Methanol29 June 2020 • 14:00-14:45 BST

Part ofMarine Fuels Webinar Week29 June-3 July 2020

Webinar Q&A summary:CC | Chris Chatterton, Methanol Institute KA | Kjeld Aabo, MAN Energy SolutionsAG | Anita Gajadhar, PromanJL | John Livorness, SABIC

In association with

Can the carbon-free/renewable (blue/green) methanol commands premium pricing compared to "gray" methanol?

CC | Yes, it is at a premium to conventional methanol, much like all lower carbon, or advanced fuels.

JL | Current bio-methanol prices are higher than conventional methanol.

When is it estimated that the IGF code will include Methanol?

CC | The IGF Code already confirmed methanol and will be approved at MSC 102.

What is the emission impact of NOx when running on Methanol? How is MARPOL Annex VI handling this issue?

KA | 30 to 50 % NOx reduction compered to fuel oil.

It was mentioned that methanol may be stored in a conventional fuel tank, but with some minor changes. what are the modifications required?

KA | The tank are normally coated inside.

What are the typical modifications required to a DF engine if you want to move from LNG to methanol?

KA | New cylinder covers and additional methanol valves and control block, all attached to the cylinder cover. Other part of the engine are the same.

I would like to ask do you think methanol will be competitive in a context that fuels to comply with 2050 requirements should be made from renewable

resources, considering WTW in the Life Cycle Analysis?

CC | Yes, it is already competitive but of course depends upon the feedstock and whether it is bio or renewable methanol.

Can you please provide a more detailed list of the vessels using methanol as a fuel (except methanol tankers).

KA | All methanol engine LGIM are ordered for Methanol carriers, but this is expected to change soon.

What about methanol energy efficiency comparation with other FOs?

KA | LCV is 20 Mj/kg for Methanol and 41 Mj/kg for HFO.

What are the lubrication requirements when it comes to using methanol in engines? And what is your experience when it comes to wear of the engine's

moving components?

KA | Our experience and recommendation is based at the S level in the fuel not the fuel itself. So our recommendation is as for the use of VLSFO and

ULSFO.

How large a percentage of the present trading vessels do you see getting converted to run on methanol on engines and boilers?

KA | We have 20 vessels ordered with Methanol LGIP engines and more coming. The interest to use Methanol as fuel is getting very high.

Do you have Life Cycle Emission information on how (green) methanol compares to MGO? What are the environmental impacts?

KA | There is a reduction in of CO2 15%, NOX 30 to 50%, particles 90%, SOx 90% to 97% All compared to HFO.

How does LNG compare to methanol as a bunker fuel for new builds in terms of technical aspects and price? What is required for methanol to supersede

LNG in the future?

KA | Good question but the emission regulation and the fuel price is dominating factor and Methanol can be delivered. Green fuel in the future it is an

advantage in many aspects.

Will the auxiliary engines of Stena Pro Patria also be capable of operating on Methanol?

KA | At MAN-ES we do not yet have 4-stroke burning Methanol.

Which water quality is required for mixing with Methanol in the MAN engines?

KA | It can be fresh water from land or fresh water made onboard from salt water.

In case of large container vessel, what kind of advantage can be expected?

KA | If the market asks for a large bore engine as LGIM engine we will look at the potential. if it is good we will design the engine. For the large bore engines

the relative extra cost for the Methanol equipment at engine and at FGSS will be relatively cheaper / kw then for smaller engines. Same equipment but just

larger size.

How about using ethanol in methanol engine? Is there any additional modification?

CC | As co-solvents, ethanol and methanol blend together but so far have not been actively tested in a 2 or 4-stroke marine engine.

How much electricity is needed for producing e-methanol?

CC | Depends on the technology.

What will be the impact of methanol on lubricant specification for marine engines? What kind of changes will be needed for cylinder oils, trunk piston

engine oil, and system oils?

KA | Our experience and recommendation is based at the S level in the fuel not the fuel itself. So our recommendation is as for the use of VLSFO and

ULSFO.

What will be the impact of methanol on lubricant additives for marine lubricants? And why?

KA | None.

What kind of ships can be easily retrofitted to use methanol? Am I right in saying that chemical tankers can be easily retrofitted compared to oil and gas

tankers or Ro-Ro ships or containers, etc.?

KA | This depends of space availability. The engine will not in itself need more space. For the FGSS more space will be needed for the storage tanks pumps

and valve train.

Any additives to resolve these safety issues highlighted?

KA | Not to my knowledge.

Is methanol a safe fuel to be stored on board a ship? Are bunkering operations with methanol safe as well? Is there any HAZID and HAZOP study carried

out up to date?

KA | HAZID HAZOP studies has been carried out several times for the use of Methanol. We see it as being a very safe fuel to use onboard.

How much energy is needed to produce "green" methanol? Is it a significant loss?

CC | Depends on the technology and application. It is a highly competitive, circular economy.

What are the 3 largest safety obstacles when using Methanol on industry scale as marine fuel?

CC | Although they are not obstacles, the main considerations: 1. Handling a new, low flash point fuel on board, 2. Bunkering a low flash point fuel and 3.

Training.

What are the 3 largest issues for distribution on a global scale

CC | No issues with distribution of methanol as it has been traded globally for over 50 years. However, readying bunker vessels, creating shore-based

bunkering facilities and efficiently trading it all need to be put in place, even if these are relatively simple procedures with limited investment requirements.

Is retrofit of dual-fuel engines from classical ones possible?

KA | Only for the electronical controlled engines.

Question (to Kjeld) targeting NOx Tier III compliance: In case engine feed switching from MeOH to e.g. MGO fuel, can the engine deal with the change

and also be NOx Tier III compliant? What kind of solutions for compliance exist; which would you recommend

KA | Operating in a Tier III area at fuel oil calls for an SCR or EGR. It is not in our program yet but, the latest orders for the LGIM engines have been with a

new Tier system where fuel oil is mixed with a large quantity of water and thereby reaches the Tier III level. It is much simpler and cheaper [than] the SCR or

EGR.

NOx Tier III: is there enough water capacity on board to run NOx Tier III technology

KA | Depending how much you operate in Tier III areas, but for most vessel applications then yes.

As only engine modifications for only electronic engines can be converted to Methanol-driven system and of course the MAN ME-LGI series is methanol

designed. How do see this aspect when looking Methanol as fuel of the future ....

CC | To date, both 2- and 4-stroke engines have been successfully retrofitted, across the full spectrum of engine sizes. Methanol reformers (to hydrogen)

are already used to supply fuel cells and battery electric systems, quite successfully, both on land and at sea.

Is the used methanol fuel already based on a certain standard (e.g. GB/T 23510)?

CC | hanol que

KA | No we have our own. The LGIM is very little sensitive to Methanol quality.

JRC Concawe regards methanol to have a carbon footprint of 100 gCO2eq/MJ. Diesel has a footprint according to same source of 96 gCO2eq/MJ. If we

assume the same efficiency when burned, grey methanol is therefore app 4% worse compared to diesel

CC | This study looks at "total GHG including combustion", but excluding the combustion it is only about 35gCO2 eq/MJ. It is not clear what type of engine

technology this study is based on - in fact it is stated that combustion is not included as the potential uses are unclear. Our experience in other countries

where methanol is in use across a variety of applications, is about the same as diesel, but methanol allows for higher compression and turbocharging, which

in automobiles per the study referenced, allows methanol to achieve 95g in the EU. Further optimising is easier with methanol, whether it is lower carbon

produced methanol (partial carbon capture and re-injection ahead of the syn-gas loop), bio-methanol blending, or renewable methanol.

Of the 100 gCO2eq/MJ (99,6 to be exact) 30 origins from the production and 70 from the burning of methanol. For diesel-fuels (including MGO) the

numbers are 22 from production and 74 from the burning of the fuel.

CC | It is important to keep in mind this study is merely a study and does not take into account actual voyage performance, maintenance which impacts

engine efficiency and many other factors. We will be releasing an independent report by Studio Gear Up in the next month with more focused carbon and

GHG emissions analysis for methanol.

How is ethanol as a fuel in comparison to LNG?

KA | Ethanol can also be utilized with the LGIM engines but also has a lower LCV, about 26 Mj/ kg.

Methanol vs LNG?

CC | LNG still suffers from methane slip and if conventionally produced, used the same NG as methanol. However, methanol is a liquid at ambient

temperature and is much more efficient to handle and combust. In fact, LNG blended with methanol can allow the LNG vessel to lower NOx and improve

methane slip - something LNG is not capable of on its own.

Why methanol over hydrogren?

CC | Methanol is a more efficient carrier of hydrogen as it is a liquite at ambient temperature, where much of the existing infrastructure can really be re-

purposed. This is not the case with H2.

KA | For H2 there is a risk of explosion and complicated FGSS, both in CAPEX and OPEX.

What is the price variation among Green, Blue and Grey Methanol?

CC | Depends on the feedstock and the CCS technology if used - but any cleaner fuel will be 'more expensive' than MGO.

How is post combustion CO2 captured?

CC | Captured with the same CCS technology used on other emitting processes

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