renewable methanol as fuel for the shipping industry · 2019-05-07 · sspa sweden ab. outline •...
TRANSCRIPT
Renewable Methanol as Fuel for the Shipping
Industry
Sustainable Marine Transport Seminar at HVL
25 April 2019
Joanne Ellis
SSPA Sweden AB
Outline
• Introduction – what is renewablemethanol?
• Why is renewable methanol a goodsolution for sustainable marine transport?
• Marine methanol research projectsand technical developments
• Operational, fuel supply, and economicconsiderations
• Summary
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What is methanol?
• Simplest alcohol
• Also known as methyl alcohol, wood alcohol, wood spirits
• Chemical formula CH3OH, sometimesabbreviated as MeOH
• Colourless, flammable liquid at ambient temperatures
• Extensively used in the chemical industry and widely available
• Growing use as a fuel
• Produced from many different feedstocks
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Natural
Gas
(methane)
Synthesis Gas
Methanol
RenewablesFossil Feedstocks
Coal Oil
Biomass (residuals, solid, liquid) CO2 (Electrofuels)
Natural gas
reformation
and catalytic
synthesis
Flue gases
(CO2)
(FreSMe
Pilot)
CO2 from
waste plant
(Liquid Wind,
Sweden)
Municipal
Solid Waste
(Enerkem in
Canada;
Rotterdam)
Forest industry
residues
(Södra,
production
2020)
Black Liquor
(LTU Green
Fuels Pilot
plant)
Synthesis with H2 produced
from electrolysis of water
using renewable energy
GasificationReformation
of gasesGasification
Examples of feedstocks and production routes for methanol
CO2 from
geothermal
flue gases
(CRI, Iceland)
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Envi
ron
men
tal • Compliance
with regulations (SOx, NOx)
• Non-regulated environmental impacts (GHG targets, corporate goals, customer expectations)
Tech
nic
al /
Op
erat
ion
al • Maturity of technology
• On board storage and fuel distribution
• Risk and safety considerations
Fuel
Su
pp
ly C
on
sid
erat
ion
s • Bunkering: strategies and required infrastructure
• Availability
• Potential supply points and quantities
• Demand / competition from other users
Eco
no
mic • Investment
Cost (retrofit or additional cost for new building)
• Operational Cost
• Fuel costs
• Other fuel specific operational costs
Factors to consider when evaluating fuel solutions for shipping
Figure adapted from: Svanberg, M., Ellis, J., Lundgren, J. and I. Landälv. 2018. Renewable methanol as a fuel for the shipping industry. Renewable and Sustainable Energy Reviews 94.
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Why use methanol for sustainable shipping?
• Emissions reductions – regulatory compliance• Complies with Sulphur Emissions Control Area (SECA)
requirements for 0.1% sulphur, as methanol does not contain sulphur
• Very low particulate matter emissions from internal combustion engines (99% reduction compared to MGO measured in the GreenPilot project (tank to propeller))
• NOx is reduced and some engine concepts can meet Tier III without aftertreatment
• GHG emissions: Fuel Life cycle GHG can be reduced in the range of 90% if methanol from renewable feedstock is used (varies with production method)
• For spills to the aquatic environment, methanol is• fully miscible with water and dissolves readily
• biodegradable and does not bioaccumulate
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GHG emission Reduction Targets
International: IMO adopted a climate change strategy in April 2018 calling for at least a 50% reduction of GHGs by 2050 (compared to 2008 levels).
European: EU's CO2 emissions from maritime transport should be cut by at least 40% from 2005 levels by 2050 (EC's 2011 White Paper on transport)
National Examples: – Sweden: Investigation of how all state-owned vessels can be
fossil-free completed in December 2018 (considered 2030 and 2045 as target years)
– Norway: • Norwegian National Transport Plan 2018-2029: new ferries
connected to the national public road system must use zero or low emission technology
• Norwegian parliament resolution that all cruise ships and ferries operating in World Heritage fjörds shall be emissions free in these areas by 2026 at the latest
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Fuel life cycle: ”Well to Wake” GHG Emissions for selected fuels
8
Data sources: Well to tank values adapted from JEC - Joint Research Centre-EUCAR-CONCAWE, Tank to Wake: IPCC combustionemission factors used for MDO and LNG, methanol and ethanol factors from JEC Well to Tank Study.
Figure adapted from: Ellis, J., and K. Tanneberger. 2015. Study on the Use of Methyl and Ethyl Alcohols as Alternative fuels in Shipping. Report prepared for European Maritime Safety Agency.
0
20
40
60
80
100
120
MDO LNG: 0methane slip
LNG:methane slip25 gCO2e/MJ
Methanol(from NG)
Methanol(farmedwood)
Methanol(waste wood)
GH
G e
mis
sio
ns
as g
CO
2 e
q/M
J fu
el
Tank-to-Wake
Well-to-Tank
Renewable methanol
Previous and current marine methanol research projects
GreenPilot
Figure adapted from: Ellis, J., and K. Tanneberger. 2015. Study on the Use of Methyl and Ethyl Alcohols as Alternative fuels in Shipping. Report prepared for EMSA.
HyMethShip (H2020)
2020 2021
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Methanol fuel use for large commercial vessels
Retrofit:
Stena Germanica: Conversion of first engine in 2015. All four main engines are dual fuel methanol. Total of about7000 hours operating experience as of January 2019.
Newbuild:
Waterfront shipping:
• Seven chemical tankers operating dual-fuel engineswith methanol since 2016 (MAN ME-LGI engines). Westfal-Larsen owns two of these.
• Four new dual-fuel methanol tankers to be delivered in 2019.
• The Mari Jone, owned by Marinvest, reportedsurpassing 10 000 running hours on methanol in February 2019.
Photo: J. Ellis
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11
Stena Germanica:Ropax 214 m LOAConverted 2015
Vessel images from ScandiNAOS, GreenPilot Final Seminar Presentation
Methanol tested on both small and large vessels
Jupiter:Car/Passenger ferry86 m LOARetrofit design 2017
SUMMETH Project
Pilot Boat 729:12.6 m LOAConverted 2017 for pilot testing in a research project
GreenPilot Project
• Conversion of a Swedish pilot boat to run on methanol
• Two engines tested on board withmethanol – using spark-ignited port fuel technology
• Fossil-free methanol produced from pulp mill black liquor was used in the tests
• On board emissions measurementsverified very low particulate emissions and low NOx
Project Partners: Svensk Marinteknisk Forum, ScandiNAOS, SSPA
Co-financed by Swedish Maritime Administration, Swedish Transport Admin., Methanol Institute
12
Emission tests, onboard pilot boat
Methanol engine tests carried out by Chalmers Technical University
• SMPS – Scanning Mobility Particle Spectrometer
• FPS – Fine particle sampler
• NDIR – Non-Disruptive Infrared Sensor
Photos: ScandiNAOS for GreenPilot Project
1from Cummins Inc., 2010 (ISO 8178 E3 Cycle); 2 Molander, 2017 (ISO 8178 Cycle E3)
Fuel and Engine CO2 NOx SOx PM
g/MJ g/MJ g/MJ g/MJ
GreenPilot Engines
MGO, 0.05% S, High Speed Marine
Diesel Engine (Cummins)1 74,7 0,518 0,023 0,01240
Methanol, Spark ignited, port fuel
injection engine (Weichai)268,5 0,178 0,000 2,8E-06
Comparison of emissions to conventional marine gas oil:
13
HyMethShip – Horizon 2020 Research Project
14
This project has received funding from the European Union’s Horizon
2020 research and innovation programme under grant agreement No
768945
• Emission freepropulsion concept
• Project started2018
• Concept will be tested at large scalein a demonstratoron land
HyMethShip Project Coordinator: LEC GmbHPartners: SES, TU Graz, LR, SSPA, Chalmers, Innio, Hoerbiger, MUW, Meyer Werft, Exmar, Fraunhofer, Colibri
© LEC GmbH
Operational Considerations - Safety
- Methanol is a low flashpoint fuel (flashpoint less than 60 degrees C) – new IMO regulations need to be developed (as for LNG)
- Characteristics requiring consideration from a safety perspective:
- flammable liquid
- burns with a clear flame that is difficult to see in daylight
- Vapour pressure 0.12 bar at 20 deg. C
- Vapour density 1.1 (compared to air at 1)
- Flammability limits 6 – 36%
- Corrosive – take care with material selection(stainless steel ok)
- toxic to humans by ingestion, inhalation, or contact
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Ljusterö
Regulations and guidelines for methanol as ship fuel
• International Maritime Organization:
• IGF Code Part A-2 Draft technical provisions for the safety of ships using methyl/ethyl alcohol as fuel finalized in 2018
• Ship classification society rules
• Lloyds Register: “Provisional Rules for Methanol Fuelled Ships” 2015
• DNV/GL: “Tentative Rules for Low Flashpoint Liquid FuelledShip Installations” 2013
• Risk assessments were carried out for the Stena Germanica and the ocean going chemical tankers, and designs were approved based on equivalent safety to conventional systems
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Economic considerations
• Investment costs:
– For retrofit, main items include modification of engine, on-board fuel system, associated safety systems
– Investment costs for retrofit and new build methanol fuel alternative were in the same range as the scrubber/SCR alternative for HFO, and lower than investment costs for LNG for case study vessels (ferry, chemical tanker, and cruise vessel) Reference: Ellis, J., and K.
Tanneberger. 2015. Study on the use of ethyl and methyl alcohol as alternative fuels in shipping. Report prepared for the European Maritime Safety Agency (EMSA).
• Operating costs:
– Fuel costs account for the majority of operational costs
– Renewable fuels (including renewable methanol) are currently priced higher than fossil fuel
Life Acquisition
Cost
• Design
• Approvals
• Production
• Installations
Life Operation and Support Costs
• Personnel, including training
• Energy (fuel)
• Maintenance and repair
• Consumables (stores, lubricants, etc.)
Life Termination Costs
• Scrapping and dismantling costs
• Recycling
• Decommissioning
Investment Costs Operational Costs
Shipping Life Cycle Costs
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0,0
10,0
20,0
30,0
40,0
50,0
60,0
70,0
80,0
90,0
jul-
09
de
c-0
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maj
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okt
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mar
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aug
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jan
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jun
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no
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EUR
/MW
hMGO Price
Methanol (NG)
Price
Data sources: Bunker Index for MGO, Methanex for Methanol NG (European contract price); Landälv (2017) methanol BLG; Landälv and Waldheim (2017) HVO and methanol from wood; Ianquaniello et al. (2017) for methanol from municipal waste; Taljegård et al. 2015 for e-methanol
Methanol from wood: 56 -91
Methanol from municipal waste: 20
Methanol from BLG: 69
(HVO) Hydrogenated Vegetable Oil: 50 – 90
e- methanol: 80 - 140
Estimated production costs of renewablemethanol
mar
-18
Fuel price comparison on an energy basis
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Methanol Supply and Bunkering
Transport of methanol:• Methanol is regularly transported by road, rail, and
sea• Class 3 flammable liquid according to the UN
dangerous goods classification (same category as many other liquid fuels)
• Transport by road according to ADR-S regulations; by rail according to RID
• Transport by Sea – IMO’s International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code)
Bunkering of methanol to ships:• Truck bunkering carried out for Stena Scanrail
project and for Stena Germanica• Conversion of bunker vessels estimated to be
feasible at a reasonable cost as most are classed as product tankers
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Methanol Storage on Board
• Methanol has approximately half the energycontent of conventional fuel oil, thus a largerquantity of methanol should be carried or bunkering should occur more frequently
• Methanol is a liquid at ambient pressure and temperature, conventional tanks may be adaptedusing methanol compatible coatings
• Flexibility regarding tank location as methanol is not rated as toxic to marine organisms using the rating system for IMO chemical carriage (GESAMP – Joint Group of Experts on the Scientific Aspectsof Marine Environmental Protection). Tank locationmay be next to the outer hull.
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Summary – Renewable Methanol as Marine Fuel
Technical / Operational Factors
• methanol has demonstrated good performance in heavy duty engines and technology is mature for large two stroke engines
• for smaller vessels methanol has only been used in research projects – there is a need for more operating experience and commercial engines (or conversion kits) in the smaller class
• methanol requires larger storage volumes or more frequent bunkering as compared to conventional fuel oils
Cost and economic considerations
• retrofit and new build investment costs are reasonable (lower than for LNG)
• methanol produced from fossil feedstock is competitive when priced lower than MGO on an energy basis, but the current price (2019) is higher
• renewable methanol production cost is higher than fossil fuel prices, but comparable to other renewable fuel prices in 2019
• uncertainty regarding renewable methanol production costs, as it is very limited (but developing)
• potential for lower costs if a lower purity (90%) fuel grade methanol is produced. This has been tested in engines in laboratories with good results.
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Summary, continued
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Fuel Supply Considerations
• several routes and feedstock are possible for production of renewable methanol, but currently the production is very small. Some production technologies, however, are quite mature.
• methanol produced from fossil feedstock is widely available globally, with distribution systems in place for the chemical market
• Infrastructure, storage and distribution is similar to other liquid fuels, with relatively low cost
Environmental considerations
• Emissions: Methanol does not contain sulphur, particulate emissions are very low, and emissions of NOx are low as compared to conventional fuel oils.
• Life cycle ”well to wake” GHG emissions: renewable methanol production pathways have low GHG emissions, resulting in low “well to wake” GHG emissions
Thank you!