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Alternative Fuels for Marine and Inland Waterways

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Alternative Fuels for Marine and Inland Waterways Alternative Fuels for Marine and Inland Waterways An exploratory study Kamaljit MOIRANGTHEM Edited by David BAXTER 2016 Report EUR 27770 EN 1 This publication is a Technical report by the Joint Research Centre, the European Commission’s in-house science service. It aims to provide evidence-based scientific support to the European policy-making process. The scientific output expressed does not imply a policy position of the European Commission. Neither the European Commission nor any person acting on behalf of the Commission is responsible for the use which might be made of this publication. Contact information David BAXTER European Commission JRC Institute for Energy and Transport JRC Petten 1755 LE Petten The Netherlands [email protected] Tel.: +31 22456 5227 JRC Science Hub https://ec.europa.eu/jrc JRC 100405 EUR 27770 EN ISBN 978-92-79-56957-9 (PDF) ISSN 1831-9424 (online) doi: 10.2790/227559 (online) © European Union, 2016 Reproduction is authorised provided the source is acknowledged. All images © European Union 2016 How to cite: Authors; title; EUR; doi Table of Contents Acknowledgements ............................................................................................... iii 1 Introduction ................................................................................................ 5 1.1 Current Fuel Standards ......................................................................... 7 1.2 Marine fuels and specifications ............................................................... 7 1.3 Current Legislation ............................................................................... 8 1.4 Marine Engines and Alternative fuels ....................................................... 9 2 Alternative Fuels ........................................................................................ 10 2.1 Ultra-low-sulphur Diesel (ULSD) Fuel .................................................... 10 2.2 Biofuels ............................................................................................. 11 2.2.1 Methanol and Biomethanol (EN 228) ................................................... 12 2.2.2 Dimethyl Ether – DME (EN 590) .......................................................... 14 2.2.3 Biodiesel or FAME (EN 14214, ASTM D6751, EN 590) ............................ 15 2.2.4 Hydrogen Derived Renewable Diesel – HDRD (ASTM D 975) ................... 17 2.2.5 Algae Biofuel .................................................................................... 17 2.3 Gaseous Fuels .................................................................................... 18 2.3.1 Liquefied Propane Gas -LPG ............................................................... 18 2.3.2 Liquefied Natural Gas - LNG ............................................................... 19 2.3.3 Biomethane – Bio LNG ....................................................................... 21 2.4 Electricity .......................................................................................... 22 2.5 FT Diesel ........................................................................................... 22 2.6 Pyrolysis oil (ASTM D 7544) ................................................................. 23 2.7 Hydrogen and Fuel Cells ...................................................................... 24 2.8 Solar and Wind ................................................................................... 26 3 Life Cycle Analysis- LCA .............................................................................. 26 3.1 DNV 2014 LCA on different marine fuels ................................................ 28 3.2 ECOSYS 2012 LCA on different biofuels ................................................. 29 3.3 LNG (Thomson et al., 2015) ................................................................. 30 4 General Comments ..................................................................................... 32 5 Conclusions and Recommendations .............................................................. 32 6 References ................................................................................................ 34 7 List of abbreviations and definitions .............................................................. 39 8 List of Figures ............................................................................................ 41 9 List of Tables ............................................................................................. 42 ii Acknowledgements I would like express my gratitude to Dr David Baxter (my host at JRC Petten and editor of this report) and Mr Moritz Haller (JRC-Brussels), who were instrumental in making this visit possible. I would like to thank Professor Gregory Tucker (my PhD supervisor at Nottingham) and The University of Nottingham for their support. Very special thank you to Dr Giovanni Federigo De Santi, Director JRC Petten and Mr Alois Krasenbrink, Unit head F08, for giving me an opportunity to work at their respected institute. Last but not the least; I would like to thank Luisa Marelli, Alessandro Agostini, Stefania Rocca and Jacopo Giuntoli from Unit F08 and everyone at JRC for their warm welcome and co-operation during my stay. iii Abstract Alternative fuels for marine transport can play a crucial role in decarbonising the shipping sector and ultimately contribute towards climate change goals. Market penetration by alternative fuels have already begun with ship builders, engine manufacturers and classification bodies by introducing greener ships running on cleaner fuels. This can be attributed in large part to the MARPOL (International Convention for the Prevention of Pollution from Ships) regulations in place since the 1970s and progressively more stringent emission standards subsequently introduced by national legislators. This exploratory report gives an overview of the marine sector, including market share, emission related issues, fuel standards and present legislation. It then considers different alternative fuels, engine types and the introduction of alternative fuels. Low sulphur grade diesel fuels which are available at a higher price than traditional fuel, and possibility of using a scrubber to reduce emissions such as oxides of sulphur (SOx) on ships that run on traditional fuels are also discussed. The report then reviews biofuels such as biomethanol, dimethyl ether (DME), biodiesel, hydrogenation derived renewable diesel (HDRD) and algal biofuel. Of these, methanol has been put into commercial use, although so far derived from fossil sources, to fuel the large Stena Germanica ferry in the Baltic Sea. Among the gaseous fuels, LNG (liquefied natural gas), Bio-LNG and LPG (liquefied petroleum gas) have been discussed. The report also considers electricity (battery operated), FT-diesel (Fischer-Tropsch diesel), pyrolysis oil, hydrogen in combination with fuel cells, solar power and wind energy as potential alternatives. At the moment, LNG and methanol seem to be the most promising alternatives with good market supply infrastructure in place. The sustainability of producing the alternative fuels and safety concerns has also been reported in the respective sections and also in reviews of some LCAs (life cycle assessments). The report concludes with future recommendations to not only utilise the expertise available at JRC in developing testing standards for the new fuels, but also to assist in formulation of policies that will direct the present positive momentum in the shipping industry as it is doing for the road transport sector. iv 1 Introduction Maritime transport of goods is not only a relatively clean form of transportation per kilogram of material (Fig. 1), but also an efficient mode requiring 2-3 grams of fuel per ton*km, compared to road transport by truck which is about 15 grams of fuel per ton*km (McGill, Remley and Winther, 2013). Because of fuel efficiency and the need to improve fuel resource efficiency, marine transport is receiving increased attention and as a consequence is projected to grow at an average annual rate of 5.3% between 2010 and 2035 (Vyas, Patel and Bertram, 2013). However, emissions from the marine transport sector contribute significantly to air pollution globally (EEA, 2012), and in 2013 marine transport accounted for 2.7% of global CO2 emissions (EC 2015). These emissions are expected to increase by a factor of 2 to 3 by 2050 if no measures are implemented (IMO 2009). Assessment for years 2007 through to 2012 show that international shipping emissions still remains problematic and that these may lead to significant health concerns in exposed populations (IMO 2014). Shipping particulate matter (PM) emissions have already been linked with approximately 60,000 cardiopulmonary and lung cancer deaths annually worldwide (Corbett et al., 2007). Figure 1. CO2 emissions of different transport modes (Mofor, Nuttall and Newell, 2015) Within Europe, 40,600 km of inland waterways and intra-EU maritime transport are used with inland navigation accounting for 1.6 % of final energy consumption in the transport sector (EC 2013). Emissions from this sector contributes to 1-7% of ambient air PM10 levels, 1-14% of PM2.5, and at least 11% of PM1 (Viana et al., 2014). In some non- European harbours, contributions have been reported for example of <5% of PM2.5 in Los Angeles (Minguillón et al., 2008) and 4-6% of PM2.5 in Seattle (Kim and Hopke, 2008). Contributions to ambient NO2 levels range between 7-24%, with the highest values being recorded in the Netherlands
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