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Emissions regulations – CO2 emission regulations The drive towards a low carbon future in the marine industry is gaining momentum with IMO establishing a vision towards a mandatory reduction in greenhouse gas emissions from shipping. The International Maritime Organisation has also come up with a strategy to specifically target the carbon emissions from the marine industry as detailed in IMO Strategy on reduction of greenhouse gas emissions from ships, 2018. The environmental aspects will continue to drive the adoption of efficiency measures, adoption of alternate fuels or other methods such as carbon capture. Alternate fuels such as LNG, LPG, Methanol, Ammonia etc are gaining prominence. Hydrogen is also considered as one of the alternates. Let us look at the basics of this fuel and its possible application in the marine industry as an alternate fuel in this three part article. What is Hydrogen? Source - ( https://phys.org/news/2019-12-scientists-cheaper-hydrogen-e

LPG Fuel Processing System The Fuel Processing System includes the range of auxiliary systems to process LPG fuel in the service tank to the temperature, pressure and flow conditions required at the engine. The system could include the following. These components could be located adjacent to the fuel storage tank or in a separate compartment. Low Pressure Fuel Transfer pumps – Pumps located adjacent to the deck mounted service tank, to transfer LPG fuel to the fuel processing system. High Pressure Pumps – Required LPG supply pressure at engine is around 70 bar. High pressure fuel supply pumps take suction from the service tank and compresses it to the required pressure. LPG Fuel Heater/Cooling Units – Heat Exchanger units for keeping the pressurised LPG at the required temperature. Fuel Filtering units - Fuel filters are provided to remove any possible contaminants that could have entered the fuel. Fuel Supply and Return System The fuel supply and return syste

Arrangements for using LPG as fuel onboard VLGC Typical system arrangement for using LPG as fuel onboard, essentially would have provision for storing, processing, supplying and consuming the fuel. In addition, essential safety and control systems are to be available. Following is a brief description of a basic arrangement with essential components. Engine MAN LGIP Engines (Courtesy - MAN website) MAN B&W has developed the ME-LGIP series two-stroke diesel cycle engines which is being proposed for VLGCs. These are based on the ME-GI engines used extensively in service with LNG carriers and LNG as fuel ships. LPG is supplied to the engine, in liquid form, at 50 bar and a temperature range of 30-50 ℃ by the Fuel Processing and Supply system. The cylinder head mounted LPG injector further pressurizes the fuel to 600 bar, the injection pressure. Pilot fuel is also injected to the cylinder via the pilot fuel injector located on the cylinder head (MAN Energ

Current Emission Regulations and Prospects of Liquefied Petroleum Gas (LPG) as Marine Fuel  Marine Fuel Oil Sulphur Content Requirements       Marine Industry is undergoing a transformation set forward by the coming into force of emissions regulations by the International Maritime Organization (IMO). From 1 January 2020, the content of Sulphur in Fuel Oil, for shipboard use, is limited to 0.5%. Ships which have been burning low cost Heavy Fuel Oil with Sulphur content of 3.5% are now required to use fuel with 0.5% Sulphur content resulting in huge financial implications. Several alternatives are being explored for complying with the regulations including the application of Liquefied Natural Gas (LNG), Methanol, use of SOx scrubbers for exhaust gas treatment, Biodiesel, Hydrogen, Ammonia, Synthetic gas, Nuclear power etc. Liquefied Petroleum Gas (LPG) is another fuel for consideration. With negligible Sulphur content, the SOx emissions are eliminated from the exhaus