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Alternative Fuels

Bio-bunkers are the immediate alternatives to reduce gas emissions, says study

Biodiesel blends, in particular the second-generation renewable diesels such as HVO, could be a serious alternative to VLSFO, suggests Blend Tiger LLC whitepaper.

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The following are extracts from a recently published whitepaper by Eliseo Curcio and Michele Miceli from American fuels blending consulting company Blend Tiger LLC on “Bio-Bunkers: A today alternative to energy transition”, that was supplied to Manifold Times. 

  1. Biodiesel as a main alternative for Bio-Bunker

Biodiesel fuels represent a real alternative to the VLSFO. They have very similar properties compared with fossil-based fuels and shipowners don’t require a massive re-style of their engine system. Everybody can start using them today.

In order to fully understand the biofuel market lets evaluate the pros and cons in depth.

There are two classes of biofuels commercially available and ready to be used:

  • First Generation Bio-diesel which is FAME (Fatty-Acid-Methyl-Ester).

Bio-bunkers are the only immediate alternatives to reduce gas emissions, says study

  • Second Generation or Renewable Diesel meaning everything that is not FAME.

The main difference between Biodiesel and Renewable diesel is the way they are produced. Biodiesel is created through a method called transesterification. Renewable diesel is produced using a method called hydrotreating, which involves hydrogenating triglycerides (fats) to remove metals and compounds containing nitrogen and oxygen. Also, HVO (Hydrotreated vegetable oil) can be classified depending the feedstock adopted.

We will soon have additional large-scale options available in the industry:

-  BIOBASED SYNTHETIC LIQUIDS. It is possible to obtain advanced bio-oils such as Hydrotreated Pyrolysis Oils (HDPOs) through thermochemical processes and Fischer-Tropsch liquids (FT) from the forest and agro-industrial residues. The products of this process are hydrocarbon fractions like those obtained in a refinery, mainly FT-naphtha, with a higher market value compared to fractions suitable for the marine sector for which FT-diesel or FT-gasoil, produced in smaller quantities, are appropriate.

-BIOBASED ALCOHOLS AND LIQUEFIED GASES. The latter group consists of biobased gases and alcohols, including liquefied biomethane (bio-GNL), biomethanol, and bioethanol, which require specially designed engines and infrastructure for their use.   

Bio-bunkers are the only immediate alternatives to reduce gas emissions, says study

Here is an example of a biofuel scheme:

First Generation of Biodiesel (or FAME) has a higher flash point (149°C) and cetane number than conventional diesel, providing good ignition and lubrication properties. However, FAMEs have a high cloud point, which can cause clogged filters and poor fuel flow at temperatures below 32°C.  Their addition reduces smoke, soot, and burnt diesel smell from the engine exhaust. 

The main technical disadvantage of biodiesel over petrol-diesel is the lower thermal energy due to higher oxygen content which also results in lower oxidation stability. Another major concern related to the use of biodiesel is the contamination by water, which results in biofuel decomposition, reducing fuel efficiency, soliciting microbial growth, and accelerating fuel gelation at low temperatures. 

FAME cannot be used at 100% in diesel engines due to the presence of fatty acids that can cause anomalies in currently used diesel engines. For this reason, it is added in a mixture with petrol-diesel between 5-30%, respecting the specifications outlined in the standards: EN 14214 or ASTM D6751.  

There are several standards covering biofuels addressing either technical or sustainability aspects. The ISO 8217:2017, the commercial specification for marine fuels defines requirements for fuel used in marine diesel engines and boilers and their conventional treatment on board (sedimentation, centrifuging, filtering) before use. While this standard did not allow FAME to be blended with regular marine distillate or residual fuels in the past, its sixth edition introduces the DF (Distillate FAME) grades DFA, DFZ and DFB. These grades allow up to 7% of FAME content by volume and are also covered by the European standard EN590. Apart from this aspect, all other parameters of these grades are identical to those of traditional grades. The limitations mentioned above do not apply to HVO, which is classified as a DM (distillate) under the ISO standard, provided that certain conditions are met.

For these reasons our research is highly focused on second generation biofuels, for example HVO. 

Properties of HVO have many more similarities with high quality sulphur free fossil diesel fuel than with FAME. As a matter of fact, the properties of renewable diesel are very similar to the synthetic gas-to-liquid (GTL) diesel fuels. Also, the same analytical methods as used with fossil fuels are valid for renewable diesel.

Some of the strong aspects of HVO are:

  • Highest heating value among conventional biofuels.

Higher energy content compared to FAME, both in MJ/kg and MJ/l.

The heating value of HVO (34.4MJ/l) is substantially higher than that of ethanol (21.2MJ/l).

  • Severe winter and arctic grades available due to the isomerization process.

Cold properties of HVO can be adjusted to meet the local requirements by adjusting the severity of the process or by additional catalytic processing.

“Cold Filter Plugging Point” (CFPP) can go down to -20°C or even -50°C irrespective of the feedstock used. This makes HVO suitable for use during cold winters even in Nordic countries as well as for use as jet fuel.

  • Low density. Sulphur-free and very low aromatics. 

Practically free of metals and ash-forming elements.

  • It behaves in logistics, storage and use like fossil diesel fuel (drop-in fuel).

No issues with: stability, water separation, microbiological growth, impurities causing precipitation above cloud point. They can be used in diesel engines without blend walls or the modifications required for FAME biodiesel.

The amount of HVO produce is growing year after year not only in North America, but around the World. It can be a real alternative to fossil-based fuels:

Bio-bunkers are the only immediate alternatives to reduce gas emissions, says study

HVO price is very volatile and it is classified in three different categories (I, II and III), depending the feedstock utilized to produce it.

Conclusion

The year 2022 is definitely the year where everybody “discovered” renewables and GHG’s threat to Humanity. In the next year, the goal should be to find an alternative fuel to the current VLSFO that brings carbon emissions close to zero and decreases the NOx. Many alternatives have been proposed, from LNG, Hydrogen, Ammonia, Green Methanol and Biofuels. We are exploring a new territory so even the regulations are not clear on what to do and what not to do. The capital investments for new fuels are quite high, and if you are not a multi-billion dollar shipping company, it is very complicated to find the right cash flow to refurbish your current fuel system. For all those reasons, biodiesel blends, in particular the second-generation renewable diesels, HVO, could be a serious alternative to VLSFO. They have very similar properties compared to fossil-fuel based diesel and decrease CO2 and NOx emissions. A healthy percentage of HVO to be used in the blend must take into account prices and properties. New studies highlight the possibility of having HVO 100 wt%, but the price is still relatively high ($2000/ton). Let’s invest in the present. Renewable diesel blends are the immediate solution Worldwide.

 

Photo credit and source: Blend Tiger LLC
Published: 30 May, 2022

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Hydrogen

LR MDH joins call to accelerate adoption of zero-emission bunker fuels by 2030

Call to action organised by RMI, the UN Climate Change High-Level Champions, the UCL Energy Institute, and the United Nations Foundation.

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LR MDH joins call to accelerate adoption of zero emission fuels by 2030

Lloyd’s Register Maritime Decarbonisation Hub (LR MDH) on Tuesday (12 November) joined more than 50 firms across the spectrum of the shipping value chain — e-fuel producers, vessel and cargo owners, ports, and equipment manufacturers — in signing a Call to Action today at COP 29 to accelerate the adoption of zero-emission marine fuels.

Organised by RMI, the UN Climate Change High-Level Champions, the UCL Energy Institute, and the United Nations Foundation, the Call to Action demonstrates strong industry momentum to invest in decarbonisation through scalable zero-emission marine fuel pathways.

The joint statement calls for faster and bolder action to increase zero and near-zero emissions fuel uptake, investment in zero-emissions vessels, and global development of green hydrogen infrastructure, leaving no country behind.

James Forsdyke, Managing Director of LR MDH, said: “We are proud to be part of this initiative dedicated to expand the production of green hydrogen as a marine fuel or as an enabler for synthetic zero to near-zero carbon fuels. One of the biggest tasks ahead of us is developing a robust and reliable green hydrogen supply chain to deliver zero carbon fuels to vessels in key maritime hubs in ways that are safe, sustainable and that benefit all shipping stakeholders, particularly seafarers and port communities.

“In line with the Lloyd's Register Maritime Decarbonisation Hub's mission to accelerate the safe, sustainable, and human-centric transition of the maritime industry, we have spearheaded initiatives like the Silk Alliance green corridor cluster and Maritime Fuel Supply Dialogues, to aggregate first mover efforts at a regional level and create stronger infrastructure for green hydrogen projects. Being part of this call to action reinforces our commitment to advance the use of hydrogen produced from renewable resources as an important tool in decarbonising shipping.”

In anticipation of this regulatory milestone, the signatories outline several key recommendations to expedite the adoption of hydrogen-derived fuels, namely the need for clear, ambitious mid-term measures; a balanced approach to revenue distribution to help bridge the cost gap between fossil fuels and scalable zero-emission fuels (SZEFs); and evidence that key milestones for practical use of SZEFs are advancing.

To align with a 1.5°C pathway, global green hydrogen production must double by 2030, translating to the uptake of at least 5 million tonnes of green hydrogen in the shipping sector. To accomplish this, coordinated action is needed across the supply chain to expand the supply and adoption of zero or near zero-emission shipping fuels such as e-ammonia and e-methanol, build up the ecosystem synergistically, and deliver on a just and equitable transition.

Close collaboration between green hydrogen producers, shipping actors, and policymakers is vital to securing the enabling conditions and investments that will deliver shipping’s clean energy transition.

“The Green Hydrogen Catapult is proud to support this initiative. Collaboration across the maritime value chain is key to an accelerated, just, and equitable transition of the sector to renewable fuels, and partnerships are key to building and maintaining momentum,” said Oleksiy Tatarenko, the leader of RMI’s hydrogen initiatives and the Green Hydrogen Catapult, a coalition of green hydrogen market leaders promoting the aggressive global adoption of green hydrogen.

Ports and port service companies, alongside financiers, have also added their support to the Call to Action, committing to investing in hydrogen-derived fuel infrastructure and safety projects to support bunkering of e-fuels.

 

Photo credit: Lloyd’s Register Maritime Decarbonisation Hub
Published: 13 November 2024

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Alternative Fuels

IMO advances training for seafarers on LNG-fuelled ships

Subregional ‘train-the-trainer’ workshop focused on seafarers onboard LNG-fuelled ships subject to the IGF Code.

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The International Maritime Organization (IMO) on Monday (11 November) said seafarer trainers from Indonesia, the Philippines and Viet Nam were put through their paces for liquefied natural gas (LNG) fuelled ships with advanced simulator and practical training at a workshop in Ashiya and Yokosuka, Japan.

The subregional "train-the-trainer" workshop (30 October to 6 November) focused on seafarers onboard LNG-fuelled ships subject to the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGF Code).

The workshop is part of IMO efforts to ensure seafarers are well-equipped to operate LNG-fuelled ships safely and effectively. The workshop included three major components: classroom lectures; LNG bunkering simulator trainings at the Marine Technical College in Ashiya, Japan, and advanced emergency responses exercises at the Maritime Disaster Prevention Centre (MDPC) in Yokosuka, Japan.

The participants gained hands-on experience with LNG bunkering simulators. They learned how to use Self-Contained Breathing Apparatus (SCBA) and other Personal Protective Equipment (PPE), gas detector, emergency measures for LNG leakage, low-temperature brittleness, as well as fire control, extinguishing agents and firefighting procedures and in particular, LNG (stored and supplied in -162 °C) had been utilised during the exercises.

The nine trainers gained knowledge and experience, and were ready to take the skills back to their own training institutions, to enhance their programmes and strengthen training capacity for seafarers on LNG and other alternative-fuelled vessels.

The workshop was based on the requirements under the Standards of Training, Certification, and Watchkeeping for Seafarers (STCW) Convention and Code, taking into account model courses 7.13 and 714 on the Basic and Advanced training for masters, officers, ratings and other personnel on ships subject to the IGF Code.

In accordance with regulation V/3 of the STCW Convention, every candidate for a certificate in advanced training for service on ships subject to the IGF Code shall have completed at least one month of approved seagoing service that includes a minimum of three bunkering operations on board ships subject to the IGF Code. Two of the three bunkering operations may be replaced by approved simulator training on bunkering operations.

The workshop was co-organized by the Ministry of Land, Infrastructure Transport and Tourism of Japan and the IMO Secretariat, under IMO's Integrated Technical Cooperation Programme (ITCP), with sponsorship from the Nippon Foundation and support from the Japan Ship Technology Research Association and the Japan Agency of Maritime Education and Training for Seafarers.

The IMO Secretariat is collaborating closely with Member States and international organizations to advance training of seafarers operating LNG-fuelled and other alternative-fuelled ships, supporting the maritime industry's need for skilled and qualified personnel.

 

Photo credit: International Maritime Organization
Published: 13 November 2024

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Alternative Fuels

Singapore: A*STAR advances safety in handling of future marine fuels

Funds project to develop tool to predict the dispersion of ammonia and methanol in the event of accidental leakages during bunkering operations.

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Singapore’s Agency for Science, Technology and Research (A*STAR) on Thursday (7 November) awarded funding to a bunkering project at the 14th edition of the Singapore Maritime Institute (SMI) Forum.

The project, titled Dispersion Analysis and Simulations for Handling (DASH) of Future Fuels, is led and hosted by A*STAR Institute of High Performance Computing (A*STAR IHPC).

This joint initiative includes other A*STAR research institutes and public research partners such as CNRS@CREATE, the Technology Centre for Offshore and Marine, Singapore (TCOMS), and the Tropical Marine Science Institute (TMSI) at the National University of Singapore (NUS).

The project focuses on developing a multi-fidelity planning tool to predict the dispersion of ammonia and methanol in the event of accidental leakages during bunkering operations.

Essentially, the tool will integrate dispersion analysis, consequence simulations, and real-time environmental data to create a safety and risk management system that provides insights into the behaviour of these next-generation fuels.

The developed tool will be used to develop effective preventive measures, emergency response strategies, and mitigation plans for such scenarios.

“A*STAR IHPC is dedicated to developing next-generation tools to improve the design and safety of multi-fuel bunkering operations,” said Dr Su Yi, Executive Director of A*STAR IHPC.

“Through close collaboration with our partners, we aim to equip industry stakeholders with advanced simulation tools that assess potential leak scenarios and enhance safety planning, operations, and emergency response.

“This enables more informed, strategic decision-making that supports the maritime sector’s journey toward safer, more sustainable fuel solutions,”

Dr Chen Xinwei, Deputy Executive Director of SMI added, “Decarbonisation and sustainability are critical challenges facing the maritime industry.”

“SMI is pleased to support the DASH project with funding, highlighting our commitment to advancing the safe handling of alternative fuels – an essential step in achieving the sector’s decarbonisation objectives.”

 

Photo credit: Singapore Maritime Institute
Published: 11 November 2024

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