Review of Top-Down Method to Determine Atmospheric Emissions in Port. Case of Study: Port of Veracruz, Mexico

Indicators of environmental policies in force in Mexico, fossil fuels will continue to be used in industrial sectors, especially marine fuels, such as marine diesel oil, in port systems for some time. Considering this, we have evaluated several methods corresponding to a top-down system for determining fuel consumption and sulfur dioxide atmospheric emissions for the port of Veracruz in 2020 by type of ship on a daily resolution, considering a sulfur content of 0.5% mass by mass in marine fuel. After analyzing seven methods for determining sulfur dioxide atmospheric emission levels, Goldsworthy’s method was found to be the best option to characterize this port. The port system has two maritime zones, one of which is in expansion, which represented 55.66% of fuel consumption and 23.05% of atmospheric emissions according to the typology of vessels. We found that higher fuel consumption corresponded to container vessels, and tanker vessels represented higher atmospheric emission levels in the berthing position. The main differences that we found in the analysis of the seven methods of the top-down system corresponded to the load factor parameter, main and auxiliary engine power, and estimation of fuel consumption by type of vessel.

Blending of Hydrothermal Liquefaction Biocrude with Residual Marine Fuel: An Experimental Assessment

As with all transport modes, the maritime sector is undergoing a drastic transition towards net zero, similar to the path in which Aviation is already engaged through global decarbonization programs such as CORSIA for the International Civil Aviation Organization, or the Emission trading Scheme of the European Union). Maritime indeed shares with Aviation a common element: the difficulty of shifting to electric in the short to medium term. Therefore, the use of sustainable fuels represents the main and only relevant option in this timeframe. As sustainable biofuels will be used as blend components in the case of large-scale deployment, it is necessary to investigate the behavior of bio- and fossil-based fuels when mixed in various percentages, in particular for low quality products such as HTL (HydroThermal Liquefaction) and fast pyrolysis oils from lignocellulosic biomass and waste. Biocrude from subcritical hydrothermal liquefaction of undigested sewage sludge, produced at reaction conditions of 350 °C and 200 bar in a continuous HTL pilot scale unit, was manually mixed at 70 °C with residual marine fuel (low-sulphur type F-RMG-380 per ISO 8217) at two different nominal biocrude shares, respectively 10 wt.% and 20 wt.% in the mixture. While the former blend resulted in the technically complete dissolution of biocrude in the fossil component, the latter sample formed biocrude agglomerates and only partial dissolution of the biocrude aliquot in marine fuel could be achieved (calculated between 14–16 wt.%). The blend with 10 wt.% of SS biocrude in the mixture resulted in compliance with limits of total acid number (TAN), inorganics (in particular vanadium, sodium, silicon and aluminum) and sulphur content, while only the ash content was slightly above the limit.

Study on technical solutions for shore power supply of motor yacht

The report presents an analysis of modern technical solutions for shore power supply of a specific class of passenger ships - luxury yachts for charter trips. The design data of a motor yacht in its different operating modes are considered, as well as the energy mix related to the fuel consumption at shore supply of the yacht during its stay at the port. The use of modern technical systems for shore supply includes the application of specific frequency converters, through which compatibility between the different voltage standards and the frequency for different shore power supply systems is realized. The costs of onshore power, compared to those of marine fuel, can be calculated from the current prices of onshore electricity and the energy produced from its own generators. The analysis of the basic design data of the motor yacht and the assessment of the energy costs on board, fuel economy and emission reductions will provide a clear answer to the advantages of the power supply from the shore of the vessel.

Pour point depressants for fuels based on tall oil fatty acid esters

С целью расширения области применения жирных кислот таллового масла – побочного продукта сульфатной варки целлюлозы (которые преимущественно состоят из непредельных С18-кислот), в том числе за счет получения различных синтетических продуктов на их основе, синтезированы соответствующие этиленгликолевый и додециловый эфиры. Изучена возможность применения указанных сложных эфиров в качестве депрессорных присадок для марок универсального топливного мазута и судового экологического топлива. Жирные кислоты этерифицированы 1-додеканолом и этиленгликолем в присутствии катализатора п-толуолсульфокислоты. Температуру текучести топлив определяли ручным методом по стандарту ASTM D97. Температура текучести топлива судового экологического снизилась с +21 до 0 °С при использовании 2% додецилового эфира жирных кислот в качестве присадки. Установлено, что синтезированные эфиры жирных кислот таллового масла снижают температуру текучести остаточных топлив на уровне, сравнимом с применением промышленно производимой депрессорной присадки, что позволяет расширить сырьевую базу присадок этого типа и сократить закупки по импорту, а также более глубоко использовать жирные кислоты таллового масла в органическом синтезе. In order to expand the field of application of tall oil fatty acids, a by-product of sulfate pulping (which mainly consist of unsaturated C18 acids), including the production of various synthetic products based on them, the corresponding ethylene glycol and dodecyl esters have been synthesized. The possibility of application the esters as pour point depressants for grades of universal fuel oil and marine ecological fuel has been studied. Fatty acids were esterified with 1-dodecanol and ethylene glycol in the presence of a p-toluenesulfonic acid as catalyst. The pour point of the fuels was determined manually according to the ASTM D97 standard. The pour point of ecological marine fuel decreased from +21 to 0 °C when using 2% dodecyl ester of fatty acids as an additive. It was found that the synthesized esters of tall oil fatty acids reduce the pour point of residual fuels at a level comparable to the use of a commercially produced depressant additive, which makes it possible to expand the feedstock base of this type of additives and reduce import purchases, as well as to use more extensively tall oil fatty acids in organic synthesis.

SELECTION OF ALTERNATIVE MARINE FUEL TECHNOLOGY BASED ON LITERATURE REVIEW BY APPLYING APPROPRIATE MULTI-CRITERIA DECISION-MAKING METHOD

The use of alternative fuel in ships can help alleviate high carbon emissions and adverse environmental consequences produced by the maritime industry. Due to the complexity of assessing many performance factors and lack of information, it is challenging for decision-makers to select the best sustainable alternative energy source for shipping from various options. Nevertheless, alternative energy decisions can be supported, and contradicting impacts can be analyzed with MCDM methodologies. This study focuses on applying decision-making processes for sustainable energy development concerns. A systematic review of published papers in the Scopus database on alternative fuel technologies and MCDM approaches from 2001 to 2021 has been conducted. All the selected articles were sorted by application area and process. In classifying the scientific journal articles and in-depth analysis, a SWOT analysis of MCDM techniques is offered. Convincing data support the conclusion that MCDM methods help decision-makers select appropriate fuel technology and are widely utilized in practice.

A Comparison of Alternative Fuels for Shipping in Terms of Lifecycle Energy and Cost

Decarbonization of the shipping sector is inevitable and can be made by transitioning into low- or zero-carbon marine fuels. This paper reviews 22 potential pathways, including conventional Heavy Fuel Oil (HFO) marine fuel as a reference case, “blue” alternative fuel produced from natural gas, and “green” fuels produced from biomass and solar energy. Carbon capture technology (CCS) is installed for fossil fuels (HFO and liquefied natural gas (LNG)). The pathways are compared in terms of quantifiable parameters including (i) fuel mass, (ii) fuel volume, (iii) life cycle (Well-To-Wake—WTW) energy intensity, (iv) WTW cost, (v) WTW greenhouse gas (GHG) emission, and (vi) non-GHG emissions, estimated from the literature and ASPEN HYSYS modelling. From an energy perspective, renewable electricity with battery technology is the most efficient route, albeit still impractical for long-distance shipping due to the low energy density of today’s batteries. The next best is fossil fuels with CCS (assuming 90% removal efficiency), which also happens to be the lowest cost solution, although the long-term storage and utilization of CO2 are still unresolved. Biofuels offer a good compromise in terms of cost, availability, and technology readiness level (TRL); however, the non-GHG emissions are not eliminated. Hydrogen and ammonia are among the worst in terms of overall energy and cost needed and may also need NOx clean-up measures. Methanol from LNG needs CCS for decarbonization, while methanol from biomass does not, and also seems to be a good candidate in terms of energy, financial cost, and TRL. The present analysis consistently compares the various options and is useful for stakeholders involved in shipping decarbonization.

Measurement report: Characterization of uncertainties in fluxes and fuel sulfur content from ship emissions in the Baltic Sea

Fluxes of gaseous compounds and nanoparticles were studied using micrometeorological methods at Harmaja in the Baltic Sea. The measurement site was situated beside the ship route to and from the city of Helsinki. The gradient (GR) method was used to measure fluxes of SO2, NO, NO2, O3, CO2, and Ntot (the number concentration of nanoparticles). In addition, the flux of CO2 was also measured using the eddy-covariance (EC) method. Distortion of the flow field caused by obstacles around the measurement mast was studied by applying a computation fluid dynamic (CFD) model. This was used to establish the corresponding heights in the undisturbed stream. The wind speed and the turbulent parameters at each of the established heights were then recalculated for the gradient model. The effect of waves on the boundary layer was taken into consideration, as the Monin–Obukhov theory used to calculate the fluxes is not valid in the presence of swell. Uncertainty budgets for the measurement systems were constructed to judge the reliability of the results. No clear fluxes across the air–sea nor the sea–air interface were observed for SO2, NO, NO2, NOx (= NO + NO2), O3, or CO2 using the GR method. A negative flux was observed for Ntot, with a median value of −0.23 × 109 m−2 s−1 and an uncertainty range of 31 %–41 %. For CO2, while both positive and negative fluxes were observed, the median value was −0.081 μmol m−2 s−1 with an uncertainty range of 30 %–60 % for the EC methods. Ship emissions were responsible for the deposition of Ntot, while they had a minor effect on CO2 deposition. The fuel sulfur content (FSC) of the marine fuel used in ships passing the site was determined from the observed ratio of the SO2 and CO2 concentrations. A typical value of 0.40 ± 0.06 % was obtained for the FSC, which is in compliance with the contemporary FSC limit value of 1 % in the Baltic Sea area at the time of measurements. The method to estimate the uncertainty in the FSC was found to be accurate enough for use with the latest regulations, 0.1 % (Baltic Sea area) and 0.5 % (global oceans).

THE POTENTIAL OF METHANOL AS AN ALTERNATIVE MARINE FUEL FOR INDONESIAN DOMESTIC SHIPPING

This analysis aims to provide insight and to explore the future usage of methanol as an alternative marine fuel for domestic ships in Indonesia. An overview of potential application, analysis of resources availability, and stakeholder readiness on the topic are provided; related challenges are also identified and further examined. The potential performance of methanol as a fuel is discussed and evaluated via two different perspectives (the ship-owner perspective and the government one) through case studies of two passenger ships owned by the shipping company Pelayaran Indonesia (PELNI): MV. Labobar and MV. Gunung Dempo. As ship-owners tend to look very closely at the economic aspects, a feasibility study is performed by developing a combinatorial scenario approach based on the combination of economic measures of merit (NPV and payback period) along with a technical scenario (main-pilot fuel set-up); the variables included in the calculation are: ship age, ship productivity, and macro-economy conditions. Regarding the government perspective, the main issues are environmental protection and policy compliance. These issues are evaluated by examining six emission types (NOx, SOx, CO2, CH4, N2O, and PM). Additionally, since there is a trade-off situation in government subsidies between the government and ship-owner interests, an optimisation and sensitivity analysis is performed by utilizing a combinatorial scenario model to determine optimum methanol price and external variables influencing the decision to support further use of methanol in the Indonesian market. An important finding was that Indonesia has certain advantages/drives to introduce methanol as a marine fuel. However, methanol competitiveness is mainly dependent on ship productivity and the price difference between methanol and marine diesel oil (MDO). Additionally, policy analysis (through an optimisation approach) could be one of the government options in order to determine the optimum condition in establishing methanol as a marine fuel. Finally, short, medium, and long term recommendations are also provided as the basis for future consideration.

INFLUENCE OF MARINE FUEL PROPERTIES ON IGNITION, INJECTION DELAY AND ENERGY EFFICIENCY

According to the International Council on Combustion Engines (CIMAC) and International Maritime Organization (IMO) statistics, the rational selection of Marine Bunker Fuel (MBF) properties is an effective way to improve operating conditions and energy efficiency of all types of marine Diesel Engines (DEs). The publication presents the results of studies on the influence of heavy and distillate MBF properties on the characteristics of different DE types: high-speed (Caterpillar 3512B, MTU 8V 396TB), medium-speed (SKL VDS 48/42, ChN 26.5/31) ir low-speed (MAN B&W 6S60MC). The aim of work is to form a methodological framework for assessing the influence of marine fuel properties on the energy performance of different types of ship power plants. Numerical methods show that in the case of unfavourable selection of the density and viscosity of marine fuels regulated by the standard ISO 8217:2017, the changes in specific fuel consumption be reach up to 10% low-speed, 4…7% medium-speed, and 2…3% high-speed DEs. As the density varies from light grades to 1010 kg/m3, the change in be is 3…4%. At low viscosity, as the density increases to 1030 kg/m3, the low-speed engine comparative fuel consumption increases by 5%. It is recommended not to use fuel with a density >1010 kg/m3 and a viscosity <300…400 mm2/s. Developed solutions for the rational selection of bunkered marine fuel properties for a specific DE model trough the influence of density and viscosity on fuel injection and combustion characteristics based on multiparametric diagrams of relative fuel consumption change.