Rob Mortimer, Managing Director of Dubai-based clean-fuel technology firm Fuelre4m, shared an article with Singapore-based bunkering publication Manifold Times detailing how the measurement of bunker fuel consumption can affect how true efficiency of fuel is measured:

My background is in telecoms, data, and radio communication, where everything from speed to capacity is logical, measurable, and provable. However, venturing into the world of combustion engines and renewable-based hybrid generator sets was an eye-opener. Unlike the precise measurements in telecoms, the shipping industry still measures fuel consumption in liters and gallons, ignoring the crucial fact that fuel is consumed in weight. This disparity affects how we measure the true efficiency of fuel.

In shipping, operators have advanced in measuring vessel performance with technology, yet they still overlook the efficiency of the fuel itself. The industry commonly uses Specific Fuel Oil Consumption (SFOC) to measure fuel usage per unit of energy produced. SFOC is calculated as the mass of fuel consumed per hour divided by the engine’s power output during that period. While this metric has been used for decades, it doesn’t account for the varying quality of fuels.

For instance, a 1% variation in fuel quality, seemingly negligible, can have a significant impact when burning 600 metric tonnes (mt) of fuel per month. Over a year, this 1% difference equates to 72mt of fuel, which, according to the International Maritime Organization (IMO), translates to 226mt of CO2 and greenhouse gas emissions. The assumption that one metric tonne of fuel will always produce the same power, regardless of slight quality differences, is flawed.

The problem is rooted in using SFOC as an average reference for engine performance, not fuel performance. Engine manufacturers provide data based on ideal conditions with a specified fuel quality. These numbers are then normalized and used as averages for future calculations, overlooking the variations in fuel quality from bunker to bunker.

It’s akin to assuming that fuel from different gas stations is identical, when in reality, it can vary significantly due to factors like mixing, contamination, and aging.

The key issue with SFOC is that it doesn't account for the fact that different fuels, even of the same type, have varying energy densities. For example, Heavy Fuel Oil (HFO) has an energy density of 40-42 MJ/kg, while Methanol has only 21-23 MJ/kg. This variance can be as much as 5-6% within the same fuel type, leading to substantial differences in power output and fuel efficiency.

To accurately measure fuel efficiency, we need to consider the mass of fuel in relation to the power it produces. This requires precise measuring equipment, such as torque or shaft power meters. These devices don't directly measure torque but instead gauge minute changes in the propeller shaft as it twists with varying forces. By calibrating these meters to account for the quality of the fuel, we can more accurately assess the energy released and adjust power readings accordingly.

Power cards, another essential tool, allow engineers to evaluate the combustion process and measure cylinder power output. These measurements can then be used to fine-tune the torque meter readings, ensuring that they reflect the true efficiency of the fuel being used. This method moves us beyond relying solely on the engine’s power rating and towards a more scientific approach to evaluating fuel performance.

The recent drive towards alternative fuels, spurred by the global push to reduce fossil fuel consumption, has highlighted the need for a balanced approach. While alternatives like biofuels and LNG have their place, they often come with challenges and trade-offs. For example, biofuels have lower energy densities, requiring more fuel to produce the same power and potentially increasing emissions. Dual-fuel engines, designed to switch between traditional and alternative fuels, can be complex and problematic in operation.

The reality is that fossil fuels will remain a significant part of the energy mix for the foreseeable future. Rather than abandoning them prematurely in favor of less-proven technologies, the focus should be on optimizing the fuels we currently use. By improving the efficiency of fossil fuels through better measurement and treatment, we can achieve significant environmental benefits without the risks associated with untested alternatives.

Fuelre4m is at the forefront of this optimization effort with its Re4mx fuel reformulator technology. This technology conditions fossil fuels pre-combustion, enhancing atomization and energy release while reducing particulate matter and pollutants. Coupled with advanced measuring tools like mass flow meters, torque, and power meters, Fuelre4m offers a comprehensive system for improving fuel efficiency and reporting, helping ships achieve IMO emissions targets without incurring additional costs.

 

Photo credit: Fuelre4m
Published: 11 September, 2024

China Classification Society on Thursday (29 August) said it has awarded its first certificates for a modified methanol dual-fuel engine product and an eco-friendly marine engine to the Lingxian 1 , a domestic vessel owned by Zheneng Mailing. 

The ceremony was held at the CCS Zhejiang Branch on 19 August

This certification marks another important achievement of CCS in assisting the localisation of China’s green energy core equipment.

“It indicates that CCS has taken a solid step forward in guaranteeing China’s green energy security,”the organisation said in its statement

CCS said it will continue to leverage its technological advantages and actively collaborate with relevant enterprises to promote the recognition and survey of high-pressure direct-injection diesel engines in methanol cylinders, and the retrofitting of the operating ship diesel engine. 

 

Photo credit: China Classification Society
Published: 3 September, 2024

Kawasaki Heavy Industries on Wednesday (21 August) announced that it has discovered misconduct regarding shop trials conducted for its two-stroke diesel engines for commercial marine vessels.

The firm became the third major Japanese firm to have altered test results of its marine engines after Hitachi Zosen Corporation and IHI Corporation came clean in July and April respectively. 

The company said it took the incident very seriously and offered its assurances to customers and other stakeholders that every effort will be made to ensure it does not happen again.

“The company is currently examining whether this matter will impact its financial results and will immediately issue notification should such an impact be confirmed,” it said. 

On July 5, 2024, Japan’s Ministry of Land, Infrastructure, Transport and Tourism requested that the Company conduct a fact-finding investigation into whether there had been misconduct in its nitrogen oxide (NOx) emissions verification tests for its marine diesel engines. 

The company responded by carrying out an internal investigation of such engines, which are subject to International Maritime Organization (IMO) Tier 1 and other regulations governing NOx emissions from marine engines. This investigation uncovered misconduct during shop trials, including verification tests for NOx emissions.

Specifically, the investigation confirmed that shop trial fuel consumption rates for the company’s marine diesel engines had been altered through the manipulation of testing equipment to keep values within the permissible range of customer specifications and to reduce data discrepancies. 

This has the potential to impact NOx emissions calculations for these engines.

As of the date of this news release, there have been no confirmed cases of this having affected the safety of these engines during sea trials or actual use.

Misconduct was confirmed on June 12, 2024. Subsequently, the company carried out a thorough internal investigation of 674 engines subject to NOx emissions regulations for marine vessels the keels of which were laid on or after January 1, 2000, as shown in the table below. 

This investigation confirmed that data had been altered for the 673 two-stroke diesel engines for commercial marine vessels. No data alterations were found to have been made for the single four-stroke engine.

Actions to Be Taken

The company will further investigate and report on the effect of this incident on its compliance with NOx and CO2 emissions regulations set by the IMO. 

Additionally, a special investigative committee of third-party experts will be established promptly to further probe the details of this incident and analyse the root causes, as well as to formulate and implement measures to prevent recurrence.

Related: Japan rocked by another scandal involving marine engine data manipulation
Related: Japan: IHI Corporation reveals ‘improper alterations’ of data for over 4,000 marine engines

 

Photo credit: ZENG YILI on Unsplash
Published: 26 August, 2024