IBIA Fossil Fuel Working Group
Technology as Marine Fuel use
1) Quality parameters to be met (basic properties, flammability, toxicity considerations).
ISO8217:2017, MARPOL etc
2) Technology development status: what is the current status of engines’ development, fuel cell systems for using alternative fuels?
Diesel engines: Existing technology is proven for FF use diesel engines to meet current standards.
Fuel cell systems: In development at a small scale up to 1MW[1] but requires hydrogen infrastructure - blue or ideally green to be fully sustainable. Fuel cells offer higher efficiency than diesel (~60% vs 40%), especially at low loads, so a potential transition solution. Likely to be used together with batteries (as hybrids).[1]
CO2 scrubbers (CCS) & DAC: In development at small scale up to 1MW[2] for marine sector, although more widespread use at larger-scale for land-based applications. Potential transition solution, especially if the technology can be combined with SOx EGCS and solutions found for storage/sale/discharge of effluent containing S and C.[2]
3) Types of vessels using technology/ best fitted for technology.
Diesel engines: All vessels.
Fuel cell systems: Small scale applications up to 1MW[3] (auxiliary loads, cold ironing smaller inland vessels). Hybrid options needed for larger applications.[3]
CO2 scrubbers (CCS) & DAC: Likely to follow similar trend to SOx EGCS, i.e. larger deep-sea point to point vessels such as Containerships, ROROs etc.
5) Retrofit requirements, timelines and costs.
Diesel engines: None, no incremental time/cost.
Fuel cell systems: For auxiliary power, potential containerized systems are still under development and testing. For propulsion more likely to be for newbuilds. Timelines/costs tbc. For all applications the bigger issue will be hydrogen supply and storage.
CO2 scrubbers (CCS) & DAC: If viable, likely to follow similar timelines as SOx EGCS, with costs dependent on CO2 capture and most important storage requirements of sorbent.
7) Safety issues. Managing the hazards and associated risks related to the shipboard application. What are some of the appropriate safeguards that can be put in place onboard? GC: Relevant
Diesel engines: None, safety issues fully understood (including fuel compatibility).
Fuel cell systems: For all applications the largest risk will be hydrogen supply and storage.
CO2 scrubbers (CCS) & DAC: If viable, likely to follow similar similar risks and safeguards as SOx EGCS, dependent on CO2 capture method and specific requirements of sorbent (tba).
8) Operational issues (eg. extra lubricants, higher MJ/Hour equivalent consumption to traditional fuel -and alternatives-, adding/exchanging spare parts, software or subscriptions in order to record and report verification emissions savings).
Diesel engines: None.
Fuel cell systems: No lubricant requirements. >30% lower MJ/hour consumption due to higher efficiency. Less spare parts and maintenance likely as technology matures.
CO2 scrubbers (CCS) & DAC: Likely lead to higher MJ/hour fuel consumption to power EGCS for CCS. Maintenance likely to increase as % CAPEX for CCS. Reporting likely to follow SOx EGCS example.
9) Differentiation between short and deep-sea shipping.
Diesel engines: All.
Fuel cell systems: Likely to be inland and short-sea shipping.
CO2 scrubbers (CCS) & DAC: Likely to follow SOx EGCS and be used for deep-sea shipping.
Footnotes:
[1]Source: Ballard - https://www.ballard.com/docs/default-source/default-document-library/marine-informational-paper-final.pdf?sfvrsn=c1cec080_2
[2] Sources: Wartsila - https://www.offshore-energy.biz/wartsila-scrubbers-can-play-a-central-role-in-carbon-capture/ and K-Line - https://www.offshore-energy.biz/k-line-to-test-worlds-1st-co2-capture-plant-on-board-its-ship/
[3] Source: Ballard - https://www.ballard.com/docs/default-source/default-document-library/marine-informational-paper-final.pdf?sfvrsn=c1cec080_2 |
