Environmental and price challenges are driving the interest in alternative ship fuels, but the number of realistic candidates is small, finds the latest study Alternative Fuels and Technologies for Greener Shipping of classification society DNV GL.
The study believed liquefied natural gas (LNG), liquefied petroleum gas (LPG), methanol, biofuel and hydrogen to be the most promising candidates to be used by the shipping industry as an alternative marine fuel.
“Among them, LNG has already overcome the hurdles related to international legislation, and methanol and biofuels will follow suit very soon. It will be a while before LPG and hydrogen are covered by appropriate new regulations within the IMO IGF Code, as well,” it finds.
“The existing and upcoming environmental restrictions can be met by all alternative fuels using existing technology. Fuel cells can use all available alternative fuels and achieve efficiencies comparable to, or better than, those of current propulsion systems.”
However, the study notes fuel-cell technology for ships to be still in its “infancy”. The most advanced developments to date have been achieved by the projects running under the umbrella of the e4ships lighthouse project in Germany, with Meyer Werft and ThyssenKrupp Marine Systems heading the projects for seagoing ships.
Wind-assisted propulsion, meanwhile, could potentially reduce fuel consumption, especially when used for slow ships, but the business case remains difficult.
Batteries as a means to store energy can be considered as an alternative fuel source in the widest sense. Still, they have major potential for ships running on short distances and can be used to boost the efficiency of the propulsion system in any ship, but are unable to substitute fuel in deep-sea shipping.
With low-sulphur and alternative fuels becoming more widely available, the well-known combined cycle gas and steam turbine technology represents a viable alternative for highpower ship propulsion systems.
“All fuel alternatives discussed here could meet the foreseeable volume requirements for shipping over the coming years,” it notes.
“A major increase in consumption would require an appropriate increase in production capacity; the only exception is LNG, which is available in sufficient quantities today to meet the potential requirement of the shipping industry for many years.
“Without taxation or subsidies, renewable fuels will find it difficult to compete with the prices of conventional fossil fuels. “
In short, the study finds LNG and LPG to be the only fossil fuels capable of achieving a reasonable CO2 emissions reduction.
CO2-neutral shipping seems possible only with fuels produced from regenerative sources.
If the shipping sector resorts to synthetic fuels produced from hydrogen and CO2 using regenerative energy, the available alternatives will be liquefied methane (which is very similar to LNG) and diesel-like fuels.
Photo credit: DNV GL
Published: 11 May, 2018
Representatives of INTERTANKO, Helmsman and Rajah & Tann gather to discuss IMO 2020, legal frameworks for the purchase and supply of alternative marine fuels, and the handling of bunker claims.
Order activity for alternative fuel vessels were muted at the start of the year while January 2023 saw two methanol fuelled bulk carriers ordered, according to DNV’s AFI platform.
The market is currently undergoing a transitional phase where a wide range of alternatives are being evaluated, says Sonnich Thomsen, Managing Director for Bunkers at Sing Fuels.
JV will use methanol as a marine fuel to power both IMOIIMAX MR tankers chartered by Proman Shipping.
Framework contract will run for a period of four years and currently covers 22 countries in the Mediterranean, Black and Caspian Seas.
Agenda of ‘New Regional Dynamics & the Move to a Green Shipping Future’ conference will include discussions on clean shipping & decarbonisation and alternative fuels.
Transferred shares of 40 subsidiaries to BVI firm after tribunal awarded claims in favour of Trinity Seatrading; YSPL has also filed a civil complaint against DNV and Liberian ship registry at Nanjing Maritime Court.
ADNOC L&S, Gulf Energy Maritime, Cockett Marine Oil, Mideast/Bahri Ship Management and VPS experts present their views on biofuel bunker hurdles at the VPS Biofuels Seminar in Dubai on 16 March.
‘Bunker barges operate in very local areas so these vessels call at port very often which means it will be a good fit for women with families,’ states Elpi Petraki, President of WISTA International.
“Our Singapore branch is under preparation and is expected to start business at the republic before June 2023,” Managing Director Darcy Wong tells bunkering publication Manifold Times in an interview.
Development to supply B35 biodiesel blend officially takes effect on 1 February; local bunker suppliers will be able to deliver updated spec within March onwards, once current stocks of B30 avails run out.
VPS, Global Centre for Maritime Decarbonisation, Wilhelmsen Ship Management, and INTERTANKO executives offered a multitude of perspectives to 73 attendees during the VPS Biofuels Seminar, reports Manifold Times.
