Diesel Technology

  • New Research Doubles Service Life Estimate of Marine Workboat Engines, Reveals Big Opportunities for Diesel Emissions Reductions.

    It turns out that commercial workboat engines are staying in service more than two times longer than predicted by the U.S. Environmental Protection Agency (EPA), according new research from the Diesel Technology Forum (DTF) and Environmental Defense Fund (EDF). That says a lot for the quality of marine engines, but at the same it isn’t necessarily a good thing. But, the news provides clues to a new path for clean air improvements in large port cities.


    The new report, entitled “Impact of Updated Service Life Estimates on Harbor Craft and Switcher Locomotive Emission Forecasts and Cost-Effectiveness,” found the average Category 2 workboat remains in service for 50 years, instead of the 23-year lifespan estimated by the EPA in the 2008 Heavy Duty Locomotive and Marine Rule. A longer service life reduces the fleet’s turnover rate to cleaner, lower-emitting engines, therefore increasing future-year emission estimates.


    Separately, the U.S. Army Corps of Engineers estimates that, as of 2014, there were approximately 9,000 Category 1 and 2 marine vessels operating on U.S. waters. The Category 2 workboats highlighted in the DTF and EDF report have displacements of 7 to 30 liters per cylinder and are installed primarily in larger pushboats, towboats or offshore support vessels.


    But, the DTF underscores the reality that more, older engines remain in service today. Since real-world workboat engines are operating with longer lifespans, the actual nitrogen oxide emission reductions are 52 percent weaker than predicted in EPA’s 2008 Rule calculations.


    The EPA estimates that, as of 2014, 81 percent of Category 1 and 2 workboats used older, uncontrolled or Tier 1 diesel engines, which are 10 times higher in emissions than a modern Tier 4 diesel engine. The slow turnover rate of these technologies means communities will only see nitrogen oxide (NOx) reductions of 161,167 tons per year, well below the 333,925-ton reduction predicted in the EPA 2008 Rule. Similarly, fine particulate emissions will only be reduced by 3,537 tons per year, instead of by 8,758 tons per year.


    Starting in 2015, new diesel engines used in marine applications in the United States were required to meet Tier 4 emissions standards. Relative to previous generations of technology, these latest clean diesel technologies are proven to dramatically reduce emissions, including nitrogen oxides and fine particulates, by 88 percent to 95 percent compared to previous generations. Despite the widespread availability of the new, cleaner diesel engines for workboats, the cost and downtime required to upgrade and other factors have likely delayed investments in the newest technologies.

     Hence, if the rate of turnover to the newest generation of diesel technologies can be accelerated, near-port communities stand to reap significant air quality benefits. EDF calls it ‘low hanging fruit.’ For example, if all existing Category 2 vessels serving the New York Harbor upgraded to the newest diesel engines, emissions in the New York metropolitan area would be cut by more than 8 tons of nitrogen oxides per day. In the Port of Houston and Galveston, more than 4 tons of nitrogen oxides reductions per day could be realized for the Houston metropolitan area.


    The opportunity to immediately replace old work boat engines with new ones already exists; using funds from Volkswagen’s $2.9 billion environmental mitigation trust for marine repower projects. And, previous DTF/EDF studies confirm that upgrading workboats to the newest-model clean diesel engines delivers the greatest emissions improvements for the lowest cost. For example, on average, upgrading the engines of a single tugboat to the newest diesel technologies eliminates 14.9 tons of nitrogen oxide emissions per year for only $4,379 per ton of nitrogen oxide eliminated. Other types of nitrogen oxide-reduction projects can cost more than $30,000 per ton of nitrogen oxide.


    In a nutshell, the Diesel Technology Forum and the Environmental Defense Fund undertook this analysis to better understand the potential opportunity the Volkswagen $2.9 billion Environmental Mitigation Trust could have on reducing diesel emissions from older marine workboats and switcher locomotives.


    States, as beneficiaries of the Trust, maintain an account with the Trust and the amount therein is determined by the population of passenger vehicles found to have been outfitted with technology to sidestep emission requirements. The Trust allows for the replacement or repower of heavy-duty equipment which are the largest contributors to NOx emissions. Repowering large applications, including switch locomotives and marine workboats, is an eligible category of funding through the Trust.


    These workboats and switch locomotives operate at marine ports located in or adjacent to major cities and contribute to hazardous smog pollution. Replacing these older engines with new clean diesel models can have an immediate and significant beneficial impact in reducing emissions for sensitive communities. Relative to previous generations of technology, the latest clean diesel technologies can reduce emissions, including NOx and fine particle emissions, by 88 percent to 95 percent. While the latest clean diesel technologies are ready and available to reduce emissions, the EPA estimates that by 2020, unless additional action is taken, only 5 percent of the switch locomotive and 3 percent of the marine workboat fleets will be powered by these clean technologies.


    Through the Trust, states may use Trust revenue to fund up to 40 percent of the cost and installation of new cleaner engines that power marine workboats. Moreover, equipment owned by government agencies may receive up to 100 percent of the new engine cost. Other incentive programs are also available for states and others to pursue these projects. The Diesel Emission Reduction Act (DERA), for example, managed by the EPA, is a federal program that provides grant funding to help with the cost and installation of new cleaner engines or upgrades to older engines that improves emission performance.


    Commercial marine and locomotive source categories should be a primary focus of future emission reduction efforts for retrofit/repower programs based on cost effectiveness. Compared to other mobile source emission reduction projects, projects to reduce emission rates from commercial marine vessel engines typically have a longer project life based on the remaining service life which produces greater project total emission reductions. Greater project emission reductions results in more cost-effective projects. In other words: a great opportunity for operators to get green cheaply, and a terrific way to keep our shipyards humming along.

    Learn more: www.dieselforum.org/largeengineupgrades & www.dieselforum.org/vwfund

  • The Dorman "Sea King" marine diesel range from Dorman Diesels, Ltd., Stafford, England, is enjoying continued success in the fishing propulsion market, with numerous installations for arduous fishing duties throughout Europe and the U.K. One of the most recent Dorman U.K. installations is the

  • Ports in Expanding RO/RO Operations in the Mediterranean." During Session 4, which runs parallel with Session 3, Mr. Paro, vice president of Diesel Technology Oy Wartsila AB, Vasa, Finland, will present "Cost-Effective and Reliable Machinery Concepts for RO/RO Vessels." The nine sessions that will

  • MTU Friedrichshafen has broken new ground for the latest high-speed diesel technology, landing a deal whereby its potent 8 0 0 0 - s e r i e s engines will be used to power a large catamaran ferry intended for Lake Ontario operation. A 32,800-kW plant based on four examples of the 20-cylinder

  • Late last month the MAN Group publicly announced the availability of a new engine which fully embodies the advantages of common rail diesel technology, meaning that it is designed to be particularly reliable, clean, economic and durable. "Now this technology is where we wanted to have it

  • MAN B&W Debuts 32/40CR Engine Common rail diesel technology is designed to be reliable, clean, economic, durable — and in the MAN Group it is now available for the engine of a small truck up to a large marine diesel. For service on the high seas the electronic injection system has again been improved

  • levels even more. In light of increasingly stringent international air pollution requirements, this is likely to count significantly in gas-diesel technology's favor. A solid understanding of how the engine's cylinder and control system react at different loads demanded an extensive series of bomb

  • increased fuel efficiency. Newly-designed and re-engineered components are featured on the Silver 149s, representing stateof- the-art diesel technology. Tube-and-Shell Oil Cooler Available on 8V- and 16V-149TI engines, the tube-and-shell oil cooler increases engine life through decreased oil

  • the uppermost RoRo deck, making for a total of five RoRo levels throughout the ship. Although born in the Finnish domain, a key source of medium-speed diesel technology, Ulysses provides a new reference for German four-stroke power. A bank of four MaK 9M43 engines from Caterpillar's German stable give

  • ; fax: (613) 232- 2490. TECHNICAL CONFERENCE PRESENTATIONS "Combined Propulsion Plants for Fast Vessels. Realization Through Advances in Diesel Technology," by a representative from MTU. "Hybrid Propulsion for Oceangoing Submarines," by Carel A. Prins, RDM, and Douwe Stapersma, NEVESBU. "Canadian

  • will not disappear from the market, especially as long as low-priced, low-quality heavy fuel oils are allowed to be burned in them. However, diesel technology has to be constantly cared for and upgraded by the engine industry, in particular with respect to noise and exhaust gas emissions. Circle

  • North American NECAs and in SECAs are going to have a major effect on the marine market.  “Through primary measures and refinement of our existing diesel technology, our entire engine portfolio has already been Tier II-compliant for several years,” said Grøne. However, to meet the even stricter Tier III

  • MR Feb-24#48 Index page MR Feb2024:MN INDEX PAGE  2/8/2024  11:05 AM)
    February 2024 - Maritime Reporter and Engineering News page: 48

    Index page MR Feb2024:MN INDEX PAGE 2/8/2024 11:05 AM Page 1 ANCHORS & CHAINS MILITARY SONAR SYSTEMS tel:+44 (0) 1752 723330, [email protected] , www.siliconsensing.com Anchor Marine & Supply, INC., 6545 Lindbergh Houston, Massa Products Corporation, 280 Lincoln Street, SONAR TRANSDUCERS

  • MR Feb-24#44 Tech Files
Latest Products & Technologies
MarineShaft)
    February 2024 - Maritime Reporter and Engineering News page: 44

    Tech Files Latest Products & Technologies MarineShaft Yanmar Hydrogen MarineShaft specializes in urgent re- Fuel Cell AIP pair/replacement of damaged rudder and Yanmar Power Technology Co., Ltd. propeller equipment along with many (Yanmar PT), a subsidiary of Yanmar on-site repair services. MarineShaft

  • MR Feb-24#40  Now
The challenge to supplant diesel as the prime fuel for)
    February 2024 - Maritime Reporter and Engineering News page: 40

    around 2026. are working closely with all major engine designers.” The Ammonia-Fueled Containership Design The Future is Now The challenge to supplant diesel as the prime fuel for ship- While many eyes are on the future, shipping companies to- ping was never expected to be fast, easy or cheap. When focus-

  • MR Feb-24#39  [as compared to traditional diesel fuel],” said  major progress)
    February 2024 - Maritime Reporter and Engineering News page: 39

    aspects of the whole system [the whole ship] is com- – MAN ES and WinGD – are already well underway, with pletely different [as compared to traditional diesel fuel],” said major progress expected in 2024. Räsänen. “You need to be careful on the bunkering location, In July 2023, MAN Energy Solutions announced

  • MR Feb-24#37 PTI/PTO
"In a typical LNG carrier, permanent 
magnet)
    February 2024 - Maritime Reporter and Engineering News page: 37

    PTI/PTO "In a typical LNG carrier, permanent magnet technology improves ef? ciency by 2-4% compared to synchronous machines." – Dr. Jussi Puranen, Head of Product Line, Electric Machines, at Yaskawa Environmental Energy / The Switch The Switch’s shaft generators start from <1MW and range up to 12MW+.

  • MR Feb-24#36  motor (PTI) without using the 
diesel engine. If you only intend)
    February 2024 - Maritime Reporter and Engineering News page: 36

    whenever the propeller is rotating. “A secondary PTO/PTI is used if you want to run the propeller with only the electric motor (PTI) without using the diesel engine. If you only intend to use a PTO and want to use it in port without the propeller, then you select a primary PTO.” The Switch’s shaft generators

  • MR Feb-24#35 PTI/PTO
30 years ago shaft generators with PTI capability)
    February 2024 - Maritime Reporter and Engineering News page: 35

    PTI/PTO 30 years ago shaft generators with PTI capability kept container ships sailing at top speed. That purpose gone, PTI/PTO is making a new comeback in more cargo shipping segments, this time for reducing emissions. By Wendy Laursen etro? tting a shaft generator is not an insigni? - the ef? ciency

  • MR Feb-24#33 EAL  AND STERN TUBE DAMAGES
STACKING 
not forget any oil)
    February 2024 - Maritime Reporter and Engineering News page: 33

    EAL AND STERN TUBE DAMAGES STACKING not forget any oil leak, big or small, can be catastrophic to the marine environment and marine life, with some EALs found to THE DECKS be only slightly less damaging than the phased-out traditional WITH BEST-IN-CLASS MARINE oils,” said VP of Business Development

  • MR Feb-24#25  
today, running on both biodiesel and re- our engines don’t)
    February 2024 - Maritime Reporter and Engineering News page: 25

    SYSTEMS, WABTEC fuel blends up to 100% are in operation maintenance intervals to make sure that What’s the biggest challenge today, running on both biodiesel and re- our engines don’t have to be touched in your job? newable diesel blends. Wabtec also is in- from a maintenance perspective to allow The ever-chang

  • MR Feb-24#24  of dual fuel operation with diesel fuel and LNG. Bio-
Watch)
    February 2024 - Maritime Reporter and Engineering News page: 24

    , engine families. The L/V250 engine family has more than a as well as long maintenance cycles. Serving our customers decade of dual fuel operation with diesel fuel and LNG. Bio- Watch the full in- terview with Matt Hart including bonus content @ Wabtec power being installed at Philly Shipyard on the NSMV

  • MR Feb-24#22 R&D
MATT HART 
Matt Hart, Manager & Platform Leader)
    February 2024 - Maritime Reporter and Engineering News page: 22

    R&D MATT HART Matt Hart, Manager & Platform Leader, Marine & Stationary Power Systems, Wabtec, offers insights on how the megatrends of decarbonization, energy transition and autonomy all inspire Image courtesy Wabtec and impact the marine power solutions from Wabtec. By Greg Trauthwein Matt, to start

  • MR Feb-24#20 MARKETS
FPSO technology dominates the region’s FPS demand.)
    February 2024 - Maritime Reporter and Engineering News page: 20

    MARKETS FPSO technology dominates the region’s FPS demand. duction and storage of low and zero emission energy carriers, In all, 18 countries in West and East Africa are expected such as methanol and ammonia. One exciting development to receive new FPSOs, FLNGs and FPUs between 2024 and leverages

  • MR Feb-24#17 METHANOL STORAGE
provals from other classi?  cation)
    February 2024 - Maritime Reporter and Engineering News page: 17

    METHANOL STORAGE provals from other classi? cation societies are ongoing, said Lilp, – including accommodation.” although he acknowledges that journey from AiP to full class ap- As of September 2023, methanol had been speci? ed for 216 proval is substantive. In an area where the regulations underlying

  • MR Feb-24#16 THE PATH TO ZERO
Methanol’s Superstorage Solution  
Technica)
    February 2024 - Maritime Reporter and Engineering News page: 16

    THE PATH TO ZERO Methanol’s Superstorage Solution Technical inquiries to SRC Group ramped up after it received Approval in Principle (AIP) for a concept which ‘reinvented methanol fuel storage’ on board ships. Delivering the answers has seen technical talk converting into project discussions

  • MR Feb-24#12 Maritime Risk 
Top Marine Business Risks in 2024
By Rich)
    February 2024 - Maritime Reporter and Engineering News page: 12

    Maritime Risk Top Marine Business Risks in 2024 By Rich Soja, North American Head Marine, Allianz Commercial yber incidents such as ransomware attacks, data linked to several large ? re incidents at sea in recent years. breaches, and IT disruptions are the biggest worry Regularly assessing and updating

  • MR Feb-24#9 Simulation is a great example. This  addressing the)
    February 2024 - Maritime Reporter and Engineering News page: 9

    Simulation is a great example. This addressing the challenges of cultural novation, and a dedication to continuous technology offers a great avenue for and language barriers in training, the improvement, we can ensure a safer and improvement, providing realistic train- industry can not only improve

  • MR Feb-24#8 Training Tips for Ships
Tip #56
Addressing Cultural and)
    February 2024 - Maritime Reporter and Engineering News page: 8

    Training Tips for Ships Tip #56 Addressing Cultural and Language Barriers in Maritime Training By Murray Goldberg, CEO, Marine Learning Systems n the maritime industry, our inherently diverse workforce ciency. So what, speci? cally, are the issues and what can we is both a great value and a source of

  • MR Feb-24#6   everywhere. While traditional diesel is still 
Offshore Energy)
    February 2024 - Maritime Reporter and Engineering News page: 6

    as both Energy transition and alternative fuels are [email protected] a global commerce enabler and a bedrock of everywhere. While traditional diesel is still Offshore Energy Editor Amir Garanovic national and economic security again comes the overwhelming fuel of choice powering garanovic@offshore-eng

  • MR Feb-24#2nd Cover By pairing our technical knowledge with the latest 
digital)
    February 2024 - Maritime Reporter and Engineering News page: 2nd Cover

    By pairing our technical knowledge with the latest digital technologies, ABS leads the maritime industry in providing customers with innovative, tailored sustainability solutions that deliver results. Learn more today at www.eagle.org/sustainability COV2, C3 &C4 MR Feb 2024.indd 1 2/5/2024 2:21:21

  • MN Feb-24#43 .inmarsystems.com
able diesel to fully electric or hybrid)
    February 2024 - Marine News page: 43

    power sources – from combustion engines running on re- utility and comfort are emphasized. newable fuels such as HVO or renew- www.inmarsystems.com able diesel to fully electric or hybrid solutions. A new smart Eco Mode fea- 2. Heavy Duty ture automatically starts/stops indi- 5. New Gyrostabilizers

  • MN Feb-24#41  by St Johns Ship Building in  diesel engines with a quad IPS)
    February 2024 - Marine News page: 41

    by Louisiana-based shipyard Gulf Craft, and of 50 tonnes. Powered by four Volvo Penta D13 marine WINDEA Courageous, built by St Johns Ship Building in diesel engines with a quad IPS system, each vessel is also Florida, are the ? rst in a series of ? ve identical Incat Crowther- ready for the retro? t of

  • MN Feb-24#40  by the Mass.-based shipyard  Diesel-Allison, 
in 2012. Delivery)
    February 2024 - Marine News page: 40

    with an vessel will replace Yankee Freedom III, a 250-passenger cata- Atlantic Detroit maran built for the 70-mile run by the Mass.-based shipyard Diesel-Allison, in 2012. Delivery of Yankee Freedom IV is planned for 2026. 80kW EPA Tier The new larger all-aluminum catamaran, designed by 3-approved

  • MN Feb-24#38  oxide (NOx), 2.5 tons less of diesel particulate 
matter and)
    February 2024 - Marine News page: 38

    electric vessels as part of efforts to reduce emissions. Crowley said the eWolf will generate 178 tons less of nitrogen oxide (NOx), 2.5 tons less of diesel particulate matter and 3,100 metric tons less of carbon dioxide (CO2) over the ? rst 10 years of its operations – the equivalent of removing 350

  • MN Feb-24#36 Feature
Marine Simulation
Pioneering regulatory change
Witho)
    February 2024 - Marine News page: 36

    Feature Marine Simulation Pioneering regulatory change Without simulation, opportunities to train on marine evacuation systems are few and far between, basically only Virtual Marine’s impact extends beyond technology de- coming along when the system becomes outdated and velopment. The company has played