Environmental Engineering Reference
In-Depth Information
Table 15.4
Domestic fuel consumption and CO
2
emissions
Fuel quality
Shipping quantity
2009
2050
Fuel
10
6
CO
2
10
6
Fuel
10
6
CO
2
10
6
t
t
t
t
(10
9
(10
9
(10
9
(10
9
lb)
lb)
lb)
lb)
HFO
13.3 (29.3)
40.2 (88.6)
35.91 (79.2)
108.5 (239.2)
MDO
19.7 (43.4)
61.0 (134.5)
53.19 (117.3)
164.7 (363.1)
Total
33.0 (72.6)
101.2 (223.1)
89.10 (196.4)
273.2 (602.3)
Table 15.5 Dependence of fuel consumption and emissions in maritime shipping on economy,
transport efficiency and energy demands
Categories
Variables
Related elements
Unit
(t mi) year
-1
Economy
Demand
Number of inhabitants,
local, regional and
global economic growth
MJ (t mi)
-1
Transport
efficiency
Efficiency depending on
fleet composition, ship
technology and
operation
Ship design, propulsion
advancement, vessel
speed, environmental
regulations, trade with
GHG emissions
g (MJ)
-1
Energy demand
Carbon content in navy fuel
Cost and availability of
fuels, use of residual
fuels, distillates,
biogenic fuels or other
fuels
Fuel consumption and emissions of fleets are determined by the economy, the
transport efficiency and the energy demand of ships; see Table
15.5
[
37
].
Predictions have to consider all factors. For shipping technology, despite the
greatest care, predictions contain inaccuracies and uncertainties.
15.5.1 Large Two-Stroke Marine Diesel Engines
Fuel consumption and CO
2
emissions of large two stroke marine diesel engines
can be examined at a test bench. In artificial conditions at a test bench, Best
Specific Fuel Consumption (BSFC) corresponds to single operating points. The
real SFC in operation is expected to be 10-15% higher than in test measurements,
because:
• An engine does not always operate at its best operating point;
• The energy content of its fuel may be lower than that of the test bench fuel
(residual fuels typically have heating values which vary ±5%); and
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