Fuel Testing

Singapore: CTI-Maritec shares key guidelines and pre-emptive measures on bio bunker fuel testing

Firm released a newsletter detailing key guidelines recently adopted on biofuel testing regulatory requirements and suggested key pre-emptive measures when testing marine biofuel.

Published

7 months ago

May 7, 2024

Admin

Bunker fuel testing and marine surveying business Maritec Pte Ltd (CTI-Maritec) on Monday (6 May) released a newsletter detailing key guidelines recently adopted on biofuel testing regulatory requirements and further suggested key pre-emptive measures that should be paid special attention to when testing biofuel:

Owing to several influencing factors, mainly stemming from concentrated efforts towards achieving crucial sustainability and decarbonization goals, the use of BioFuels is gaining swift momentum as a transitional fuel in the Maritime industry.

The advantages of BioFuels as a promising transitional fuel for vessels, in particular biodiesel blends, are that they can be used as drop-in fuel without modification of existing marine diesel engines and the Fatty Acid Methyl Esters (FAMEs), a primary component, do not emit Sulfur Oxides (SOx) during their combustion.

Over the last few years, regulatory bodies have also determinedly progressed on building viable frameworks and guiding principles on robust compliance requirements, implementation of transparent and functional processes, and setting in place definitive best practices to support the Maritime world in their decarbonisation journey.

Namely, in July 2023 at the 80th session of the Marine Environment Protection Committee (MEPC 80) IMO adopted the 2023 IMO Strategy on Reduction of GHG Emissions from Ships, with enhanced targets to tackle harmful emissions. The 2023 IMO GHG Strategy envisages, in particular, a reduction in carbon intensity of international shipping (to reduce CO2 emissions per transport work), as an average across international shipping, by at least 40% by 2030, compared to 2008. The 2023 IMO GHG Strategy also includes a new level of ambition relating to the uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources which are to represent at least 5% (striving for 10%) of the energy used by international shipping by 2030.

Furthermore, the soon to be released (expected in the 2nd quarter of 2024) latest edition of ISO 8217:2024, is foreseen to have substantial inclusions of updated parameters for BioFuel testing.

All the above-mentioned advancements towards adopting procedures and means to bring about tangible change are reflective of the inevitable paradigm shift (we can, in truth, already observe taking place) in fuel usage and energy sources in the Maritime landscape. Yes, it will require significant commitment towards investment in scale-ups, however, one can almost be assured that major change will come sooner than we realise and this will mean having to effectively manage a vessel’s fuel quality testing requirements in a new light.

IN ADDITION TO ROUTINE PARAMETERS, WHAT KEY PRE-EMPTIVE PARAMETERS SHOULD BE PAID SPECIAL ATTENTION TO WHEN TESTING BIOFUEL?

A comprehensive analysis of a BioFuel sample as per ISO 8217 will test its compositional makeup and characterization, as well as assessing its overall quality. It should also determine the presence and concentration of contaminants like ash, strong acids, organic chlorides and others, which can compromise the performance of the fuel.

Key pre-emptive measures and parameters from a commercial, environmental and operational point of view, which should be paid special attention to when testing BioFuel are summarised below:

FAME Content: FAME is more costly when compared to conventional bunker fuel. When ordering biodiesel blends, the FAME content is agreed between buyer and seller, from commercial & environmental (emission benefits) point of view, it is important to measure the FAME content in order to ensure that the correct FAME content is received as per the biodiesel blend transaction.
Net Heat of Combustion or Energy Content: Biodiesel blends have lower energy content when compared to conventional fossil fuels and the calculated net specific energy commonly used for fossil fuels may not apply to biodiesel blends. From an operational point of view in order to plan for the consumption of biodiesel blends for a voyage and to determine the engine’s performance accurately, lower calorific value (or net heat of combustion) shall be measured.
Oxidation Stability & Long-term Storage Stability: FAME oxidizes readily to form precipitates, which can clog filters, while increased acidity from oxidized fuel can foul injectors.
Low Temperature Operation: FAME has a higher cloud point when compared to petroleum diesel which can potentially cause wax formation at lower temperature leading to filter clogging.
Microbial Growth: FAME has great affinity for water to form stable emulsion. FAME and water emulsion (fuel haziness) can generate microbiological growth which leads to excessive formation of sludge that can clog filters and affect engine performance.
Corrosion: Microbial growth can produce Sulphide Reducing Bacteria (SRB) causing corrosion of steel tanks. Water can promote hydrolytic reactions, breaking down the FAME to form free fatty acids. Such species are corrosive and may attack exposed metal surfaces.
Deleterious Materials: Impurities such as free fatty acids, monoglycerides & glycerol (derived from low grades FAMEs used to blend biofuels), chlorinated organic compounds and other deleterious materials when present can pose detrimental effect on machineries and engine performance.

In view of the potential operation risks mentioned above (more likely in the case of BioFuels due to their composition make-up), it is advised that vessel owners should pre-emptively conduct additional analysis when routine ISO 8217 analysis indicates elevated values for some critical parameters.

The additional analysis should mainly be aimed at closely monitoring aspects and properties related to oxidative stability & long-term storage stability, low temperature operation, microbial growth, corrosive effects, deleterious materials and others.

Photo credit: Hans Reniers on Unsplash
Published: 7 May 2024

Related Topics:Bunker fuel - Biofuel Bunker fuel quality - Fuel testing

Up Next

Foreship: Energy density and safety aspects of alternative marine fuels must be addressed in future ship designs

Don't Miss

Port of Travemünde achieves milestone with first ever LNG bunker fuel deliveries

Methanol

VPS examines methanol as a marine fuel for decarbonisation

Steve Bee of VPS explores methanol’s potential as a bunker fuel, the challenges ahead, industry standards to support its usage and VPS’s role in supporting this transition.

Published

5 days ago

December 4, 2024

Admin

Steve Bee, Commercial Director of marine fuels testing company VPS, on Tuesday (3 December) explored methanol's potential as a marine fuel, the challenges ahead, industry standards to support its usage and VPS's role in supporting this transition:

Introduction

It’s very apparent, global shipping’s drive to decarbonise is well underway. The ship-building profile is changing dramatically, highlighted by the 2023 order book showing 539 new builds capable of running on low-to-zero carbon fuels, being ordered. This equates to 45% of all orders in terms of gross tonnage. LNG dual-fuel vessels are currently the most popular vessels of choice, but Methanol-capable vessels have gained traction. Looking at Jan-Sept 2024, 49% of the gross tonnage on order was for vessels configured to be alternative fuels ready, with this specific order book growing by 24% year on year. It’s obvious that shipping is keeping its options very much open and looking for as much flexibility as possible, when it comes to the fuel choices for its ships.

The industry currently bunkers 230 Million mt of fuel per year. Burning this fuel equates to emissions of 716M mt of CO2-equivalent, as the majority of the fuel burnt continues to be traditional fossil fuels. However, the list of environmental legislation and directives to reduce emissions from shipping is ever-increasing in order to reduce SOx, NOx, Particulate Matter, CO2, Methane and other Green House Gases. It is this regulatory demand which is driving the developments of numerous alternative low-to-zero carbon fuels for marine use.

VPS has been and continues to be, at the forefront of fuels research & development and continues to pioneer and develop test methods for such fuels.

Methanol bunkers and bunkering facilities are growing with 13 ports now offering methanol. But this methanol is predominantly grey, and Tank-to-Wake emissions from grey methanol are similar to conventional fossil fuels. The maritime sector must look to use the sustainable “green” methanol options of e-methanol, bio-methanol, or blue methanol:

VPS examines methanol as a marine fuel for decarbonisation

IRENA forecast e-methanol will reach a production level of 250M mt and bio-methanol will reach 135M mt by 2050.

Currently we see 39 methanol-powered ships on our sees, but a further 262 are on order.

As with all fuels, there are numerous pro’s and con’s to using methanol as a marine fuel:

Methanol fuel handling and management is certainly easier than that for LNG, with retrofit costs being less expensive and easier. Plus, green methanol sources offer almost near-zero GHG emissions.

In terms of ECA compliance Methanol conforms to SOx, NOx and PM content. It is biodegradable, miscible with water and a liquid at atmospheric pressure, all of which are positive factors in terms of fuel management and handling.

As demand grows, methanol should become more cost competitive, with increasing number of ports providing methanol.

However, methanol has half the energy of maritime’s current fossil fuels and a Flash Point of only 12ºC. Current availability of green methanol, is still an issue, yet this year industry news has highlighted that some green methanol projects have been cancelled, eg one in Antwerp (Orsted) and Flagship-One in Sweden.

Over the past 2 years, VPS have made significant investments in CAPEX for new laboratory equipment, plus the training of laboratory staff, technical advisors and bunker quantity surveyors, in order to survey, sample and test methanol bunkers.

The summer of 2023 saw VPS act the partner of choice to Maersk and undertook work during the maiden voyage of the Laura Maersk. We surveyed, sampled and tested, the methanol loadings in Singapore, Port Said and Rotterdam. As part of the requirements, changes to bunkering practices and procedures included heightened H&S processes, increased levels of tank cleaning, the use of closed-sampling devices and the use of biofuel as the pilot fuel, which also required testing. Testing was under the International Methanol Producers and Consumers Association (IMPCA) specification, with the results all on specification from all three loadings.

Since then, VPS has also worked with OCI covering similar work on the ECO Maestro.

In October 2024, it was announced at SIBCON-24, that Singapore will release a new technical reference standard for Methanol before year end, which covers fuel transfer, quality and quantity measurements as well operational and safety instructions as well as crew training. VPS has been closely involved in the development of this new Methanol Standard by being part of the Working Group.

This same group will also release a similar standard for Ammonia in 2025.

The announcement from Singapore was followed by a further notification from the International Standards Organisation (ISO) in November 2024. The ISO announcement highlighted the release of the publication of the first edition of their international standard for methanol as marine fuel, ISO 6583:2024. This standard sets the requirements and limits for three methanol grades for marine: MMA, MMB and MMC. It uses the IMPCA specifications as a starting point, with some properties less critical for marine and other fuel related aspects not covered. Grade MMC allows for wider tolerances in certain characteristics compared to MMB, while MMA includes additional requirements for lubricity and cleanliness. The new Singapore Methanol Standard will make reference to the ISO 6583 for quality requirements under its custody transfer section.

Summary

As decarbonisation and legislation drives the development of low-to-zero carbon fuels, demand for methanol will grow as it provides an excellent way to achieve immediate reductions of emissions compared to fossil fuels.

VPS are experienced in providing methanol surveying, sampling and testing work and capable of offering key technical support to our customers.

All of this is evidence that the global shipping industry is well on its way and intent on delivering upon its decarbonisation goals, but with many challenges still to overcome.

Photo credit: VPS
Published: 4 December, 2024

Business

Shenzhen-based CTI Group acquires and integrates Greece-based NAIAS Labs

Following the acquisition of Singapore-based Maritec four years ago, CTI Group has acquired Greek-based NAIAS Labs to further strengthen organisation’s Marine Energy Transition solutions.

Published

6 days ago

December 3, 2024

Admin

Shenzhen-based CTI Group acquires and integrates Greece-based NAIAS Labs

Shenzhen-listed Centre Testing International Group Co Ltd (CTI Group) on Monday (2 December) said it successfully completed the full acquisition of the Greek company Naias Scientific Analytical Laboratories Societe Anonyme (NAIAS Labs).

The Group has commenced the integration of NAIAS Labs into CTI Group’s Singapore-based marine arm, Maritec’s (CTI-Maritec) network.

The move comes following CTI Group’s acquisition of Maritec four years ago.

The integration comes to fruit as a result of the focused drive to expand the company’s global network in the Marine Energy Transition and Environmental Compliance & Risk sectors and strategically bring even greater value to clients worldwide.

Richard Shentu, President of CTI, said: “This M&A was driven by our shared commitment to excellence and innovation. It will strengthen our position as a global leader in marine environmental and fuel services, the upcoming SAF aviation fuels testing and further extend our capabilities in helping our clients navigate smoothly along the decarbonisation, environmental compliance and energy transition route.”

“By synergising NAIAS' local footprint in European markets and its potentiality with CTI’s robust global networks, we are poised to deliver even greater value to our clients worldwide.”

Dr. Marios Tsezos, on behalf of NAIAS Labs, said: “Through synergy of the two entities’ robust capabilities and their global networks, both CTI-Maritec and NAIAS Labs customers will benefit largely from the greater accessibility to the wide-range of services & solutions offered, across the EU, Asia, Asia-Pacific and Americas regions, with faster turn-around-times, and state-of-the-art know-how and technologies.”

Andreas Lougridis, EUA General Manager of CTI-Maritec, said: “Together, joining hands with the team of NAIAS Labs, we are very excited to further elevate, for our clients, our services of Fuel Testing & Solutions (including Biofuel & Alternative Fuels), Lube Oil Analysis, Discharge Water Compliance Services, Inventory of Hazardous Material (IHM) & IHM Maintenance Services, Responsible Ship Recycling (RSR) Supervision, Asbestos Management Solutions, NDT & UTM Services, Bunker Quantity Survey, Cargo Inspection and ISCC Certification & Energy Consultancy, among others.”

CTI is a third-party agency specialising in testing, calibration, inspection, certification, and technical services, for Chinese and global companies.

Founded in 2003 and headquartered in Shenzhen, CTI operates over 260 offices in over 90 cities worldwide, and about 160 laboratories globally, serving over 100,000 customers.

On October 30, 2009, CTI was successfully listed on the Shenzhen Stock Exchange (SHE: 300012).

Photo credit: Centre Testing International Group
Published: 3 December, 2024

Biofuel

Singapore: GCMD introduces new technique for FAME bio bunker fuel fingerprinting

Fingerprinting identifies feedstock origins of FAME-based biofuels used in shipping industry; can be used as a potential tool to detect fraud in marine fuel supply chains and ensure biofuel authenticity.

Published

1 week ago

December 2, 2024

Admin

Singapore: GCMD introduces new technique for FAME bio bunker fuel fingerprinting

The Global Centre for Maritime Decarbonisation (GCMD) on Monday (2 December) released its latest report, presenting a new technique that creates a fingerprint for Fatty Acid Methyl Esters(FAME) bio bunker fuels.

This fingerprint identifies the feedstock origins of the FAME-based biofuels used in the shipping industry.

GCMD said FAME fingerprinting is needed as the shipping sector is increasingly using biofuels, such as FAME, to reduce its GHG emissions. With that, concerns have arisen regarding the legitimacy of biofuels and whether they are truly sustainable.

Industry bodies are seeing a rising number of cases mislabelling biofuels purported to be made from recycled oils and fats, while suspicions persist that they might be produced from cheaper and less sustainable virgin oils.

“To address these concerns, FAME fingerprinting can be used as a potential tool to detect fraud in marine fuel supply chains and ensure biofuel authenticity. By providing a physical validation method that complements existing certification schemes, FAME fingerprinting can help justify the green premium with genuine environmental benefits and safeguard the integrity of marine fuels supply chain,” GCMD said.

FAME fingerprinting is based on the principle that the fatty acid profile of FAME is unique to its feedstock and can be preserved during feedstock transesterification to produce FAME. The "fingerprint" can then be compared against a database of known fatty acid profiles to identify the feedstock origin.

GCMD worked with VPS who modified existing fuel testing methods to carry out sample analyses using a gas chromatograph with flame-ionisation detection, an instrument commonly found in fuel test laboratories.

The analysis takes about an hour, comparable to the turnaround time for current marine fuel quality testing in the supply chain.

“We have tested this method on a variety of FAME samples from different suppliers, including virgin oils, used cooking oils, palm oil mill effluent, beef tallow and food waste and were able to identify the feedstock origins for each sample,” GCMD added.

Manifold Times previously reported Captain Rahul Choudhuri, President, Strategic Partnerships at marine fuels testing company VPS, forecasting the use of finger printing technology today will likely establish a blueprint of how future alternative bunker fuels’ feedstocks are authenticated.

Captain Choudhuri said this when he gave an update of VPS’ biofuels finger printing trials with GCMD.

Note: The full report, titled ‘Rapid forensic analysis of FAME-based biofuels: Potential use of its fingerprint as a fraud detection tool’, can be downloaded here.