International fuel additives company Infineum on Tuesday (10 December) published an article on its Insight website assessing future bunker fuel options and highlighting the work it is doing to overcome some of the technical issues associated with the use of methanol as a marine fuel.

The following are excerpts from the article:

As the International Maritime Organization (IMO) firms up on its decarbonisation ambitions, towards a net zero 2050, the maritime industry is looking for the best ways to cut greenhouse gas emissions. Infineum Fuels Technologist, Frank Simpson, explores the future fuel options, assesses the challenges they present to the industry and highlights the work Infineum is doing to overcome some of the technical issues associated with the use of methanol to help it become a more viable marine fuel option.

Major engine manufacturers worldwide are investing heavily in sustainable transportation solutions, many focusing on electric vehicles (EVs), hydrogen fuel cells, and biofuels to reduce emissions. Innovations in engine design, hybrid technologies, and the use of sustainable materials are also key strategies being employed. Additionally, collaboration with governments to develop necessary infrastructure, such as charging stations, is crucial for the transition to greener transportation options.

A multi-fuel, multi-technology approach aims to address the pressing challenges of climate change, while also meeting consumer needs for reliable and affordable mobility solutions.

This presents a huge challenge and raises the question - how can future transportation be sustainable?

The issue is further complicated in non-road industries, such as shipping, where electrification using batteries is more difficult. This is mainly down to challenges related to scaling up battery size, the difficulty of bringing electricity to vessels for charging, ship weight constraints and scarcity of critical raw materials needed for large battery production.

The barriers to electrification mean the production of internal combustion engines capable of running on sustainable fuels is essential for the maritime industry.

Exactly which fuels still remains to be seen, as there are a wide range of options being considered across the industry, all with their advantages and challenges. The leading candidates in this area appear to be methanol, ammonia and hydrogen. In addition, there is a strong interest in cashew nut shell liquid (CNSL) and bio-oils (derived from pyrolysis of waste products). However, many of these sustainable fuels will face production and supply issues in the first half of this century, leading most forecasters to suggest there is unlikely to be one lead candidate, rather that the marine industry will adopt a mix of these fuels by 2050.

What does this mean for engine manufacturers?

Firstly, it means huge uncertainty moving forward. Many factors, such as government and IMO regulations, which have seen numerous changes in the past decade alone, are out of the OEMs’ control. Production of green fuels may not meet demand, which could cause their uptake to slow and, because fuel prices are very unpredictable, the economics are especially difficult to plan.

Secondly, it means they need to act today to find technical solutions to enable the use of these new fuels and to ensure they can meet market demand in the future. This has been a huge issue for the industry and significant investments in R&D have been necessary to engineer innovative solutions in these future fuels areas. With many different fuel options still being considered, and no clear picture on which will dominate and by when, OEMs are having to run simultaneous research projects across several fuel areas.

Technical issues facing new fuel adoption

The technical challenges associated with these new fuels fall into three main categories:

Combustion. The extent of which depends on the fuel itself. For example, when compared to diesel fuel, ammonia and methanol are harder to ignite, so a combustion solution including a pilot fuel such as diesel may be needed. In contrast, hydrogen ignites more readily, which causes issues with pre-ignition requiring an alternative solution, such as a specialised engine oil for hydrogen fuel.

Corrosion. This will also differ between the fuels being used, the metals in contact with them and environmental conditions, such as exposure to air or nitrogen blankets, likelihood of water being present and storage temperatures and pressures. This makes finding a cost-effective solution that protects the entire engine and delivery system in all conditions a massive challenge for OEMs. The concern here is that incompatible materials may corrode over time and the metals could become weaker, and break under stress, resulting in severe damage to the engine.

Lubricity. Future fuels all have drastically different lubrication qualities compared to the diesel being used in the field today. While most parts of the engine are lubricated by the engine oil, there are still some areas in fuel injectors and pumps that rely on the fuel to lubricate metal-on-metal contact. The significant sulphur reductions in diesel, mean almost all diesel fuel today includes lubricity additives to compensate for the loss of natural lubricating properties. In cases where the fuel has not provided adequate lubrication, catastrophic damage and wear to the injectors have been observed, causing parts failure within just a few thousand kilometres.

How is Infineum enabling the adoption of future fuels?

Infineum has already made great strides to enable the adoption of future fuels, especially green methanol. We have developed a novel test method specifically tailored for methanol. This method builds upon the HFRR test, incorporating adjustments to account for methanol’s unique characteristics, which has since been adopted for a Marine Methanol Fuels Specification. Untreated methanol is dry and causes a much more severe wear scar than on-spec diesel in this test. Having a test method that allows the lubricity of the methanol to be determined is the first step in solving this complex problem.

Our research and development teams have meticulously explored methanol-compatible lubricity, corrosion and combustion-enhancing additives and have successfully found additive solutions in all of these areas.

Infineum has a new lubricity additive for alcoholic fuels, such as methanol and ethanol, ready for 2025.

This additive will be the first of its kind, and will be perfectly timed to support the early adopters in the industry with their transition to green fuels. Furthermore, the additive will be compatible with retrofit vessels, achieving enhanced lubricity performance compared to on-spec diesel with less than 1000 ppm treat rate.

It is a great example of how Infineum is able to collaborate with OEMs, fuel providers and industry working groups to find viable solutions to the complex problems facing the marine industry today. With 3% of global GHG emissions currently resulting from shipping, and the need for sustainable transportation growing every day, technical solutions to key challenges, such as methanol lubricity, could have a huge impact on the decarbonisation of the industry.

Note: The full article by Infineum can be found here.

Photo credit: Infineum
Published: 12 December, 2024

Classification society DNV on Wednesday (11 December) published a Technical and Regulatory News  highlights the importance of determining whether alterations to ships will be considered a major conversion under MARPOL Annex VI: 

The EEXI requirement came into effect on 1 January 2023, and all affected ships should now comply. To maintain compliance, any ship undergoing changes that affect its EEXI and/or EEDI may need to recalculate these. This statutory news outlines impacts on and necessary actions for energy efficiency certification following ship modifications.

What is a “major conversion”?

Under MARPOL Annex VI (Regulation 5.4), the Energy Efficiency Existing Ship Index (EEXI) and, if relevant, the Energy Efficiency Design Index (EEDI), must be recalculated and surveyed on board in the event of a major conversion, as defined in Regulation 2.2.17.

A major conversion includes:

• Any substantial change in hull dimensions or capacity, except a decrease of assigned freeboard if no other alterations to the ship structure are made.
• Any substantial increase in total engine power for propulsion (5% or more).
• A change of the MARPOL ship type as noted on the International Energy Efficiency Certificate (IEEC).
• A conversion intended to substantially prolong the life of the ship.
• Significant modifications that would require the ship to meet new requirements as if it were newly built.
• Any substantial alterations impacting energy efficiency, such as modifications that could cause the ship to exceed the applicable required EEXI or EEDI (if relevant).

If it is unclear whether a conversion is considered major, the flag administration will have the final say. For typical scenarios that may constitute a major conversion, please see DNV’s overview Re-certification of the EEXI.

EEDI compliance for extensive major conversions

If a major conversion is so extensive that the ship is considered newly constructed, the flag administration may require the ship to meet the EEDI requirements by using the reduction factor corresponding to the contract date of the conversion. In such cases, a ship originally subject only to the EEXI will also need to comply with the EEDI, and a ship already subject to the EEDI may face a more stringent EEDI requirement (a higher EEDI phase). However, most major conversions will not fall into this extensive category.

Approval of EEXI/EEDI Technical File

If the conversion is considered major, the EEXI and, if relevant, the EEDI should be recalculated, and the new Technical File(s) submitted for approval. Any necessary actions to meet the requirements should be included in the project, such as limiting the propulsion power. If installing a new or adjusting an existing overridable power limitation, an approved Onboard Management Manual (OMM) for Shaft Power Limitation (SHaPoLi) or Engine Power Limitation (EPL) will be required.

For ships subject to the EEDI, if the new attained EEDI is equal to or less than the new required EEXI, it can be considered the new attained EEXI. Consequently, the attained EEXI will be verified using the EEDI Technical File, eliminating the need for a separate EEXI Technical File.

Approval is managed through DNV’s digital EEXI self-service tool on the Veracity platform. This tool can be accessed via the “Vessel Services” tab under “Fleet Status”. A detailed guideline on how to use the tool is also available on the same page. The only exception is for MARPOL ship type changes, which are currently not supported by the tool.

Survey and certification after ship alteration

Upon completing the alteration, a survey shall be conducted to confirm the new EEXI and, if relevant, the EEDI. This survey will also verify any measures installed due to the new calculations, such as power limitations. Once the survey is completed, a new IEEC will be issued to reflect the updates.

The validity of the IEEC will be verified during annual statutory surveys. Additionally, the PSC guidelines include checks to determine if the ship has undergone a major conversion or if there have been changes affecting aspects covered by the EEXI or EEDI Technical Files.

EEXI/EEDI calculations for non-major conversions

Conversions that have an impact on energy efficiency, but which are not considered major conversions, will not require re-approval of the EEXI/EEDI Technical File(s) or a new IEEC. However, re-approving the Technical File(s) and issuing a new IEEC should be considered to reflect, for example, an improved energy efficiency index, especially in cases where SHaPoLi/EPL installations may be removed, or the power limitation is reduced.

SEEMP/CII for ship alterations

When making alterations, it is important to consider their impact on the SEEMP III and the CII calculation as well. An alteration may affect the SEEMP III, which outlines the future attained and target CII as well as future measures in the three-year implementation plan. Key parameters used in the CII equation – such as MARPOL ship type, deadweight and gross tonnage – are particularly important. Therefore, the DCS verifier should be informed in order to make the necessary updates and correctly verify the CII to assign an appropriate rating.

When DNV serves as both the class and DCS verifier, essential data for the CII calculation will be automatically captured upon updating the IEEC. For ships not classed by DNV but where DNV acts as the DCS verifier, a copy of the new IEEC, along with the new load line certificate if there is a change in deadweight, should be submitted via DATE.

Recommendations

When planning any alterations, it is essential to determine early on whether the changes will be considered a major conversion under MARPOL Annex VI. Assess the potential impact of the alterations and ensure that the ship remains compliant upon completion of the alteration.

Photo credit: Venti Views on Unsplash
Published: 12 December, 2024

Wind-assisted propulsion technology developer bound4blue on Tuesday (10 December) said Singapore-headquartered Eastern Pacific Shipping (EPS) has signed a contract with it for three 22m eSAILs®.

The fully autonomous Wind Assisted Propulsion System (WAPS) will be installed on a newbuild MR Tanker by New Times Shipbuilding in Jiangsu Province, China in late 2025.

The agreement follows EPS’s first project with bound4blue earlier this year, which involved retrofitting three eSAILs® on Pacific Sentinel, a 50,000dwt vessel, in February.

bound4blue said it is experiencing a surge in orders for its DNV Type Approved system, which works by dragging air across an aerodynamic surface to generate propulsive efficiency. This helps reduce vessel fuel use, OPEX and emissions to air, while also enhancing regulatory compliance.

“In 2024 alone, bound4blue saw exponential growth, increasing from four projects on the orderbook to fourteen, with four installations up and running,” it said on its website.

EPS’s decision to incorporate eSAIL® technology aligns with its broader decarbonisation strategy, which includes dual-fuel vessels, biofuels, voyage optimisation systems, and carbon capture technologies.

Daniel Mann, Chief Commercial Officer (CCO) at bound4blue, said: “We’re thrilled to be collaborating once again with EPS, one of the leaders at the forefront of the shipping industry’s green transformation. Their adoption of our eSAIL® technology not only reflects their commitment to greener shipping but also paves the way for broader industry adoption of Wind Assisted Propulsion Systems. These systems offer a proven, mechanically simple solution to reduce emissions, cut costs, and meet regulatory requirements such as FuelEU Maritime, CII, and EU ETS. We are thrilled to support EPS in achieving its ambitious sustainability goals.”

Mirtcho Spassov, Decarbonisation Manager at EPS, said: “We’re excited to be working alongside bound4blue and New Times Shipbuilding to install our first wind-assisted propulsion system on a newbuild vessel. This project represents a significant milestone in our decarbonisation journey and lays the foundation for wider adoption of WAPS technology across our fleet.”

EPS manages an extensive fleet comprising over 300 vessels with a combined DWT of 31 million.

Photo credit: bound4blue
Published: 11 December, 2024