Renewable Methanol as Fuel for the Shipping Industry · 2019-05-07 · SSPA Sweden AB. Outline • ... Vessel images from ScandiNAOS, GreenPilot Final Seminar Presentation Methanol

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

Joanne Ellis 20190425 2

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


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)


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.


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


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


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


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


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


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


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


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

9

maj

-10

okt

-10

mar

-11

aug

-11

jan

-12

jun

-12

no

v-1

2

apr-

13

sep

-13

feb

-14

jul-

14

de

c-1

4

maj

-15

okt

-15

mar

-16

aug

-16

jan

-17

jun

-17

no

v-1

7

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


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


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.


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.


Summary, continued


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!

[email protected]

Documents

Renewable Methanol as Fuel for the Shipping Industry · 2019-05-07 · SSPA Sweden AB. Outline • ... Vessel images from ScandiNAOS, GreenPilot Final Seminar Presentation Methanol