A Maritime

Energy
Transition

On the path towards

climate-neutral shipping
 MAN Energy Solutions
A Maritime Energy Transition 2

List of abbreviations

Capex Capital expenditure

CH4 Methane
CO2 Carbon dioxide
DF Dual-Fuel
EGR Exhaust gas recirculation
ETS Emission trading system
GHG Greenhouse gas
H2 Hydrogen
HFO Heavy fuel oil
IMO International Maritime Organization
LEG Liquefied ethane gas
LNG Liquefied natural gas
LPG Liquefied petroleum gas
MeOH Methanol
MGO Marine gas oil
N 2O Nitrous oxide (“laughing gas”)
NH 3 Ammonia
NOx Nitrogen oxide
Opex Operating expenditure
PtL Power-to-Liquid
PtX Power-to-X
SNG Synthetic natural gas
SOx Sulfur oxide
VLSFO Very low sulphur fuel oil
WHR Waste heat recovery
 MAN Energy Solutions
A Maritime Energy Transition 3

Table of contents
Executive Summary 4

Climate change – The global challenge 5

Transitions on land and sea 6

Reconciling sustainability and economic growth 7

Feasibility alternatives and proven performers 8

The shift to gas – and beyond 10

Methane: the initial enabler 11

Fuel innovation and the route to further decarbonization 13

Hydrogen 14
Synthetic natural gas (SNG) 15
Ammonia 16
Methanol 17
Liquefied petroleum gas (LPG) 18
Biofuel 18

Which one is the fuel of the future? 19

Conclusion and outlook 20

 MAN Energy Solutions
A Maritime Energy Transition 4

A Maritime
Energy
Transition
Executive Summary

Like many industries, the maritime when it comes to climate-neutral undoubtedly no alternative.
industry needs to transition to shipping. As 50% of world trade is Consequently, the company is pursuing
renewable energy sources – the health being moved by MAN engines, the the climate-neutral fuels of the future.
of the planet demands it. Therefore, the company has made its mission to
International Maritime Organization provide the technologies needed to Presently and medium-term, MAN
(IMO) has introduced regulations that make shipping sustainable. Since 2016, Energy Solutions sees LNG (Liquefied
require the shipping industry to reduce MAN Energy Solutions has championed Natural Gas) as a promising fuel both to
its greenhouse gas (GHG) emissions by the Maritime Energy Transition. The meet environmental standards (NOx,
at least 50% by 2050 compared to company not only develops SOx) and reduce dioxide emissions by
2008. At the same time, an increase in technological solutions but also up to 20%. However, decarbonization
shipping is projected, driven by the advocates for an effective global cannot stop with LNG and MAN Energy
growth of international trade. The IMO regulatory framework. Solutions does not intend to stop
predicts that shipping emissions could either. To reach carbon neutrality more
increase by up to 250% by 2050, Unlike road transport, where direct significant CO2 reductions are
based on industry growth scenarios battery electrification is becoming the necessary. The future belongs to
and assuming propulsion technology technology of choice, decarbonization climate-neutral fuels produced from
remains unchanged. Hence, the in shipping can only happen by green hydrogen and renewable energy
international shipping industry needs decarbonizing the fuels used in internal sources. These fuels include synthetic
to solve this dilemma by reducing its combustion engines. In particular, large natural gas (methane), green ammonia
carbon footprint while its business ocean-going vessels cannot be and methanol as well as hydrogen for
continues to grow. electrified with batteries or fuel cells. shorter distances. This paper offers an
This is why MAN Energy Solutions is updated status of the technologies with
As one of the world’s largest designers convinced that large combustion regards to these future fuel solutions
and manufacturers of marine engines will continue to power ships in and the current paths towards a
propulsion systems, MAN Energy the future – especially when it comes to Maritime Energy Transition.
Solutions is already at the forefront long-distance shipping. There is
 MAN Energy Solutions
A Maritime Energy Transition 5

Climate change –
the global
challenge
Without a doubt, due to its greenhouse rely on can be produced without global warming to 1.5°C compared to
gas emissions (GHG), climate change is contributing to global warming. pre-industrial levels. Encouragingly,
the greatest challenge the global Paris represents the first time all the
economy is faced with. Some of its Based on many witnessed severe and parties to the 1992 United Nations
effects such as extreme weather worsening effects of climate change as Framework Convention on Climate
conditions, melting ice caps and rising well as international consensus, the Change have agreed to put forward
sea levels – are just some of the threats urgency for significant change is more their best efforts in pursuit of
we are already aware of. With this in real than ever before, proving that carbon-neutrality.
mind, we are quite conscious of the coordinated action is absolutely
need for an urgent and accelerating imperative. Commitments and The COP 26 Summit which was held
shift to “carbon neutrality”. By replacing timetables already exist, the Paris recently in Glasgow, in November 2021,
hydrocarbon fossil fuels with renewable Agreement of 2015 forged at the COP emphasized the urgency to end the use
energy sources, the production of the 21 Summit in Paris is known as being of fossil energies as soon as possible.
electrical and mechanical power we the most prominent. It seeks to limit
 MAN Energy Solutions
A Maritime Energy Transition 6

Transitions
on land and sea
Energy transition has become more demanding program of counter­- MAN Energy Solutions (MAN), a major
obvious on land where electrical power, measures, led by the International technology provider and manufacturer
generated from coal and oil Maritime Organization (IMO). IMO is of combustion engines that power
combustion, is being phased out in the global forum and regulator for the ships, coined this name back in 2016
favor of renewable sources such as safety, security and environmental and has championed the cause since
solar panels and wind turbines. More performance of international shipping then. With as many as 50% of all
visibly seen by the general public, is the and embraces all shipping industry seagoing ships powered by engines
expansion of electrically powered stakeholders. In early 2018, IMO developed in Augsburg, Germany and
automobiles moving at a pace only few formulated its “Initial Strategy” on Copenhagen, Denmark, MAN is a
could have imagined only a decade ago. decarbonization, calling for total major stakeholder in the shipping
annual GHG emissions from sector and has an immense
Less visible but equally urgent is the international shipping to peak at contribution to make to GHG
shipping sector with its significant the earliest date and then decrease reduction. For MAN, the Maritime
source of GHG emissions and is hence by 2050 to 50% of 2008 levels. Energy Transition represents both a
expected to contribute to the reduction description of the challenge lying
of these emissions. Accordingly, ship The exact measures needed to attain ahead as well as a “call-to-action” for
owners, ship operators, ship builders IMO goals are already under imple- shipping to take on the challenge of
and marine equipment manufacturers mentation and they represent the first decarbonizing a vast economic sector.
have embarked on their own very steps in a “Maritime Energy Transition”.
 MAN Energy Solutions
A Maritime Energy Transition 7

Reconciling
sustainability and
economic growth
According to statistics prepared by the GHG emissions while freight volume with decarbonization concerning
International Chamber of Shipping, continues to steadily increase? other means of transport.
each year around 11 billion tons of
cargo are transported by ship, equating
to an impressive 1.5 tons transported
What balances out the increasingly
difficult GHG attenuation task,
A concerted call to
per member of the world’s population. happens to be the already existing global action
This illustrates the extent to which high energy transport efficiency found
transpor­tation by sea of manufactured by water compared to other means. In Having a 50% market share of marine
goods and raw materials underpins relative terms and in spite of the scale engines, MAN recognizes its clear obliga-
modern life. For example, with regards of goods transported, the shipping tion to take decisive action and has,
to trade in the European Union, 80% of sector accounts for at least 2.5% of since 2016, pursued its own mission to
exports and imports by volume – and total global emissions of GHG carbon develop the technologies needed to
around 50% by value – are transported dioxide (CO2). This makes shipping, make shipping sustainable. However,
by ship at some stage. by far, the lowest CO2 emitter in MAN also recognizes that the Maritime
relation to transport task Energy Transition requires a common,
Moreover, by the year 2050, the volume accomplished (emission per tonne consensual approach backed by the
of global shipping is predicted to rise by and kilometer) – but this percentage whole shipping sector and embracing a
up to 250%. For this reason, the industry will clearly rise if shipping full spectrum of technological, regulatory
is faced with a dilemma: how to reduce decarbonization does not keep pace and political initiatives.

Worldwide CO2 emissions from 2018, including shipping sector

Country / Sector CO2-Emission [Mt] 2) CO2 per Person [t-CO2 / pers.] 2)

World 36.420 (100%) 4,8
China 9.957 (27%) 7,0
USA 5.425 (15%) 17
Europe 5.602 (15%) 7,5
Germany 755 (2,1%) 9,1
Internat. Shipping 3) 9191) (2,5%) -

Tab 1: Worldwide CO2 emissions in 2018. 1

Fourth IMO GHG Study 2020
2
www.globalcarbonatlas.org
3
World Fleet ~90.000 seagoing vessels
 MAN Energy Solutions
A Maritime Energy Transition 8

Feasibility
alternatives
and proven performers

When it comes to the technological In the maritime industry, on the other

side, it is primarily important to explore hand, direct electrification with batteries
the actual feasible alternatives to the as energy storage systems will only
fuel-burning applications in question. become applicable in certain niches, for
For example, a shift away from example, in selected coastal shipping
combustion engines is clearly evident applications or for short-range ferries.
in the vehicle sector. There is a strong Due to the operating and safety
trend towards battery-electric drives requirements of ocean-going vessels,
with solutions matched to the battery-powered systems cannot meet
distances to be covered between more the demands of larger ships, such as
or less frequent opportunities to container ships, tankers and bulk carriers.
re-charge or re-fuel.

Weight (Tons)

5000+
Synthetic fuels Batteries
1000 – High conversion efficiency
– Very low energy density
200

Hydrogen with fuel cells Hydrogen

100 and piston engines – Medium energy density
–L ower production costs
50
than PtX synfuels
20 –H igh distribution /
storage cost
10
Batteries –F uel cells not fully
5 industrialized
2
Liquid Synfuels (PtL)
– Higher production costs
– Highest energy density

100 1000 2000 5000+

Typical distance
Image 1: Propulsion options for carbon-neutral transport (Source: Strategy& / pwc).
 MAN Energy Solutions
A Maritime Energy Transition 9

A “rule of thumb” has emerged, the propulsion and on-board power

larger a ship is at the current state of generation applications. Thus, the
technology, the lower the potential for starting point in the Maritime Energy
using battery-electric propulsion Transition must be to look at ways to
systems. With today´s status, neither reduce or eliminate GHG emissions
batteries nor fuel cells can provide the from these traditional maritime prime
power output or the energy density to movers.
meet the range and endurance that
ocean-going vessels need – not to Accordingly, MAN sees existing lower
mention the required durability and carbon fuels and new decarbonized
robustness. fuels – not radically different forms of
propulsion power – as the solution to
Currently, the way this uniquely suits the GHG problem at sea, and this is
their task makes large two- and four what MAN has set out to demonstrate
stroke engines irreplaceable in the in this paper.
majority of traditional marine

EEDI
Energy Efficiency Design Index
Machinery efficiency
+ Twin-screw

Tier II Eco EGR WHR

+ LNG
+ 20% speed reduction
Exhaust Gas Recirculation Waste Heat Recovery Carbon free fuel (H2, NH3)
[g CO2/(ton x NM)]

0
2010 2015 2020 2025 2030

Year
Image 2: Multiple approaches to decarbonization − a variety of strategies along with their GHG
reduction potential, including the use of synthetic fuels with a potential of 80 to 100 percent.
 MAN Energy Solutions
A Maritime Energy Transition 10

The shift
to gas –
and beyond
As a matter of fact, the transition to with LNG, MAN’s attention has already
lower carbon fuels has already begun turned to the fuels that will continue the
– presently 30% of MAN’s new order marine engine decarbonization
intake is for dual-fuel engines that burn process. MAN’s strategy for the
liquefied natural gas (LNG) and produce Maritime Energy Transition calls for
up to 20% less CO2 per kWh than progressive, step-by-step reductions in
traditional diesel engines. As a result, GHG emissions based on gaseous and
the shipping industry is in a position to liquid fuels burnt in fuel-flexible
make a rapid impact on GHG emissions engines. The engine solutions of the
while continuing product development, future will be largely powered by
strategizing and building onto the initial synthetic fuels, made from green
emission reduction thanks to LNG. hydrogen, derived from the electrolysis
of water by renewable, regenerative
Having confirmed the ability to “kick electricity (so called Power-to-X
start” the Maritime Energy Transition process).
 MAN Energy Solutions
A Maritime Energy Transition 11

Methane:
the initial
enabler
The immediate benefit of a move to fueling with LNG and steering away
LNG is based on the properties and from residual (heavy) and distillate
characteristics of methane, the major liquid fuels that have been used on
flammable constituent (around 85%) of ships since the 1950s. For its part, as a
natural gas. With the chemical formula marine engine technology leader, MAN
CH4, methane is the simplest has been a pioneer in establishing gas
combi­­nation of hydrogen and carbon in as a shipping fuel in a wide range of
the hydrocarbon series (alkanes) and applications. Highlights include
thus produces the lowest quantity of retrofitting two- and four-stroke diesel
CO2 when burnt: compared to heavy engines allowing vessels to operate on
and distillate liquid fuel, the benefit is LNG, and launching the first two-stroke
up to 20%. dual-fuel (DF) engines in commercial
use: the ME-GI engines with
Appropriately – and fortunately – the high-pressure fuel gas injection and
last 20 years in engine development diesel combustion.
have seen a strong trend towards

Image 3: The “Siem Confucius” and sister ship, the “Siem Aristotle”, are the very first trans-Atlantic PCTCs (Pure Car Truck Carriers) to operate
full-time on LNG − transporting cars for VW Group between Europe and China.
 MAN Energy Solutions
A Maritime Energy Transition 12

In addition to potential reduction in CO2 However, having established the – For two-stroke Otto cycle engines the
emissions, natural gas has many more suitability and desirability of LNG, ME-GA engine with EGR (exhaust gas
benefits: the issue of methane slip must be recirculation) can reduce methane
addressed. Whether naturally occurring emissions up to 50% compared to
– It is widely available now and will in fossil LNG or synthetically produced two-stroke Otto cycle engines
remain in the future. in green processes, methane is a without EGR.
greenhouse gas 28 times more potent
– It can be readily transported in its than CO2 over a 100 years timespan. – On the four-stroke side, since the
liquefied form – the handling and Hence, MAN has already prioritized the introduction of its four-stroke DF
transport of LNG are based on solution to this issue: engines in the mid-2000s, MAN has
well-proven technologies. made excellent progress in reducing
– On the two-stroke side, the operating methane slip. Engines that are
–L
 arge two- and four-stroke piston principal of MAN’s DF ME-GI engines currently on the market produce only
engines designed to burn LNG are precludes methane slip to a very great around 50% methane slip compared
well proven and increasingly popular extent. Its diesel cycle combustion to previous models, and in the
in a wide range of vessels. principle ensures complete, very short-term, this percentage will
fuel-efficient combustion with improve by as much as 20% using
–B
 eing a fuel for large engines, LNG maximized heat release. engine internal measures. By 2025,
also allows compliance with current Consequently, MAN can guarantee MAN expects to use oxidation
regulations on noxious emissions, i.e. methane slip levels as low as 0.2 g/ catalysts to achieve reductions by up
NOx, SOx, particulates – meeting kWh with a tolerance of +/- 0.1 g/kWh to a further 60%.
IMO Tier III requirements. for its ME-GI dual-fuel engines.

Image 4: Cooled down to -162°C LNG can be readily transported and infrastructure is already widely available at ports worldwide.
 MAN Energy Solutions
A Maritime Energy Transition 13

Fuel
innovation
the path to further decarbonization

Knowing that LNG properties will Energy Transition. They encompass: –P

 rojected production and handling
enable up to 20% CO2 emission costs of the fuels – the simpler the
reduction from its marine engines, MAN –A
 vailability – in viable quantities, both production processes and the easier
has undertaken an evaluation of other globally and regionally. the handling, the lower the fuel’s price.
fuels that can gradually replace LNG in
a Maritime Energy Transition. –C
 arbon intensity – the amount of – Engine and plant first costs aboard the
carbon emissions during combustion. ship for adapting the engine to burn
To come to this conclusion, MAN the fuel and for storing and
compared the candidate fuels for the –T
 he engine‘s and plant‘s initial costs conditioning the fuel for combustion.
decarbonization of shipping with heavy aboard the ship for adapting the
fuel oil (HFO – the residue from the engine to burn the fuel, as well as for The ideal fuel will thus be a viable
distillation and cracking of crude oil) storing and conditioning the fuel for compromise between these factors,
and marine gas oil (MGO – marine fuels combustion. and the possibility that the optimum
consisting of blended distillates), based low- or zero-carbon fuel will be
on a number of important properties –F
 uel boiling temperature – a yardstick application-specific, depending on the
and constraints. These are, essentially, for the level of complexity a fuel vessel type, its operating profile, trading
the factors that will dictate the viability imposes on the technology for scheme as well as region – shipping
as well as operating (Opex) and capital storage, handling and transport. may have to expect to burn a variety
expenditures (Capex) of the Maritime of fuels.

Marine fuels move towards carbon neutrality

Diesel / SNG MeOH NH3 H2
Biodiesel LNG
MGO (green) (green) (green) (green)
rel. Tank size / carbon intensity [%]

500
400
Boiling teperature [°C]

300
200
100
0
-100
-200
-300

 ank size, rel.

T Carbon intensity, rel. Boiling temp. [°C] * Energy density of Li-ion battery (vs. Diesel):
(inverse energy density) ~ 1:20 (volumetric), ~ 1:60 (gravimetric)

Image 5: Marine fuels towards carbon-neutrality – Alternative fuel options compared to carbon intensity, tank size and boiling temperature.
 MAN Energy Solutions
A Maritime Energy Transition 14

Hydrogen

This assessment starts with hydrogen hydrogen fueling systems compared to

(H2), which is highly combustible and its liquid fuel equipment.
combustion offers the great advantage
of only producing water vapor (H2O), i.e. Thus, although there are proposals to
zero CO2 or other GHG emissions. use hydrogen as an engine fuel in
Conversely, however, hydrogen has a certain ships such as coastal and ferry
number of properties which make it traffic and, of course, hydrogen
difficult to use as a fuel. First and carriers, it is not considered suitable as
foremost are hydrogen’s low volumetric a standard fuel for direct combustion in
energy density as well as its very high piston engines of larger merchant
flammability. ships. On the other hand, MAN expects
green hydrogen electrolyzed from water
Even processed to a liquid, hydrogen using renewable electricity to play a
has an energy density of 4.5 times crucial role as a feedstock for the
lower than HFO or MGO. Additionally, production of synthetic gaseous fuels
to liquefy hydrogen it needs to be that will sustain the decarbonization of
cooled down to -253°C, and even then the shipping sector, previous period
it occupies several times the volume of using fossil LNG. Among the most
LNG. Moreover, the equipment required interesting fuels which can be
to hold the hydrogen in its liquid state is produced from green hydrogen will
large and complex. As a result, in be synthetic natural gas (methane),
practice, a total installation space ammonia and methanol.
factor of 6 – 7 is used for complete

Hydrogen based Power-to-X fuels (PtX)

Green hydrogen Synthetic fuel Power Fuels

production production

Hydrogen / Liquid H2
ƞ = 60...70%

H2
+ CO

H2 SNG / Liquid SNG

green ƞ = 50...60%
Hydrogen Methanation

100%
+ CO2
Electrolysis
H2 Methanol (CH3OH)
ƞ = 40...50%
Methanol synthesis
H2
+ N2

Ammonia (NH3)
ƞ = 50...60%
Ammonia synthesis

Image 6: The variety of hydrogen-based Power-to-X fuels. ƞ = Efficiency

 MAN Energy Solutions
A Maritime Energy Transition 15

Synthetic natural gas

Proposals are well advanced for the ideally suited, firstly, for combustion in
production of carbon-neutral synthetic both two- and four-stroke dual-fuel
hydrocarbon gases such as methane engines in MAN’s existing range, and
utilizing green hydrogen and carbon secondly for progressive blending with
captured from the atmosphere or other LNG as the proposed steps in the
carbon sources. In terms of production, Maritime Energy Transition advance. In
the technological processes are addition, it will even be possible to
already well proven. For example, in continue to use the existing natural gas
2013 MAN Energy Solutions supplied supply infrastructure to transport and In September 2021, the 1,036-TEU
the methane reactor to Europe’s largest store SNG. vessel ElbBLUE, which had been
Power-to-Gas plant at Audi’s site in retrofitted to a four-stroke MAN 51/60
Werlte, Germany. Achieving fuel supply aboard ship will dual-fuel engine in 2017, also became
be straightforward although not trivial the first container ship worldwide to
Significantly, synthetic natural gas – as with LNG. The new gaseous fuel use climate-neutral SNG on a commercial
(SNG) is methane (CH4), and hence, will have to be held at cryogenic trip. With their pilot project, MAN
chemically the same as the main temperatures prior to bunkering (-162°C Energy Solutions and its partners have
combustible constituent of LNG. But in the case of both LNG and SNG). demonstrated that any LNG-retrofitted
thanks to its production from green However, an already established LNG ship can run on fuels generated by
hydrogen it is carbon-neutral. Its infrastructure on-board can also be Power-to-X technology, and even using a
chemical constitution makes SNG used for fueling with SNG. mixture of fuels depending on availability.

Image 7: End of September 2021, the 1,036-TEU vessel ElbBLUE became the first container ship worldwide to use climate-neutral synthetic natural
gas on a commercial trip.
 MAN Energy Solutions
A Maritime Energy Transition 16

Ammonia

The major advantage of ammonia as a to test ammonia in a four-stroke internal

fuel is that its chemical composition, combustion engine with the aim to
NH3, contains no carbon and hence no define the steps necessary to develop
CO2 is formed during its combustion. a dual-fuel, medium-speed ammonia
Another advantage is: like methanol (see engine.
below), ammonia is already produced
in significant quantities on an industrial Further advantages are the storage and
scale, and globally traded on a large handling is relatively simple aboard
scale, for example as feedstock for ships, given that ammonia liquefies at
fertilizers. With that being said, the safe only -33°C, while with an energy
handling of ammonia have already been density of 2.9 compared to liquid diesel
well established. However, as with meth- fuel, storage will be relatively compact.
anol, ammonia production is not green Possible formation of nitrous oxide
yet, but production using green (N2O, “laughing gas”) during
hydrogen from renewable energy combustion remains one of the issues
sources is in prospect. Green ammonia that needs to be resolved. N2O is a
production will use nitrogen derived from GHG with a factor of 270 compared to
air, likewise using renewable power. CO2 (1). However, as with methane slip
MAN is confident of solving this issue.
In terms of its suitability as an engine
fuel, NH3 is rather slow burning and as As is well known, ammonia is also a
a result, presently suited for two-stroke rather toxic substance, but less
diesel combustion. Accordingly, MAN flammable or explosive than hydrogen
is already developing a two- in all its concentrations. Moreover,
stroke engine capable of burning ammonia’s pungent smell, even at low
ammonia from its own resources, ppm levels, gives ample warning of its
scheduled to reach the market in 2024. presence and the MAN ammonia-
On the four-stroke side, in collaboration burning two-stroke engine will be
with partners from industry and designed for insignificantly low levels of
research, MAN has initiated a project ammonia slip in the exhaust gas.

Image 8: In its Research Centre in Copenhagen MAN Energy Solutions is developing a two-stroke
ammonia engine to become market-ready by 2024.
 MAN Energy Solutions
A Maritime Energy Transition 17

Image 9: Today, the first methanol-powered two-stroke engines on board ships have been at sea
for more than four years and are operating well.

Methanol

Methanol’s popularity is growing as a The major attractions of methanol as an

clean burning, low carbon fuel and alternative fuel are that it can be stored
methanol-fueled engines are already in as a liquid at ambient temperatures and
use today. However, the fuel is still pressures and it has a favorable energy
conventionally produced. To advance density. Thus, while its production as a
the Maritime Energy Transition the green fuel is a complex process, its
gradual development of climate-neutral handling costs are low, reducing the
methanol production from renewable complexity of storage and bunkering
green hydrogen and captured carbon infrastructure at ports. As a cargo,
must progress. methanol is already present in many
sea ports around the world and safe
But first steps are already underway: procedures already exist for its
recently, shipping giant Maersk handling as both a cargo and a fuel.
announced plans to off-take green
methanol from a dedicated plant in Additionally, the engine technology has
Denmark for its first carbon-neutral already been proven: since 2016, up to
vessel – a 2,100 TEU feeder. Additionally, 40 two-stroke methanol burning
the company has ordered eight ME-LGIM engines from MAN Energy
methanol-burning MAN ME-LGIM Solutions have been sold. The engines
engines in connection with the building already in service have accumulated
of eight 16,200 TEU container ships. more than 110.000 running hours on
The new ships are capable to run on methanol alone.
green methanol and have the potential
to save the company around 1 million
tonnes of carbon emissions per year.
 MAN Energy Solutions
A Maritime Energy Transition 18

Liquefied petroleum gas

Like LNG, liquefied petroleum gas MAN already offers dual-fuel

(LPG) is a fossil fuel with a relatively two-stroke engines equipped to run on
high energy density and immediate LPG and a retrofit upgrade service for
GHG advantages compared to HFO existing diesel engines. Today, MAN
and MGO. With a potential of up to 18% B&W ME-LGIP is the industry standard
reduction in CO2 emissions, LPG is for powering LPG carriers worldwide.
enjoying growing popularity in the first However, as LPG is still a fossil fuel it is
stages of marine engine decarbonization. perceived – as LNG – not as a long
It is also relatively easy to store and term-prospect but rather as an enabler
handle. to start the Maritime Energy Transition
until carbon-free alternatives can take
center stage.

Biofuel

MAN is presently experiencing Keeping the steadily increasing world

increased interest from its customers population in mind, agricultural land will
for naturally carbon-neutral biofuels most likely need to be dedicated to
which can be burnt in two- and food crops. In addition, there is already
four-stroke engines with minimal engine increased scrutiny over which biofuels
modifications. If available in sufficient can truly claim to be produced
quantities, biofuels could thus make a sustainably, for example, without
significant contribution to destroying rain forests and the natural
decarbonization in all engine habitats of threatened wildlife. On the
applications, both a main fuel but also other hand, there is clear potential for
as a pilot fuel to ensure full carbon-­ biofuels derived from organic waste,
neutrality of dual-fuel engines. There is which can play a small but significant
however, considerable doubt with part in the supply of carbon-neutral
regards to the availability of these fuels fuels for marine engines.
to satisfy the increasing demand.

Image 10: The ‘BW Gemini’, a VLGC from the BW LPG fleet, has been retrofitted by MAN Energy Solutions to LPG propulsion. The conversion is the
first of 15 for a series of LPG carriers owned by BW LPG (picture courtesy BW LPG).
 MAN Energy Solutions
A Maritime Energy Transition 19

Which one is the

fuel of the future?
The Maritime Energy Transition has On the two-stroke side, green ammonia technology is required with flexibility to
already begun, but it will take time and and methanol are set to play an burn more than one fuel, giving marine
political support: low-carbon fossil increasing role. For its part, hydrogen engine users the security to invest in
fuels have started the decarbonization for direct combustion will probably not assets with effective lifetimes of as long
of shipping. This transformation will play a great role on the two-stroke side, as 25 to 30 years. Moreover, under the
continue to be market-driven over the due to its energy density and the great term “fuel flexibility” MAN understands
next 10 to 15 years through a steadily distances covered by large ships, such not only the availability of new engines
increasing share of gas-powered as container, bulker and tanker vessels. designed for one or more of the new
engines in new shipbuilding and fuels, but also engines that can be
through retrofitting of already existing MAN’s four-stroke view is that the readily adapted to burn new fuels as
fleets. The necessary parallel and immediate GHG gains will be derived they become available by retrofitting
successive development of production from a transition to LNG, followed by new fuel systems to engines already in
capacities for climate-neutral synthetic biogas and later SNG with continuously service.
fuels, on the other hand, can only be increasing blending, and market shares
successful with political and regulatory of these fuels will grow accordingly. It is With its expanding portfolio of two- and
support. presently open to what extent methanol four-stroke dual-fuel engines MAN is
and ammonia will play a major role in already prepared for a fuel-flexible
four-stroke powered ships, but MAN is future, and as engine technologies are
If this support is provided, green working to enable these fuels in its being devised for new fuels, the
hydrogen will undoubtedly become the medium-speed engines. Direct capability to retrofit existing engines for
future foundation of a Maritime Energy combustion with hydrogen could new fuels is now a matter of
Transition − not mainly as a fuel to pow- become an option for shipping in development policy.
er internal combustion engines, but near-coastal regions.
primarily as a feedstock for the
production of SNG, green ammonia As it cannot yet be predicted which
and methanol. fuels will win the race, current engine

Fuel flexibility – which MAN two-stroke engines can burn which fuels?

Fuel types. ME-C ME-GI ME-GA* ME-GIE ME-LGIM ME-LGIP

0.0 - 0.5% S VLSFO Design Design Design Design Design Design
High-S HSHFO Design Design Design Design Design Design
LNG Retrofit Design Design Retrofit Retrofit Retrofit
LEG (Ethane) Retrofit Retrofit - Design Retrofit Retrofit
Methanol/Ethanol Retrofit Retrofit - Retrofit Design Retrofit
LPG Retrofit Retrofit - Retrofit Retrofit Design
Biofuels Design Design Design Design Design Design
Ammonia** (Retrofit) (Retrofit) - (Retrofit) (Retrofit) (Retrofit)

Tab 2: Fuel flexibility

* Otto-cycle gas engine
** Ammonia burning engine development started
 MAN Energy Solutions
A Maritime Energy Transition 20

Conclusion
and outlook
Today, the Maritime Energy Transition is ultimately work to the disadvantage of No one yet knows which future fuels
already technically feasible and those ship owners and operators who will ultimately prevail but with its fuel
underway on a limited scale. However, conscientiously invest in measures to flexibility strategy, MAN is working at
setting the framework conditions that avoid CO2 emissions. full speed on the development of
will enable the global availability of future-proof engines to cover the
green hydrogen for synthetic fuels and Unfortunately, the regulations and maximum of eventualities. However, for
their economic usage in shipping will guidelines adopted by the IMO to date the Maritime Energy Transition to
be one of the most decisive political do not go far enough and lacking succeed, future fuels must also
tasks in the coming years. ambition and guidance. With ships become economically viable. In this
typically expected to last 25 to 30 area, MAN sees the greatest need for
As this paper shows, decarbonization years, there is uncertainty among ship political, societal and stakeholder
in shipping can only happen by owners and operators regarding what action – there will be less incentive for
decarbonizing the fuels used in internal to invest in to be sure of GHG change as long as fossil fuels are still
combustion engines. Thanks to the compliance in 2050. The decisions significantly cheaper. This is the reason
Power-to-X process, we can convert made today will determine which ships MAN advocates incentivizing the
renewable energy into green hydrogen will be at sea then. Nevertheless, ship production and usage of the green
and further synthetic, climate-neutral owners and builders need time to fuels projected and advocates a
fuels. And today, the industry is already commit to the investments that will worldwide carbon price. Such a
developing engines that run on such achieve future decarbonization. globally valid price would make the
zero-emission fuels, but making the significantly more expensive
decision to ramp up green hydrogen Consequently, the European Union (EU) climate-neutral fuels economically
and synthetic fuel production is not has now announced plans in its “Fit for viable.
something technology suppliers can do 55” package to include shipping to its
alone. EU Emission Trading System (ETS). If everyone in the maritime industry
MAN Energy Solutions still advocates a works together, MAN is convinced that
Therefore, a clear political course and global regulation and a global CO2 decarbonization could even become a
global regulations to level the playing price. But the IMO’s constant hesitation growth engine for shipping in a
field are the key parameters for a changes the perspective: Currently scenario where ships leverage their
successful Maritime Energy Transition. being welcomed, is the increasing advantages over other means of
Ideally, all measures require a globally pressure placed on the IMO by the transport. For example, as detailed
coordinated approach, for example European Commission in the course of above, the range of applicable
under the umbrella of the IMO, to avoid the Green Deal. Hopefully, this will lead technologies for the cost-efficient
a “patchwork” of regulations with differ- to a faster agreement on global reduction of GHG emissions is much
ent degrees of stringency, since this will regulation. broader than for air transport.
MAN Energy Solutions
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P + 49 821 322-1750
F + 49 821 322-49 1750
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MAN Energy Solutions

2450 Copenhagen SV, Denmark
P +45 33 85 11 00
F +45 33 85 10 30
[email protected]
www.man-es.com

All data provided in this document is non-binding.

This data serves informational purposes only and
is 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.

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