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9.alternative Fuels in Shipping

The document discusses alternative marine fuels that can help ships meet new air pollution regulations. It outlines regulations that will reduce sulfur oxide and nitrogen oxide emissions from ships and require reductions in greenhouse gas emissions over time. The document then examines liquefied natural gas, methanol, and hydrogen as potential replacement fuels and notes the properties and challenges of each. It provides examples of early ships, such as the Stena Germanica, that have used methanol as a fuel and notes hydrogen has the highest energy content by mass but requires more storage volume than conventional fuels.

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Alina Nastasa
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86 views20 pages

9.alternative Fuels in Shipping

The document discusses alternative marine fuels that can help ships meet new air pollution regulations. It outlines regulations that will reduce sulfur oxide and nitrogen oxide emissions from ships and require reductions in greenhouse gas emissions over time. The document then examines liquefied natural gas, methanol, and hydrogen as potential replacement fuels and notes the properties and challenges of each. It provides examples of early ships, such as the Stena Germanica, that have used methanol as a fuel and notes hydrogen has the highest energy content by mass but requires more storage volume than conventional fuels.

Uploaded by

Alina Nastasa
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Alternative fuels in shipping

Air protection regulation in shipping


• MARPOL Annex VI –Regulations for the Prevention of Air Pollution from Ships
• Time line:
- 2015- EEDI Phase 1 (up to 10% reduction)
- 2020- SOx (Fuel with max. 0.5% Sulphur outside ECA and 0.1% Sulphur inside ECA)
(scrubbers)
- 2020- EEDI Phase 2 (up to 20% reduction)
- 2021- NOx (North Sea & Baltic Sea ECA enters into force on 1 Jan (tier III) (SCR)
- 2023- GHG: EEXI & CII
- 2025- EEDI Phase 3 (up to 30% reduction)
New fuels
- LNG
- Methanol
- Hydrogen

• IGF code : The International Code of Safety for Ships using Gases or
other Low- flashpoint Fuels provides an international standard for
ships, other than vessels covered by the IGC Code, operating with gas
or low-flashpoint liquids as fuel.
Properties of different marine fuels
Gas as fuel
• Dual fuel engines: Diesel/Gas; starting/stopping of the engine in liquid
mode-diesel)
• Pilot injection for fuel ignition (< 1% of the consumption at nominal
load)
• Methane slip
• Knocking and misfiring
Dual fuel
Methane slip
Knocking and misfiring

• The way combustion should work in a gas engine is for the ignited flame to propagate through the
unburned fuel mixture until combustion is complete.
• If the thermal load and combustion pressure in the cylinder increase for example due to an increase in
load, the unburned fuel mixture may ignite spontaneously prior to being reached by the propagating
flame. If spontaneous ignition sets off a chain reaction, this can result in serious damage to the engine due
to severe pressure or temperature increases.
• This type of combustion is known as knocking, and it is something absolutely to be avoided in gas engines
• Transfer from Diesel mode to gas mode can be performed at loads between:
- Wärtsilä: 5% and 85% MCR,
- MAN: 10% and 100% MCR
Typical installation MAN
Ships
Methanol
• Methanol is a cleaner-burning fuel that produces fewer smog-causing emissions
than conventional fuels — such as SOx, NOx and particulate matter. It can help
ships meet environmental fuel regulations and improve air quality and related
human health issues.
• Methanol is an excellent replacement for gasoline and is used in mixed fuels, and
it may also achieve a good level of performance in diesel engines. Its use in diesel
engines requires an ignition enhancer, which may be a small amount of diesel oil.
In all tests performed, methanol shows good combustion properties and energy
efficiency as well as low emissions from combustion.
• Having a low flashpoint is a characteristic that methanol shares with LNG.
However, unlike LNG, methanol is a liquid at ambient temperature and pressure,
meaning that it can be stored in ordinary tanks with few modifications. With
regards to storage and handling, methanol shares many characteristics with HFO.
• Methanol tanks may be integrated into the hull structure but require more space
on board than LNG or heavy fuel oil (HFO) for a given trading distance.
Marine fuels’ readiness
Methanol powered ships
STENA Germanica : World’s 1st methanol-powered commercial ship (2015)

“CAPILANO SUN is the most advanced methanol-powered ship


so far, being able to meet IMO’s Tier III regulations by mixing
water and raising the temperature of the fuel.” (Mitsui O.S.K
lines -MOL)
Hydrogen
• IMO 2050 aims for total annual greenhouse gas (GHG) emissions from
international shipping to be reduced by at least 50% by 2050 compared to 2008.
• Hydrogen as a fuel will help the maritime industry meet its emissions reduction
target by 2050.
• Hydrogen is typically found naturally as a compound of either water or methane.
To acquire pure hydrogen, the element must be separated from these
compounds. At standard conditions, hydrogen is a colorless, odorless, tasteless,
non-toxic, relatively nonreactive and highly combustible gas with a wide
flammability range.
• Hydrogen is commonly produced by converting natural gas or coal into hydrogen
gas and CO2 , although for the long-term sustainability goals, renewable energy
can be used to generate hydrogen through electrolysis. In manufacturing,
hydrogen is typically used for chemical production or as an industrial feedstock.
• Hydrogen is characterized by having the highest energy content per mass of all chemical fuels at
120.2 MJ/kg, compared to other marine fuels. In terms of mass energy, it exceeds MGO by 2.8
times, and alcohols by five to six times. Therefore, hydrogen fuel can increase the effective
efficiency of an engine and help reduce specific fuel consumption.

• However, on a volumetric basis, due to its lower volumetric energy density, liquid hydrogen may
require four times more space than MGO or about two times more space than liquefied natural
gas (LNG) for an equivalent amount of carried energy. Also important to consider when
comparing fuel energy and required volumes are the energy efficiencies of the consumer, or
electrical energy losses in fuel cells.

• True for all marine fuels, additional volumes of fuel may be required to account for efficiency
losses between the tank to the output shaft power. Hydrogen requires low temperatures below -
253° C (-423.4° F) to liquefy. Due to this very low temperature, the required volume to store liquid
hydrogen could be even higher when considering the necessary layers of materials or vacuum
insulation for cryogenic storage and other structural arrangements.
Hydrogen powered ships

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