ALTERNATIVE FUELS

As maritime transport prepares to decarbonise, there have been a number of initiatives over the past year in the development of alternative fuels

NEW

ALTERNATIVES

The Methanol Institute (MI) is calling on maritime policy-makers to adopt a “well-to-wake” approach in greenhouse gas accounting of fuels to support the decarbonisation of maritime transport.

The recent release of the European Union’s plans for maritime emissions trading will be followed later this year by IMO MEPC 77 meeting and COP 26, both of which will intensify the pressure on governments to put viable fuel choices in the hands of shipowners.

The Institute believes an approach that accounts for greenhouse gas (GHG) emissions of the fuel’s entire value chain is essential to stimulate the uptake of renewable fuels that can drive the maritime industry’s energy transition.

Applying a well-to-wake approach in GHG accounting of maritime transport has four important implications for shipping. First, it would provide an investment signal and foster innovation in renewable power generation and avoid transferring the reallocation of GHG emissions to upstream fuel production processes. Second, the burden of decarbonisation would belong to the entire maritime sector rather than to shipowners alone. Third, it will enable the industry to respond to fast-approaching regulatory targets and adopt sustainable fuels without delay. Finally, policy should incorporate incentives as well as present investment signals, the .

“The tank-to-wake approach currently used by IMO undisputedly places the burden of GHG emissions solely on shipowners and it implies that to achieve decarbonisation, they are held wholly responsible for ensuring decarbonisation of the sector,” says Gregory Dolan, chief executive of the Institute. “A well-to-wake approach would share the burden with fuel suppliers, power generators, port authorities and national government. We can’t just look at what happens in the engine room and ignore how the fuel got there in the first place.”

The MI policy paper includes an analysis of the consequences of focusing purely on tank to wake or “operational” emissions. By

granting vessels propelled by ammonia or hydrogen from natural gas zeroemission status, policy-makers ignore the fact that they emit more GHG than any of the other potential alternative fuels. If policymakers truly intend to apply a metric to GHG emissions that reflects reality instead of a false impression of progress, the well-towake approach represents the only viable path forward, it says.

“The approach for calculating well-to-wake emissions based on fuel consumption is well established, as Lifecycle Assessment is frequently applied across different sectors to assess true environmental impact,” says Matthias Ólafsson, the institute’s manager of government and public affairs, Europe.

“Shipping doesn’t have the luxury of waiting for as-yet-unavailable fuel technologies to reach technical readiness, regulatory approval and availability when clean fuels are already available now for existing vessels and newbuilds, are readily traded on digital fuel platforms, and are available in low-carbon formats,” he explains.

A tank-to-wake approach risks selecting winners from the outset, which is bound to stifle To download a full copy of the report ‘Measuring Maritime Emissions: Policy Recommendations Regarding GHG Accounting of the Maritime Industry’, please visit: methanol.org

NEW KR GUIDELINES

The Korea Register (KR) has announced the publication of new Guidelines for Ships Using Ammonia as Fuel, containing the class society’s latest safety regulations and inspection standards for vessels using ammonia fuel. KR has also developed new class notations for vessels meeting the regulations and inspection standards in the guidelines.

Ammonia emits no carbon dioxide during its combustion, is relatively easy to store and transport compared to hydrogen, is cheaper, and has less possibility of fire or explosion. As a result, ammonia is attracting worldwide attention (along with hydrogen), as a next-generation energy source, with the shipping industry actively conducting technical research into the use of ammonia as a fuel.

The guidelines describe in detail the design and arrangement of machinery spaces and fuel tanks, control and safety devices, and material requirements for any facilities handling ammonia, taking into consideration the toxicity and corrosiveness of ammonia.

In addition, new class notations (SF-Ammonia, DF-Ammonia, Ammonia Ready) have been developed. If the vessel satisfactorily meets the regulations and inspection standards in the guidelines, the relevant classification notation can be issued.

Kim Yeon-tae, executive vice president of KR’s technical division, says: “Ammonia-fuelled ships are under development in various fields, we hope that our guidelines will help support the maritime industry to introduce ammonia as a ship fuel. KR will continue to provide technical support and develop regulations for carbon-free fuels, to help the maritime industry’s successful transition to decarbonisation.”

“Shipping doesn’t have the luxury of waiting for as-yet-unavailable fuel technologies to reach technical readiness, regulatory approval and availability when clean fuels are available now for existing vessels and newbuilds”

AMMONIA PARTNERSHIP

Mitsui OSK Lines (MOL) announced in August that it had signed a memorandum of understanding (MoU) for a joint study to build a supply chain of renewable energy-derived ammonia (green ammonia), with major Australian energy company Origin Energy.

Origin is pursuing a number of green ammonia and hydrogen projects, including a green ammonia export project in Bell Bay, Tasmania, with first cargo targeted for 2026. MOL and Origin will complete a feasibility study on marine transportation of ammonia, demand in Japan and Asia and developing a supply chain by December of this year.

The MOL Group is aiming for net zero greenhouse gas (GHG) emissions by 2050, according to the MOL Group Environmental Vision 2.1. It will not only reduce GHG emissions from its operated vessels, but also contribute to reducing GHG emissions in general and aim for a low-carbon society by taking a proactive approach to building supply chains for cleaner energy resources.

GREEN AGREEMENT

Defining integrated solutions for the production, supply, management and use of green hydrogen for port areas and long-range maritime transport is the objective of the memorandum of understanding signed recently by Italian shipbuilding company Fincantieri and Enel Green Power Italia.

The two companies intend to exploit their expertise and know-how in their respective sectors to identify possible sustainable and innovative solutions.

According to Carlo Zorzoli, head of business development for Enel Green Power: “The signing of this agreement represents a further step forward in our commitment to collaborating with operators interested in developing solutions for the use of green hydrogen in sectors where electrification is not possible, thus contributing to the energy transition process through the decarbonisation of industrial activities”.

The two companies will evaluate the possibility of collaborating both in the supply of green hydrogen to naval,

submarine and surface vessels, and to industrial users within the port area, including the design and construction of the necessary infrastructure elements, including storage, where necessary. They are also looking at the design and development of a system for the management of energy flows, including through the involvement of other companies from the respective groups.

Enel’s Eugenio Montale power plant in La Spezia will be used as an initial test site for the activities covered by the agreement, thus launching a sustainable energy transition path for the site.

GROUND-BREAKING STUDIES

A consortium led by ABS, along with CE Delft and Arcsilea, is to perform six studies on alternative fuels and decarbonisation technologies for the European Maritime Safety Agency (EMSA).The studies will be carried out over four years and will look at the decarbonisation of shipping, including biofuels, ammonia, hydrogen, wind-assisted propulsion, air lubrication and other similar technologies that look promising.

The initiative is part of EMSA’s mission to provide technical assistance to the EU Commission and member states in the promotion of sustainable shipping and support the shift to low- and zero-carbon operations.

“This will be a monumental study that will provide an unprecedented degree of guidance and clarity with regards to the maritime application of alternative fuels and energy-saving devices,” says Georgios Plevrakis, ABS director of global sustainability.

The studies will analyse the industry’s use of each fuel or power technology, including availability, life-cycle emission characteristics and economic aspects. Project partners will also review the current regulatory framework, identify any gaps and include safety assessments for the application of each fuel and power source to cargo as well as passenger vessels.

INSIGHTS INTO FUELS

As shipping pivots towards greener operations, and opportunities to increase ship efficiency decrease (as they inevitably must), a major issue the industry must get to grips with is fuel transition. Law firm Hill Dickinson has put together some insights on decarbonisation and alternative fuels and the challenges faced by the industry, including storage issues and the proximity of fuel storage and human living quarters on ships. See Decarbonisation, page 57 To find out more, visit: hilldickinson.com

ME-LGIM engine MAN METHANOL INITIATIVE

MAN Energy Solutions has won the order to supply the world’s first, low-speed, dual-fuel engine to run on methanol within the container segment. Hyundai (HMD) will construct the 2,100-teu vessel in Korea for AP Møller – Maersk while Hyundai’s engine division, HHI-EMD, will build the MAN B&W 6G50ME-LGIM (liquid gas injection methanol) type. The engine will be Tier III-compliant.

Upon launch, the newbuilding will become the first methanol-powered vessel that doesn’t carry methanol as cargo. Mærsk has further announced that it expects the new vessel to be powered by green methanol with bio-fuel employed as pilot oil. The vessel is set to enter service in 2023 and will sail in the network of Sealand Europe — a Maersk company — the Baltic shipping route between Northern Europe and the Bay of Bothnia.

ME-LGIM components