Development future marine fuels: what has been achieved what needs to be done

Transcription

1 Development future marine fuels: what has been achieved what needs to be done Monique Vermeire, Fuels Technologist The European Fuels Conference Marine Fuels Focus Day Paris, 13 March 2012

2 Shipping by the numbers 70.5 % of total international trade transported by sea (2010) Fuels represent a significant part of seaborne transportation costs Global marine fuel consumption expected to grow up to Mtons/year by 2020 (source: BLG12/6/1) Shipping is the most fuel-efficient mode of transportation: international maritime transport emissions account for ± 3% of global CO 2 emissions (source: EU Commission) 2

3 Shipping by the numbers Source: Shipping, World Trade and the Reduction of CO 2, United Nations Framework Convention on Climate Change; International Maritime Organization Marine Environment Protection Committee 3

4 What has been achieved? First decades of 21st century characterised by regulations to reduce impact of shipping emissions on human health, environment and climate change Current fuel oil sulphur levels do not impose major supply and fuel quality issues Unprecedented future sulphur regulations call for massive investments by ship owners, technology suppliers and fuel suppliers 4

5 Legislation to limit SO x emissions from shipping Marpol Annex VI sets internationally agreed regulations to limit SO x emissions from shipping Global S cap 3.50%, January 1, % in 2020 or 2025 subject to feasibility study Emission Control Area (ECA) 1.00% S, July 1, % S, January 1, 2015 EU SLFD 2005/33/EC amending 1999/32/EC Under review, aiming at alignment with Marpol Annex VI 2008 but proposed amendments by the Commission include measures that go beyond Marpol Annex VI, % S max when at berth for more than 2 hours Fuel S restrictions for passenger ships on regular schedule between EU ports Commission proposal : 0.10 % S as of 2020 Inland waterways gasoil 10 ppm S as of 2011, as per Fuels Quality Directive California : auxiliary and main engines + auxiliary boiler of OGV within Californian coastline July 1, 2009: use MGO (DMA) or MDO 0.5% S max August 2012: DMA: max 1 % S January 1, 2014 use MGO/MDO 0.1% S max 5

6 Legislation to limit NO x emissions from shipping Marpol Annex VI will tighten NO x emissions from shipping For ships constructed: 1 January January 2011: Tier I 17.0 g/kwh when rated engine speed is less than 130 rpm 45.0*n (-0.2) g/kwh when n=130 or more but less than 2000 rpm 9.8 g/kwh when n is 2000 rpm or more On or after 1 January 2011: Tier II ~ 20 % below TIER I On or after 1 January 2016 in designated ECA, Tier III ~ 80 % below TIER I 6

7 Future marine fuels demand Changes in marine fuel sulphur specifications will create massive demand for new distillates Existing shortage in distillates in some areas already Refinery production by product (IEA, 2007 & IMO/BLG12/6/1) Crude oils become heavier and souring trend expected to 3000 continue 2500 Will require 2000 large refinery investments (cokers, hydrocrackers) with middle distillates conversion 1500 economically more attractive than desulphurisation Million tons 1000 Quality changes will have significant impact on refineries energy 382 million 500 tons consumption and CO 2 emissions 0 IEA 1973 IEA (IMO) 2020 IMO-0.5 % heavy fuel oil Onboard scrubbers are a potential alternative S cap to meet S regulations with low overall incremental CO 2 emissions Source : IEA 2007, BLG12/6/1 7

8 Future marine fuels demand This in an already changing fuels market: Global demand growth is for light and medium products, shift refinery production to higher value-light-products Demand influenced by drive to increase energy efficiency and substitution of fossil fuels by other fuels (renewables, natural gas) Shipping under extreme pressure to reduce its GHGs Mandatory measures to reduce GHGs from international shipping were adopted at MEPC 62 EU initiated consultation process on possible measures to reduce GHG emissions from shipping 8

9 Energy efficiency improvements Design-based, technical and operational measures offer significant potential for reduction of CO 2 per tonne kilometer 9

10 Energy efficiency improvements Use of alternative fuels such as biofuels offer an additional option to reduce CO 2 emissions. Many countries have already legislated renewable fuel mandates in some segments of the transportation sector Cross-contamination of marine fuels with biodiesel (Fatty Acid Methyl Ester based) in multi-product pipeline systems can not entirely be excluded Lessons learnt from the Auto-industry experience to be considered for guidance due to lack of marine experience in the use of biodiesel (e.g. FAME) Trials and research into use of biodiesel in large diesel engines are being conducted Source: Concawe 10

11 Biodiesel/FAME A viable future alternative? FAME: benefits: Reduced emissions Good lubricity Free of S and aromatics Good ignition quality Blends well with fossil diesel Source: EPA Analysis of Bio Diesel Impacts on Emissions Draft Technical Report

12 Biodiesel/FAME A viable future alternative? The critical technical aspects for marine use: At higher blending ratios NO x increases Compliance with Marpol Annex NO x Technical Code?? FAME is surface active: sticks to metal, glass Water seperation properties Resistance to microbiological growth Long term storage stability Low temperature flow properties Material compatibility Source: Concawe 12

13 Biodiesel/FAME A viable future alternative? ISO 8217:2010: precautionary approach Clause 5.2 The fuel shall be a homogeneous blend of hydrocarbons derived from petroleum refining Blending of FAME shall not be allowed Clause 5.4 The fuel shall be free from bio-derived materials other than 'de minimis' levels of FAME (FAME shall be in accordance with the requirements of EN or ASTM D6751). In the context of this International Standard, de minimis means an amount that does not render the fuel unacceptable for use in marine applications. The blending of FAME shall not be allowed. For distillate fuels (DMX, DMA, DMZ and DMB when clear and bright), it is recommended that de minimis be taken as not exceeding approximately 0,1 volume % Producers/suppliers should ensure adequate controls are in place so that the resultant fuel, as delivered, is compliant with ISO 8217:2010 Clause 5 ISO/TC 28/SC4/ WG6 is reviewing the approach to include a marine bio-diesel specification in ISO 8217:

14 LNG A viable future alternative? LNG is already being used successfully by smaller ships, sometimes driven by national incentives Ship emission reduction potential with increasing share of LNG in Baltic LNG tankers have gas burning propulsion system to burn cargo Boil Off Gas (BOG) Source: DNV, Greener Shipping in the Baltic Sea 14

15 LNG A viable future alternative? LNG contains approximately 87 vol % of methane CH 4 Methane is a more potent GHG than CO 2 LNG ageing due to heat with lighter fractions evaporating first (CH 4 is main component of BOG) Methane slip and BOG to be accounted for Composition of LNG on barge will not be the same as the composition of LNG in the fuel tank after loading. Composition may effect the Methane Number (MN) of the fuel Change of N 2 content will affect MN but not gross specific energy 15

16 LNG A viable alternative? Comparing to HFO: Reduced emissions (SO x, NO x, PM, CO 2 ) LNG contains abt 1.25 times more energy content per mass But about 1.8 times less energy content per volume Lower $/Btu cost Ship design changes due to extra space requirements of LNG tanks Dual-fuel engines require a pilot fuel to start the ignition but offer the possibility to select most suitable fuel 16

17 LNG A viable alternative? Bunkering infrastructure and practices need to be developed LNG supply and availability Bunkering procedures Product quality control Cargo loading/unloading Personnel training LNG will primarily prevail on newbuilds 17

18 To conclude Increasingly more stringent regulations to reduce shipping emissions will force ships to change fuel type or to install abatement technologies in order to comply. Alternative sources of energy, with LNG being one, are being explored or already used but still require some issues to be adressed or to be further developed in order to allow for safe and efficient operation 18

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