Additives

Infineum: Using liquid methanol fuels in heavy-duty and marine engines

Paul Cooper and Joanna Hughes from Gane Energy talk about advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome challenges of using methanol as a fuel.

Published

9 months ago

July 11, 2024

Admin

Infineum marine fuels additives receive performance recognition from Lloyd’s Register

International fuel additives company Infineum on Tuesday (9 July) published an article on its Insight website of Paul Cooper and Joanna Hughes from Gane Energy, sharing about the advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome some of the challenges of using methanol:

End users and OEMs in both the maritime and heavy-duty vehicle/engine industries are exploring the ways alternative fuels, such as methanol, ammonia and hydrogen, can help them to meet tightening emissions regulations and decarbonisation targets.

Gane Energy, a fuel development and licensing company based in Melbourne, Australia, has a vision to provide a clear pathway to carbon neutrality through a cost-effective, readily available, low-risk alternative to diesel which can leverage existing infrastructure. To that end it has developed a liquid methanol fuel, for use in heavy-duty and marine engines, that it is now working to commercialise. Gane Energy's fuel is made from methanol (CH3OH), water, a small amount of di-methyl ether (CH3OCH3) along with performance fuel additives. So, given Gane Energy's work in this area, we asked them what they consider to be the environmental benefits of using liquid methanol fuel instead of diesel fuel or marine fuel oils?

Joanna said: “Now methanol is the simplest alcohol. It does not have any carbon-carbon bonds and fundamentally does not produce any soot when it combusts. Furthermore, the temperature of combustion of methanol in an engine is lower than with the classic long chain hydrocarbon fuels. And that lower temperature of combustion means that you produce dramatically lower NOx.”

“And that has a natural advantage of course in terms of emissions to air, but what it also means is that for end users or customers, the exhaust aftertreatment that you have to carry on your ship or implement with your engine are significantly reduced. Or in some cases, for example using Gane Fuel, they can be avoided altogether and still meet regulated emissions levels.”

“If methanol is made from renewable sources, then effectively the CO2 that is captured in the fuel is then released when it's burned in the ship. And so from a net basis, the methanol as a fuel is carbon neutral, so not adding any net CO2 to the atmosphere.”

One of the challenges associated with methanol use, particularly in marine applications, has been the need to use a pilot fuel to ignite it in the engine. While the majority of the energy to power the vessel is supplied by methanol this approach still uses a significant quantity of conventional fuel, which means it is not ideal in a world looking to decarbonise. But, as Paul explains, progress has been made on this front and, by using a different approach, they have been able to remove the need for a pilot fuel.

Paul, said: “So the approach we've taken is that we take a small quantity of the methanol in Gane Fuel and we pass it over a catalyst and we convert it through that process to dimethyl ether.”

“What we do with that is we put that in the inlet air as a fumigant, and that comes in with the air and creates the conditions that when the piston rises and that creates the heat, the DME ignites, and then the methanol, which is in our fuel, is supplied under high pressure into the cylinder, and that creates the event to enable the methanol to combust. So we achieve through the use of Gane Fuel, a combustion of methanol without requiring a diesel pilot fuel.”

Methanol vs hydrogen and ammonia

Methanol is not the only alternative fuel option available to the maritime and commercial vehicle industries. Ammonia and hydrogen are also being explored by many OEMs as potential options to cut greenhouse gas emissions, and it looks likely that we can expect a multi-fuel, multi technology future. Currently, Joanna estimates that some one billion tonnes a year of diesel-like products are used, that could potentially be substituted with such alternatives. To achieve the progress that is needed in terms of decarbonisation, she believes it's important that there are multiple solutions available. With this in mind we asked her to share some of the benefits methanol has vs hydrogen and ammonia.

“I think one of the most important points is the technology readiness level. Methanol is in use today as a marine fuel, and so our speed at which we can transition to net carbon neutrality is greatly enhanced through adopting and continuing to accelerate the adoption of methanol in these industries,” said Joanna.

“I think the other point in terms of methanol versus ammonia and hydrogen that's important to bring out is the supply chain. Methanol is a liquid at ambient conditions. So in terms of the fuel suppliers, but also very importantly in terms of the end users, the ability to transport and store methanol is significantly easier and lower cost than the same task as required for ammonia or hydrogen.”

Future directions

There has been a good uptake of methanol in the marine industry and the order book for new methanol capable vessels is growing. Data published by DNV shows that almost 16% of the ships on order are alternatively fuelled vessels with methanol out in front in new contracts in the last 12 months. However, cutting the data by how much the ship can carry (DWT), excluding LNG carriers, then almost 32% on order are alternatively fuelled vessels.

Infineum: Using liquid methanol fuels in heavy-duty and marine engines

But, it’s not only these new vessels that can benefit from the emissions reduction benefits that running on methanol brings. Joanna says that the fact ships can be retrofitted to run on methanol is important for two reasons.

“One is in terms of the potential to accelerate our transition to carbon neutrality, and the second is the efficiency or the economic efficiency, but also in terms of materials of being able to leverage existing infrastructure. And by that I mean existing infrastructure in terms of a liquid fuel to transport and store. And also in terms of the existing infrastructure in terms of the engines,” said Joanna.

Additives support alternative fuels

As the use of methanol grows in various transportation applications, the use of high quality fuel additives will be vital to ensure hardware protection.

“Methanol as a fuel offers many advantages in terms of the combustion properties, the emissions. It does give rise to certain issues that need to be addressed, specifically lubricity and potentially corrosivity as well. And I think these are the two key areas where additives can be helpful,” said Paul.

Lubricity improver additives create a protective film on the metal surfaces, which reduces friction and wear. This not only ensures smoother engine operation but also prolongs the lifespan of engine components. Corrosion inhibitor additives form a barrier between the methanol fuel and the surface of the metal to prevent corrosion-related damage.

Alternative fuels, such as methanol, ammonia and hydrogen will have a key role to play in the drive to decarbonise the internal combustion engine. Infineum is fully committed to ensuring that suitable fuel and lubricant additives are ready to support the introduction of these alternative fuels to the global market.

Note: Watch the videos featuring Paul Cooper and Joanna Hughes from Gane Energy and read full article here.

Photo credit: Infineum
Published: 11 July 2024

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Singapore-based EPS to invest in SulNOx, adopt fuel conditioner on at least 30 vessels

EPS will adopt SulNOxEco on a minimum of 30 vessels for a minimum of 18 months use per vessel following an extensive eight-month successful evaluation of SulNOxEco on various EPS-managed vessels.

Published

2 months ago

January 14, 2025

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Singapore-based EPS to invest in SulNOx, adopt fuel conditioner on at least 30 vessels

Maritime green tech firm SulNOx on Monday (13 January) said it has signed an agreement with Singapore-based Eastern Pacific Shipping, which encompasses both investment into SulNOx and a major new product supply contract for its SulNOxEcoTM fuel conditioner (SulNOxEco).

The agreement follows an extensive eight-month successful evaluation of SulNOxEco on various EPS-managed vessels including container ships, tankers, bulk and gas carriers. EPS Ventures Pte. Ltd. (EPSV) will also become a strategic shareholder in SulNOx.

Under the agreement, EPS, which manages a diverse fleet of over 300 vessels on water and on order, will adopt SulNOxEco on a minimum of 30 vessels for a minimum of 18 months use per vessel.

EPS will also provide information in relation to the results of the evaluation, which the Company will be able to use in its marketing activities, along with the ongoing support of EPS.

In addition, EPS will also collaborate with and act as an introducer for SulNOxEco, to some of the world’s largest shipping companies. The agreement itself will generate significant revenue and secure committed minimum product volumes of 250,000 litres. Further, the Board anticipates attracting additional customers and driving substantial further revenue growth.

Cyril Ducau, Chief Executive Officer of EPS, said, “This partnership with SulNOx is a significant step towards achieving EPS’s long-term sustainability objectives. By enhancing our operational efficiency and reinforcing our commitment to meeting global environmental standards, this collaboration further solidifies our position as a proactive leader in sustainable shipping practices.”

Radu Florescu, Chairman of SulNOx, said, “Signing the marquee shipping name of EPS after an extensive evaluation period proves the effectiveness of SulNOx products beyond doubt at a time when the industry is crying out for solutions to reduce fuel consumption and associated emissions against a backdrop of increasing regulation.”

“With this partnership, not only have we secured substantial, committed revenues, but there is also significant additional potential revenue from EPS’ introductions to some of the world’s largest fleets. This transaction marks a new and transformative era for the SulNOx Group, and we look forward to a long and mutually beneficial partnership with EPS, delivering the energy transition together.”

Photo credit: SulNOx
Published: 14 January, 2025

Additives

Infineum highlights its efforts to overcome issues from using methanol bunker fuel

Infineum has made great strides to enable adoption of future fuels, especially green methanol including a new lubricity additive for alcoholic fuels, such as methanol and ethanol, ready for 2025.

Published

4 months ago

December 12, 2024

Admin

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

Alternative Fuels

CCS AiPs issued to Huangpu Wenchong for ammonia, methanol dual-fuel ship designs

CSSC Huangpu Wenchong Shipbuilding received AiPs for the designs of the Honghu 3,500TEU ammonia dual fuel container ship and Haijing 82,000T methanol dual fuel bulk carrier.

Published

5 months ago

October 29, 2024

Admin

CCS AiPs issued to Huangpu Wenchong for ammonia, methanol dual-fuel ship designs

China Classification Society (CCS) on Monday (28 October) said it issued an Approval in Principle (AiP) each for an ammonia dual-fuel container ship and a methanol dual-fuel bulk carrier, which were independently developed by CSSC Huangpu Wenchong Shipbuilding Company Limited.

During a launch conference on 10 October, Zhou Liwei, Deputy General Manager of CCS Guangzhou Branch, on behalf of CCS, handed over the AiPs for the designs of the Honghu 3,500TEU ammonia dual fuel container ship and Haijing 82,000T methanol dual fuel bulk carrier.

CCS AiPs issued to Huangpu Wenchong for ammonia, methanol dual-fuel ship designs

CCS said the Honghu 3500TEU container ship has the advantages such as large loading capacity and low fuel consumption of the Honghu SWAN series products. It has excellent energy-saving performance, with a daily fuel consumption about 10% lower than the similar ships in the market.

CCS AiPs issued to Huangpu Wenchong for ammonia, methanol dual-fuel ship designs

The Haiying 82,000T methanol dual fuel bulk carrier meets various new regulatory requirements, and can be equipped with various energy-saving technologies such as shaft-mounted generators, wind-assisted rotor sails and gas layer drag reduction. It has multiple alternative fuel design solutions.

Photo credit: CSSC Huangpu Wenchong Shipbuilding
Published: 29 October 2024