce CO2

quired in the people and goods trans-

emissions from the use of fossil fuels.

In principle, wind can provide propul-

portation sector.

Some things are outside the influence

sion energy to supplement conventional

the introduction and effect of the CO2

efficient turbocharger on the main en-

of MAN Diesel & Turbo and our licen-

fuel. The German company Sky Sail is

The Carbon War Room organisation

sees, and are more controlled by the

probably the most advanced of a num-

has just been created, and it is ex-

shipowners and requirements from the

ber of companies looking, once again,

pected that many more people and or-

authorities.

to harness the wind for ship power. Its

ganisations will be involved in the near

future.

kite-based wind assistance system has

One method is the air friction technolo-

been tested on several installations and

gy, which reduces the friction between

has achieved most encouraging results

the steel hull bottom and the water by

with most of the recent developments

introducing a layer of air between the

concentrating on the computerised

hull and the water. The air will be lo-

control and launching system, integrat-

cated in a narrow hollow in the specially

ing the deck components into one sin-

designed hull bottom.

gle unit.
The kite-based wind assistance is not
suitable for all ship types and routes.

Large container ship Propulsion power needed

25 knots refers to 100% relative propulsion power
A reduction of 5 knots will result in 38% propulsion power requirement, or
48% fuel consumption per journey.

But there might be a fuel saving and

CO2 reduction potential for vessels regularly travelling routes with a favourable
profile of prevailing winds.
The engine speed has a huge impact
on the use of power and, thereby, also
CO2 emissions. If the authorities wish to
restrict the acceptable level of speed for
the different types of merchant ships,
it will influence the size of engines, but
expectedly also increase the number of
ships needed in the world.
In Fig. 18, we have shown two examples of the ship speeds influence on
the power needed.

Reduced fuel oil consumption

Reduced exhaust emissions
Optimised cargo capacity in eet

Fig. 18: Power vs. ship speed

How to Influence CO2

19

Scrubbing (SW)

Fuel:
Fuel consumption [kg/MWh]
Fuel LHV [kJ/kg]
Carbon content [kg CO2/kg fuel]
Sulfur content [% S (w/w)]

180
40,500
3.16
2.7

182
40,500
3.16
2.7

171
42,619
3.15
0.1

kg CO2/MWh:
Generated by the engine
Released from sea water
Desulphurisation of heavy fuel oil

570
9
0

574
13
0

540
0
68

Total
- Reference
Additional CO2 [%]

579
579
0

588
579
1.4

609
579
5.1

and the use of distillates even the refinery process is investigated. As such,
Fig. 19 shows data received from Aalborg Industries of the CO2 used for production of distillate, compared with the
CO2 used for HFO scrubbing operation.
This means that the use of distillates
and limits, or avoid HFO in 2020, might
not be the right solution when considering the overall CO2 emissions.
Singapore-based Ecospec claims to
be able to remove 77% of CO2, 66%
of NOx, and 99% of SOx by means of
exhaust gas aftertreatment. Results
that could give a huge contribution to
exhaust gas emission reduction.
So far, MAN Diesel & Turbo has discussed

the

technique

used

with

Distillate

No abatement

When comparing the scrubbing of HFO

Assumptions:
Engine fuel efciency
49.3 %
Additional fuel consumption due to scrubber 0.75 %
Additional CO2 due to desulphurisation of HFO 12 %
SO2 disposed at land
30 %
S to CO2 conversion factor in sea water
2 mol CO2 /mol SO2 (worst case)

Ecospec to understand the chemical

reaction and energy amount used, but

Fig. 19: CO2 used for production of distillate

we still need to see the process working as promised, fulfilling the emission

Maersk Tankers estimate a potential

and support the most optimal solutions

reductions.

demand for 380 ships in the North Sea

for the environment and still practical

alone.

for marine applications.

many parts of the industry is CO2 stor-

Technically, CO2 is double the density

As a member and advisor, MAN Die-

age. This concept is based on carbon

of liquefied petroleum gas, and will be

sel & Turbo participates in the debate

able to carry double the amount of CO2

in Euromot, IMO, CIMAC, EPA, CARB,

compared with LPG.

etc., to provide our expertise and influ-

Another technique investigated from

capture and storage (CCS).

Carbon captured mainly from land-

ence the decisions to be made so that

based power stations, gas processing

The point is that there are many spe-

and oil refineries and stored in the un-

cialists with different views on the influ-

derground storage is still only a blue-

ence of CO2 and the trade-off for other

By this paper, we hope to have en-

print. Ultimately, it will be politics and

emissions.

lightened you on MAN Diesel & Turbos

economy that determine when CCS

optimal solutions are found.

technical considerations and expecta-

can be realised, and when it does, a

The final decision is taken by politi-

tions to the possibilities of influencing

huge potential for CO2 transporting

cians, but in the end it is important that

the emission of CO2.

ships is expected, giving a new market

MAN Diesel & Turbo and our licensees

potential for engines and ships.

influence the decisions that are made

20

How to Influence CO2

All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
5510-0083-01ppr Aug 2014 Printed in Denmark

MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.marine.man.eu

MAN Diesel & Turbo a member of the MAN Group