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Schulte Group, Technolog reveal new LNG bunker vessel design

Number of LNG-fuelled vessels planned to enter into operation in the next few years is significant, as operators increasingly turn to LNG to reduce harmful emissions, says Johan Lillieskold of Schulte.

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Schulte Group, in partnership with naval architect company Technolog, recently brought to market a new design concept for an LNG bunker vessel.

Johan Lillieskold, Gas Solutions Specialist, LNG Competence Centre, at Schulte Group, said: “We examined the market’s current requirements and recognised the need for a straightforward LNG fuelling ‘work horse’, that reduces the cost of last-mile delivery for vessel operators. We have gone back to the drawing board and defined the operational specifications of what the ideal LNG bunker vessel should offer, doing away with any additional or unnecessary gear and cumbersome operations.”

The LBV has been designed to maximise operational compatibility, including: vessels with protruding structures from the hull, such as those typically found on cruise liners with protruding lifeboats, deck structure and balconies; vessels with short bodies such as high-speed, slender container vessels; and those with high freeboards including large crude oil and bulk carriers.

The firm said some of the LNG bunkers are currently delivered from shore-based trucks to ships berthed alongside, and whilst these activities will still be available going forward, LNG sea-based deliveries will eventually dominate supply to merchant and cruise LNG-fuelled vessels.

Lillieskold, said: “The number of LNG-fuelled vessels planned to enter into operation in the next few years is significant, as operators increasingly turn to LNG to reduce environmentally and climate-harmful emissions.”

Lillieskold admitted that typically cheaper than fuel oil, LNG prices are high right now, but when the LNG versus fuel oil market returns to normal, demand for LNG to fuel merchant vessels and the required infrastructure will follow.

“The current arrangements for LNG bunkers, both land-based and sea-based, will not be sufficient or suitable for the increasing volume of LNG-fuelled tonnage planned for future years. This new flexible vessel design will serve both today’s tonnage and future new builds.”

Schulte Group’s LBV has been developed in accordance with the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGC) and other IMO regulations. It also complies with and is prepared for new and future decarbonising rules and regulations like the IMO’s Carbon Intensity Index (CII) and the EU’s Fit for 55 programmes.

Measures built into the design and available as option or for future upgrade include:

  • The battery hybrid solution which saves energy and reduces carbon emissions delivering an initial good EEDI and CII rating.
  • The battery hybrid solution allowing normal LNG fuelling operations (bunkering) to be undertaken using battery power only with zero carbon emissions. Moreover, it reduces noise-pollution – important where noise can impact bunker permit applications.
  • The hull has been designed to increase tonnage mile efficiency. Even if an LBV is normally not required for extensive sea voyages, the vessel has been built with a slender and efficient hull for good EEDI and CII ratings.
  • The vessel has capabilities to be connected to shore power. In combination with the battery hybrid solution and “green” shore power, depending on the operation profile, the vessel could operate largely carbon-emissions free.
  • The basic design has even taken in consideration future retrofit for hydrogen power. Operation range will be limited if all operations are undertaken using hydrogen, but two to three days’ operation is feasible between H2 bunkering.

Overall, the next-generation LBV design brings together safety, compatibility, eco sustainability, operational flexibility and cost efficiency.

 

Photo credit: Technalog
Published: 12 May, 2023

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Biofuel

TotalEnergies Marine Fuels renews ISCC EU certification for bio bunker fuel  

Firm’s operations teams in Singapore and Geneva successfully renewed its ISCC EU sustainability certification for the supply of biofuel bunkers, says Louise Tricoire, Vice President.

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TotalEnergies Marine Fuels renews ISCC EU certification for bio bunker fuel

Louise Tricoire, Vice President of TotalEnergies Marine Fuels recently said the firm’s operations teams in Singapore and Geneva successfully renewed its International Sustainability and Carbon Certification (ISCC) EU sustainability certification for the supply of biofuel bunkers.

“This means that TotalEnergies Marine Fuels can continue sourcing and supplying marine biofuels in accordance with EU renewable energy regulations ensuring the highest sustainability standards,” she said in a social media. 

“It's the third year in a row that we have successfully renewed this certification, after a deep and comprehensive audit which showed zero non-conformity.”

She added marine biofuels have grown in demand among shipping companies that want to cut greenhouse gas emissions immediately. 

“TotalEnergies Marine Fuels offers marine biofuels commercially in Singapore and we are starting in Europe. This certification enables us to accompany our customers in their decarbonisation journey with the best standard solutions available today.”

Photo credit: TotalEnergies Marine Fuels
Published: 29 September, 2023

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Alternative Fuels

Seapath, Pilot LNG launch JV to develop dedicated LNG bunkering facility in US Gulf Coast

With operations beginning in early 2026, the construction of the new facility will provide bunker fuel for LNG-powered vessels in the greater Houston/ Galveston area of Texas.

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Seapath, Pilot LNG launch JV to develop dedicated LNG bunkering facility in US Gulf Coast

Seapath, a maritime subsidiary of Libra Group, and Pilot LNG, LLC (Pilot), a leading Houston-based clean energy solutions company, on Thursday (28 September) announced that they have formed a joint venture (JV) to develop, construct, and operate the first liquefied natural gas (LNG) bunkering facility in the U.S. Gulf Coast.

With operations beginning in early 2026, the construction of the new facility will provide bunker fuel for LNG-powered vessels in the greater Houston/ Galveston area of Texas.

The project, which will be developed with an initial investment of approximately USD 150 million, meets the needs of a vital global and U.S. trade corridor. According to the Greater Houston Partnership, the Greater Houston waterways generated over USD 906 billion in economic value to the U.S. in 2022. 

In addition, a 2023 U.S. Department of Transportation report recognised the Greater Houston area as the top US port by tonnage.

While LNG bunkering infrastructure has been developing overseas, U.S. infrastructure supporting its uptake has developed slower. Pilot and Seapath’s LNG bunkering facility will use their combined expertise to serve essential U.S. Gulf Coast port complexes, including servicing major cruise lines and container vessel operators.

Led by LNG industry veterans with extensive experience on the terminal and marine side, Pilot LNG is committed to delivering LNG to new and existing U.S. markets, including fuel/bunkering terminals and related infrastructure. This is the first in a series of strategic investments by Seapath and Pilot to create a network of LNG facilities in areas of unmet need in the U.S.

“Seapath is dedicated to investing across the marine infrastructure space and will provide strong financial backing to Pilot’s LNG bunker projects,” said Jonathan Cook, CEO of Pilot. 

“We look forward to working closely with Seapath to support the gradual decarbonization of the marine industry. We look forward to delivering a U.S. Gulf Coast facility in a timely manner based on the extensive development work already completed to meet the significant needs for LNG fuel, which also supports ongoing decarbonization across the industry.”

A U.S. company led by Merchant Mariners and former service members, Seapath was formed recognizing the need for critical investments in the U.S. maritime economy. The company plans to continue investing in innovative projects within maritime connectivity, industrial technologies, port real estate, and Jones Act vessels.

“The infrastructure under development will provide LNG to a growing market seeking cleaner marine fuel, particularly as customers look for economical ways to comply with tightening emissions regulations, including regulations set by the IMO in 2020,” said Seapath CEO Greg Otto.  

“We are pleased to be working with a first-class team in Pilot LNG and with some of the leading ports in the United States to bring this critical LNG bunkering infrastructure to the Gulf Coast region where there is high demand for it. Thanks to our valuable partnership with Pilot, we look forward to developing more of these much-needed facilities in ports across the United States.”

Seapath is one of 30 operational entities of Libra Group, a privately owned business group whose subsidiaries own and operate assets in nearly 60 countries with six business sectors, including maritime and renewable energy. The Group’s three maritime subsidiaries include Lomar Shipping, a global shipping company with a fleet of more than 40 vessels, and Americraft Marine, which owns and operates a Jones Act Shipyard in Palatka, Florida. Significantly, the shipyard is among the few in the U.S. to construct crew transfer vessels to service the growing offshore-wind industry and traditional inland-marine assets such as tugboats and barges.

“Libra Group is committed to advancing innovation across our sectors, from maritime to aerospace, to renewable energy and more. As a global organization, we will harness insights from across our network to bolster the uptake of more sustainable technologies to advance our sectors while identifying potential applications across our other sectors,” said Manos Kouligkas, CEO of Libra Group.

“Adoption of more sustainable fuels is critical to future-proofing our industries against a rapidly changing ecosystem. We will continue to support the transition to greener energy solutions, and we look forward to following Seapath’s work to evolve the U.S. maritime industrial sector.”

Pilot and Seapath will continue with all front-end engineering and design development for their projects in the third and fourth quarters of 2023 to file applications with the necessary federal and state agencies to permit, site, construct and operate the small-scale LNG terminal for marine fuel. Pilot and Seapath anticipate announcing details of their project investment by the second half of 2024.

Photo credit: Libra Group
Published: 29 September, 2023

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Biofuel

Bureau Veritas on biofuels: The transitional bunker fuel of today? 

BV published an article stating that biofuels are a promising turnkey transitional fuel but outlined practical and technical issues that shipping companies should consider.

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Bureau Veritas on biofuels: The transitional bunker fuel of today?

Classification society Bureau Veritas on Thursday (28 September) published an article stating that biofuels is a promising turnkey transitional bunker fuel but outlined practical and technical issues that shipping companies should consider: 

The race is on to transition to low-carbon alternative fuels and biofuels are gaining momentum. But what are they? Biofuels are gaseous or liquid fuels produced from biomass – organic matter of biological and non-fossil origin. Easily adaptable to existing vessels, biofuels are a promising turnkey transitional fuel. Let’s dive deeper to examine this promise.

ARE LOW-CARBON BIOFUELS CURRENTLY AVAILABLE?

Biofuels can be broadly categorized into three generations, some of which are ready for use in shipping, and others still maturing:

  • First generation, or conventional biofuels, are generated using agricultural crops, vegetable oil or food waste. These are the most commonly used biofuels worldwide.
  • Second generation, or advanced biofuels, are produced from- non-food biomass feedstocks like residual feedstocks from forestry or crops. They could have fewer negative environmental impacts relating to land use and food production.
  • Third generation biofuels are a future generation of biofuels currently needing further development, produced from algae and microbes.

Currently, first-generation biofuels are the most widely available. However, their scalability is constrained by the origin of their feedstock, which is food-purposed crops and thus entails direct and indirect land-use changes.

Second-generation biofuels, produced from non-food feedstocks such as forest biomass and agricultural crops, are free of some constraints associated with first-generation biofuels. Their role in decarbonizing shipping will likely be crucial. However, it will require a sharp uptake in supply, which inherently requires significant investments.

DO BIOFUEL PRODUCTION PATHWAYS MATTER?

Yes, they absolutely do! The way a biofuel is produced and the feedstock used are key when analyzing a biofuel’s lifecycle GHG emissions. They therefore have an impact on determining whether they can be considered as low-carbon fuel. There is currently no globally accepted standard or certification in place to ensure the end-to-end sustainable production of biofuels. First generation biofuels, for example, are carbon neutral on paper. But, this claim becomes far more complex from a well-to-wake perspective and when considering more holistic sustainability criteria.

What other kind of ramifications might biofuel production entail? For one, the land needed for production is already in high demand to expand croplands around the world. This puts first-generation biofuel production and food markets in competition with each other – not an easy battle to win. From an ethical standpoint, most would prioritize meeting global food demand over fueling ships.

WHAT SHIPPING COMPANIES NEED TO KNOW

When it comes to biofuel use there are two broad categories of considerations for shipping companies: the practical and the technical.

ON THE PRACTICAL SIDE…

Thus far, as with many fuels, it is difficult to predict the exact future prices of biofuels. Blending biofuels with fossil fuels can reduce the overall energy content which means more fuel is needed to maintain performance. Besides, maintenance may have to be adapted in cooperation with OEMs depending on which biofuels and blends are used. The latter can lead to additional OPEX costs that shipping companies will need to shoulder.

Another crucial factor is availability. At current production rates biofuels are unlikely to be able to meet a large proportion of global maritime demand. Competition with other sectors, such as land-based transportation, may compound concerns surrounding availability. This factor is not, however, specific to biofuels – availability remains a challenge for several other potential marine fuels.

The practical disadvantage of biofuels is a question of supply – particularly for the more ecological second- and third-generations. Theoretically, these later second generation biofuels could become a flexible and sustainable refueling option. Their required feedstocks are available worldwide, and port infrastructure should not require significant adaptations to accommodate them. Practically, however, they need to be produced at much greater scale.

AND THE TECHNICAL SIDE

One of the major advantages of biofuels is the maturity of compatible engines. Vessels typically require no modification to use biofuels, making them a “drop in” replacement for conventional marine fuels. This sets biofuels apart from the majority of alternative fuels – including hydrogen, ammonia and LNG – which require specific engines or fuel storage and supply systems.

Characteristically speaking, biofuels are similar to standard fuel oil. This means minimal investment would be needed to meet evolving regulations and ensure crew safety onboard.

WHAT REGULATIONS ARE IN PLACE FOR BIOFUELS?

The International Maritime Organization (IMO) is now developing guidelines for the life cycle GHG analysis of marine fuels, which is expected to be the cornerstone when considering the emissions reduction potential of marine biofuels.

Specific biofuel regulations may still be in the early stages, but ship operators are adapting their fleets now to comply with IMO emissions regulations. Biofuels may be part of the solution to reducing emissions and meeting compliance requirements. With a sustainable production pathway, biofuels promise significant carbon emissions reductions compared to standard fossil fuels.

Biofuels also appear to be in line with NOx (nitric oxide and nitrogen dioxide) emission limits. The challenge, however, comes in proving compliance. This may require onboard emission testing or engine and fuel-specific NOx emissions validation testing. However, the IMO regulations now consider blends of 30% biofuel or less in the same way as traditional oil-based bunkers.

BIOFUEL READY

To help the industry prepare for the use of biofuels or biofuel blends, Bureau Veritas created its BIOFUEL READY notation. It provides a set of requirements and comprehensive guidelines for the necessary documentation and testing. Suitable for new and existing ships, BIOFUEL READY is one example of how we leverage our transversal expertise to support the maritime industry’s decarbonization journey and safely progress innovative solutions. This includes assessing NOx emissions, which remain at the forefront of current regulatory compliance.

Photo credit: Bureau Veritas
Published: 29 September, 2023

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