Contents lists available at ScienceDirect International Journal of Greenhouse Gas Control journal homepage: www.elsevier.com/locate/ijggc Ship-based carbon capture onboard of diesel or LNG-fuelled ships Maartje Feenstra a , Juliana Monteiro a, ⁎ , Joan T. van den Akker b , Mohammad R.M. Abu-Zahra c , Erwin Gilling a , Earl Goetheer a a TNO, Leeghwaterstraat 44, 2628 CA Delft, the Netherlands b Delft University of Technology, Leeghwaterstraat 39, Delft, 2628CB, the Netherlands c Department of Chemical Engineering, Masdar Institute, Khalifa University of Science and Technology, P.O. Box 54224, Abu Dhabi, United Arab Emirates ARTICLE INFO Keywords: Post-combustion carbon capture Onboard carbon capture Maritime carbon capture Zero emission ships ABSTRACT Total shipping carbon emissions were approximately 938 million tonnes CO 2 in 2012. Zero emission shipping options rely on the use of electricity or alternative fuels, such as blue hydrogen or ammonia. However, that requires major modifications to the ships and the logistics of fuel distribution. As a transition solution, which can be implemented on much shorter term; this study presents the technical and economic evaluation for ship-based carbon capture (SBCC) on diesel or LNG-fuelled vessels. Two reference ship engines of 1280 kW and 3000 kW were chosen. The process is simulated using Aspen Plus ® , with 30 wt% aqueous monoethanolamine (MEA) and 30 wt% aqueous piperazine (PZ) as solvents. CAPEX and OPEX were reduced by integrating the thermal energy of the exhaust gas with the stripper reboiler for the diesel and LNG powered ships. For the LNG ships, the cooling capacity from evaporation of LNG was used for liquefying the captured CO 2 . By using piperazine, which allows CO 2 to be desorbed at higher pressure than MEA, the minimal cost of CO 2 captured achieved was 98 €/tonne CO 2 with a corresponding 1.8 million euros equipment cost for the 3000 kW engine ship. Additionally, the feasibility of SBCC is investigated by adapting an existing cargo ship design (powered by the reference 3000 kW engine) for including the carbon capture process equipment. The capture, compression and storage units are fitted onboard, and the design is modified so that the transport capacity remains the same, while maintaining the ship stability. 1. Introduction Global shipping was responsible for a significant percentage (3.1%) of total global CO 2 emissions in 2012, with 938 million tonnes of CO 2 (IMO, 2014). Overall shipping CO 2 emissions are still projected to rise with 50–250% up to 2050 (IMO, 2014). During the International Maritime Organization (IMO) strategy meeting in April 2018 an initial strategy was formed to reduce the total amount of annual GHG gases by 50% by 2050, compared to 2008 (IMO, 2018). Up till now, efforts have focused on cleaner and low carbon fuels, as well as improving the ship’s efficiency. For instance, LNG reduces CO 2 emissions by about 20% per unit of energy relative to diesel. A bigger role for LNG as transition fuel is foreseen. As of March 2017, the in-service and on-order fleet of LNG- powered seagoing ships has reached the 200 mark. There are currently over 100 LNG-fuelled ships in service that are not LNG carriers (Corkhill, 2017). Technical and operational solutions for improving energy efficiency and reducing CO 2 emissions cited in the literature are: installing or retrofitting energy-efficient engines, implementing waste heat recovery systems, improving hull design and performance, reducing vessel speed, and improving routing and scheduling (Zhu et al., 2018). In the period 2010–2014 the energy efficiency per tonne kilometre has significantly increased by 5.8% (International Energy Agency, 2012). Although the energy efficiency per tonne kilometre of the global shipping fleet is increasing, this does not translate into a reduction of the total GHG emissions due to the steady growth of the shipping sector. Because of the recent CO 2 reduction strategy adopted by IMO, it is likely that in the near future a tax on CO 2 shipping emissions is adopted. Currently, the EU Monitoring, Reporting and Verification (MRV) regulation requires ship owners and operators to annually monitor, report and verify CO 2 emissions for vessels larger than 5000 gross tonnage calling at any EU and European Free Trade Association (EFTA) port (International Energy Agency, 2012). A solution that re- duces the shipping industry’s CO 2 emissions will help achieve global emission reduction goals for 2050. The use of electric motors, fuel cells running on blue hydrogen or ammonia, and internal combustion en- gines running on hydrogen, ammonia or biofuels are suggested in the https://doi.org/10.1016/j.ijggc.2019.03.008 Received 3 October 2018; Received in revised form 16 January 2019; Accepted 5 March 2019 ⁎ Corresponding author. E-mail address: Juliana.monteiro@tno.nl (J. Monteiro). International Journal of Greenhouse Gas Control 85 (2019) 1–10 1750-5836/ © 2019 Elsevier Ltd. All rights reserved. T