Fact Sheet N 3
Key Facts
Funded by the Horizon Europe Programme of the European Union under grant agreement No 101096809
Funded by the Horizon Europe guarantee of the United Kingdom, under project No 10068310
Funded by the Swiss State Secretariat for Education, Research and Innovation
Introduction
This fact sheet offers information on drop-in fuels that can be used in pure form or as a blend replacing conventional diesel without major engine conversions. Depending on the feedstock and upstream chain of the fuel production it can contribute to the decarbonisation of inland shipping significantly. Information on economics and environmental sustainability as well as references to recent applications is given here.
Emissions
When talking about emissions, there are initially different ways of looking at them: On the one hand, a distinction is made between toxic and climate-impacting emissions. On the other hand, a distinction is made between local and global emissions. Examples of toxic emissions are nitrogen oxides, particulates, formaldehyde, etc., while climate-impacting emissions include CO2, methane, laughing gas, etc. Local emissions have effects on the immediate surroundings of the source, such as toxicity. The effects of global emissions are not limited locally; they can be climate-impacting substances, for example, or the now banned CFC, which damages the ozone layer or sulphur emissions from the seagoing sector.
If the emissions caused by a propulsion technology or an energy source are to be assessed, there are again various approaches. The most common are the well-to-wake and the tank-to-wake approach. In the well-to-wake approach, the emissions from the entire upstream chain required for the production and supply of an energy carrier are considered. For an engine, a fuel cell or a battery this approach is called Life-Cycle-Analysis. The tank-to-wake approach looks at the emissions generated by the ship during use. Everything that happened before the energy carrier, storage system or energy converter came on board is excluded. These two definitions can produce very different results in the assessment of the technologies. For example, when considering the overall chain, the choice of a methanol combustion engine could be better than that of a battery-electric drive. This is the case if the production of the battery causes more emissions than the combustion of methanol. It is important to note that this type of consideration is also different for each ship and depends on its operating time and energy requirements. The following table shows the relevant emissions for this fact sheet.
Emission compared to conventional diesel
Local
Global
GHG
NOx
SOx
PM
Facts
X to Liquid (XTL)
XTL fuels (also known as Fischer-Tropsch fuels) are various synthetic fuels that convert a solid or gaseous energy carrier into a carbonaceous fuel, which is liquid at normal temperature and pressure levels. The "X" is a variable and is replaced by an abbreviation of the original energy carrier, while "TL" stands for "to Liquid". The abbreviations GTL (Gas-to-Liquid) for the use of natural gas or biogas, BTL (Biomass-to-Liquid) for the use of biomass and CTL (Coal-to-Liquid) for the use of coal as a source of energy are currently used. Synthetic fuel produced entirely from renewable energy sources is called PTL. Here the P stands for power. An electrolyser is operated with electricity generated from renewable sources to separate hydrogen. Then, again using a Fischer-Tropsch process, a synthetic, diesel-like fuel is produced from the hydrogen and added carbon. The output of today’s PTL refineries is still very low; and therefore, an immediate switch to this fuel is unfeasible. However, as market interest in this fuel increases, it can be expected that production capacity will increase significantly.
Hydrotreated Vegetable Oil (HVO)
HVO is a mixture of straight-chain and branched paraffins, the simplest form of hydrocarbon molecules under the aspect of clean and complete combustion. Typical carbon numbers are C15 ... C18. In addition to paraffins, fossil diesel fuels contain also significant amounts of aromatics and naphthenes. Aromatics impair a clean combustion. HVO, on the contrary, does not contain aromatics, and its composition is similar to that of GTL and BTL diesel fuels, which can be produced by the Fischer-Tropsch synthesis from natural gas and gasified biomass.
Biodiesel
Biodiesel, chemically fatty acid methyl ester (FAME), is a fuel that is equivalent in use to mineral diesel fuel. The chemical industry produces biodiesel by transesterifying vegetable or animal fats and oils with monohydric alcohols such as methanol or ethanol. Biodiesel mixes with conventional diesel in any ratio. Many countries therefore use biodiesel as a blending component for conventional diesel fuel. The quality of FAME is known to depend on the properties of the feedstock used. Storage stability for FAME is challenging, the product being subject to aging and decomposition during storage. Ester type biodiesel may promote microbial growth. This requires a very good cleaning and maintenance of tanks and equipment, and makes the market hesitant.
Regulations
Product Specifications
For paraffinic diesel fuels the standards EN 15940, CEN TS 15940 apply. For FAME it is EN 14214 . The standards EN590, ASTM D975, World-wide Fuel Charter (Category 4) define the contents of fossil fuel.
Latest regulations regarding use as IWT fuel
The regulations applicable for inland vessels are under the ES-TRIN /NRMM/RED regime:
Passenger Vessels
No specific requirements with regard to HVO100 or FAME. For XTL, depending on the actual product and its properties, special requirements for low-flashpoint fuels (< 55° C) may be applicable.
ADN
Latest regulations regarding use as maritime fuel
The regulations applicable for coastal vessels are given by the IMO:
The REGULATION (EU) 2023/1804 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 13 September 2023 on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU is applicable for the infrastructure development for all modes of transport.
Engine Regulations for Coastal Vessels
LR: „ The use of liquid biofuels is not considered an engine fuel type defining parameter as per Ch1, 1.3 Definition of engine type 1.3.1 (e) of Lloyd’s Registers Type Approval System – Test Specification Number 4, Type Testing of Reciprocating Internal Combustion Engines and Associated Ancillary Equipment. However, the details of any changes to IC engines together with any changes to fuel tank arrangements, fuel piping systems, or machinery and equipment that may be required as a result of the use of particular biofuels, or biofuel blends, together with documentation detailing the implementation plan identified under Ch 2, 1 Safety 1.2.2 and detailed further under Ch 4, 2 Implementation plan, are to be submitted for review.
As required by Pt 5, Ch 2, 11.4.6 of the Rules and Regulations for the Classification of Ships, IC engines are to undergo shipboard trials to demonstrate their suitability to burn residual fuels or ‘other special fuels’. For maintenance of Class, biofuel operation is to be satisfactorily demonstrated to the attending Surveyor. See also Ch 3, 4 Internal combustion engines, boilers and gas turbines 4.5 and Ch 4, 3 Shipboard trials and emissions measurements. “
Special Safety & Other Requirements
It is not recommended to store more than 7% blend of FAME in XTL or HVO. There is a risk for precipitation of impurities if FAME is mixed with low aromatic or aromatic-free fuel. Precipitation may take place even at temperatures higher than cloud point of the blend.
XTL fuels may have a lower flashpoint than 60°C. As such, the IMO IGF Code code could be mandatory, depending on the specified flashpoint of the product. Some HVO fuels, without additional cold flow processing, may exhibit poorer cold flow properties than MGO. XTL fuels and HVO have similar properties as fossil diesel with respect to miscibility, contaminants, material compatibility, chemically and high oxidation stability.
It is recommendable to ascertain the condition of the gaskets and seals of all components of the fuel supply system prior to switching from diesel to HVO 100. In practice, it has been observed that there is a certain risk of leakages due to the density difference between HVO and diesel . It is recommended that the condition of the gaskets and sealings be assessed on a regular basis following the commencement of operating with HVO.
This assessment should be carried out in view of the possibility of accelerated embrittlement of the aforementioned components, which could result from the lack of aromatics in HVO. In case of FAME, cold temperatures can cause fuel degradation, clogging and reduced flow capabilities. Cold flow properties differ among biodiesels, with the cloud point for B100, for instance, ranging from -5 to 20°C. Typically they have a lower tolerance to cold temperatures than fossil diesel.
FAME is more contamination-sensitive than MGO. In order to maintain the fuel quality introduction of water, oxygen, dirt, and rust needs to be prevented. Exposure to water can facilitate for microbial growth and/or hydrolysis which may cause corrosion and formation of sediments.
FAME (B100) compatible materials are carbon steel, aluminium, stainless steel, Teflon, Viton, Nylon, fluorocarbon, carbon filled acetal, fibreglass. Not recommended materials for biofuels (B100) are copper, bronze, brass, zinc, lead, tin, galvanized metal, nitrile rubber, butadiene, Hypalon, natural rubber, neoprene, Polypropylene, Polyurethane, Polyethylene.
Bunkering & Infrastructure
The drop-in fuels are bunkered nowadays mostly via truck. Some bunkering companies offer them also from their bunker vessels.
Deployment Examples
Source: via donau
Vessel type | Push boat
ENI | 04814100
Vessel Size | 22.15 m × 5.6 m
Year Built | 2023
Propulsion | 2x 259 kW
Contact
DST
+49 203 99369 0
www.dst-org.de
Igor Bačkalov
+49-203-99369-27
backalov@dst-org.de
Benjamin Friedhoff
+49-203-99369-29
friedhoff@dst-org.de
Argo-Anleg GmbH (DE)
FPS – Future Proof Shipping (NL)
Mercurius Shipbuilding BV (NL)
ZES – Zero Emission Services (NL)
Compagnie Fluviale de Transport (FR)
Sogestran (FR)
Koedood Diesel Service BV (NL)
CMB – Revolve Technologies Ltd. (UK)
SPB – Stichting Projecten Binnenvaart (NL)
Scandinaos AB (SE)
MARIN – Maritime Research Institute Netherlands (NL)
viadonau – Österreichische Wasserstraßen-GmbH (AT)
TTS – Transport Trade Services GmbH (AT)
ZT Büro Anzböck Richard (AT)
EUFRAK – Euroconsults Berlin GmbH (DE)
CRS – Hrvatski Registar Brodova (HR)
OST – Ostschweizer Fachhochschule (CH)
Project Coordinator
DST - Development Centre for Ship Technology and Transport Systems
Partners
Disclaimer
The content of the publication herein is the sole responsibility of the publishers and it does not necessarily represent the views expressed by the European Commission or its services. While the information contained in the document is believed to be accurate, the author(s) or any other participant in the SYNERGETICS consortium make no warranty of any kind with regard to this material including, but not limited to the implied warranties of merchantability and fitness for a particular purpose. Neither the SYNERGETICS Consortium nor any of its members, their officers, employees or agents shall be responsible or liable in negligence or otherwise howsoever in respect of any inaccuracy or omission herein.
