bunkers go “green”

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BUNKERS GO “GREEN”Alternative Marine Fuels

Cathie Johnston

Intertek Oil , Chemical and Agri

total customer focus

2Bio Diesel Training Summary, January 2008

Alternative Fuels for Ships

• Innovative and emerging energy alternatives for the marine industry

• There have been significant changes in the complexity and chemical composition of diesel fuel and HFO over the last two decades due to environmental regulations and economics of fuel.

“The use of Vegetable oils (Bio Diesel) for engines may seem insignificant today but such oils may become in the course of time as important as Petroleum and Coal tar products of the present time" - Rudolf Diesel , 1912


BUNKERS: “Motion Lotion for the Ocean”

• For any alternative fuel to find a place in the marine market ships will have to ADAPT it’s STORAGE, HANDLING and COMBUSTION requirements


Earthrace – New Zealand Powerboatpowered by B100Circumvented the globe in 75 days( only 12 refueling stops)


BIOFUELS and NATURAL GAS

• Bio-fuels and Natural Gas are being established

as the preferred alternative fuels for large ships.

• Pleasure craft and small commercial craft ( such as ferries) are utilizing bio-diesel as B100 but more likely to use blends from 2% to 80%.

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Biodiesel: What is it?

A clean burning, oxygenated diesel fuel made from vegetable oils or animal fats

Biodiesel: How is it made?

By reacting alcohol with natural fats, oils or greases through a conventional chemical process known as transesterification.

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Raw MaterialsNatural Fats & OilsSoybeanRapeseedCottonseedTallow / Poultry Yellow Grease

+ AlcoholMethanolEthanol

+ CatalystSodium hydroxidePotassium hydroxideSodium Methoxide

End Products

Methyl Ester (a.k.a. biodiesel)Glycerine

=


Commercial Refining and Delivery


Biodiesel Plants Under Construction and ExpansionBiodiesel Plants Under Construction and Expansion


Bio-Diesel “HomeBrew”FROM THE FRYER TO THE FUEL TANK


FuelFuel QualityQuality

““cradle”cradle” ““grave”grave”

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Biodiesel: How is it used?

As pure (100%) = B100

As a blend with petroleum diesel (20%) = B20

In low levels (1% - 5%) = B1 – B5

Any blend concentration requested = B1 – B99

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Biodiesel: Key Benefits

Significantly reduces emissions

Reduced dependency on foreign oil

Significantly reduces carcinogenic pollutants

B20 significantly reduces visible emissions

At B2 increases lubricity by up to 60%

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Biodiesel: Financial Impact?

Biodiesel is less costly than other alternative fuel options!

0

20

40

60

80

Total Cost, cents/mile

Diesel B20 CNG/Diesel Methanol

*Michael Wetzstein of the University of Georgia concluded that biodiesel is the most cost effective alternative fuel when considered on a cost per mile basis, considering factors like fuel economy, maintenance, engine rebuild mileage, and fueling infrastructure.


QUALITY CONTROL TESTING

Quality Control Testing Importance

Quality Control Standards-ASTM D6751

Other Analytical Methods Applicable to

Biodiesel

Production Level Quality Control

3rd Party C of A Support

Questions & Discussion


DRIVING FORCES - REGULATORY

• Shipping contributes approximately 6 to 8% of the world’s petroleum consumption

• In the USA regulation now require reduction of nitrogen oxides (NOx) and sulfur oxides (Sox) as well as the restriction of particulate matter.


ASTM D6751-07b Standard Specification for Biodiesel Fuel Blend Stock (B100) for Middle Distillate Fuels

Property Unit Limits Test Method

Grade S15 Grade S500

Workmanship - Visually free of undissolved water, sediment and suspended matter

Kinematic Viscosity @ 40°C mm2/s 1.9-6.0 1.9-6.0 D 445

Flash Point (closed cup) °C 93 min 93 min D 93

Sulfur % mass 0.0015 max 0.0500 max D 5453

Carbon Residue % mass 0.050 max 0.050 max D 4530

Cetane Number 47 min 47 min D 613

Sulfated Ash Content % mass 0.020 max 0.020 max D 874

Water and sediment % volume 0.050 max 0.050 max D 2709

Copper Strip Corrosion No. 3 max No. 3 max D 130

Oxidation Stability hours 3 min 3 min EN 14112

Acid Number mg KOH/g 0.50 max 0.50 max D 664

Alcohol Content

One of the following must be met:

1. Methanol Content % volume 0.2 max 0.2 max EN 14110

2. Flash Point °C 130 min 130 min D 93

Free Glycerin % mass 0.020 max 0.020 max D 6584

Total Glycerin % mass 0.240 max 0.240 max D 6584

Sodium and Potassium, combined ppm (ug/g) 5 max 5 max EN 14538

Calcium and Magnesium, combined ppm (ug/g) 5 max 5 max EN 14538

Phosphorus Content % mass 0.001 max 0.001 max D 4951

Cloud Point °C Report Report D 2500

Oxidation Stability hours 3 min 3 min EN 14112

Distillation Temperature, AET, 90% Recovered °C 360 max 360 max D1160


EN 14214 Automotive Fuels -- FAME for Diesel Engines -- Requirements and Test Methods

Property Unit Limits Test Method

Minimum Maximum

Ester Content % (m/m) 96.5 EN 14103

Density @ 15°C kg/m3 860 900 EN ISO 3675 // EN ISO 12185

Viscosity @ 40°C mm2/s 3.50 5.00 EN ISO 3104

Flash Point °C 120 prEN ISO 3679

Sulfur Content mg/kg 10.0 prEN ISO 20846 // prEN ISO 20884

Carbon Residue (on 10% Distillation Residue) % (m/m) 0.30 EN ISO 10370

Cetane Number 51.0 EN ISO 5165

Sulfated Ash Content % (m/m) 0.02 ISO 3987

Water Content mg/kg 500 EN ISO 12937

Total Contamination mg/kg 24 EN 12662

Copper Strip Corrosion (3h @ 50°C) rating class 1 EN ISO 2160

Oxidation Stability, 110°C hours 6.0 EN 14112

Acid Value mg KOH/g 0.50 EN 14104

Iodine Value g iodine/100 g 120 EN 14111

Linolenic Acid Methyl Ester % (m/m) 12.0 EN 14103

Polyunsaturated (>= 4 double bonds) methyl esters % (m/m) 1

Methanol Content % (m/m) 0.20 EN 14110

Monoglyceride Content % (m/m) 0.80 EN 14105

Diglyceride Content % (m/m) 0.20 EN 14105

Triglyceride Content % (m/m) 0.20 EN 14105

Free Glycerol % (m/m) 0.02 EN 14105 // EN 14106

Total Glycerol % (m/m) 0.25 EN 14105

Group I Metals (Na+K) mg/kg 5.0 EN 14108 // EN 14109

Group II Metals (Ca+Mg) mg/kg 5.0 prEN 14538

Phosphorus Content mg/kg 10.0 EN 14107

CFPP °C +5 to -44 EN 116


Lubricity StudyLubricity Study

Lubricity Improvement

0100200300400500600700

ULSD alo

ne

Additiv

e #1

Additiv

e #2

1% B

iodiese

l

2% B

iodiese

l

5% B

iodiese

l

HF

FR

Ave

rag

e S

ca

r (u

m)

ASTM standard (520)

EMA standard (460)

This study compared the lubricities of ULSD/biodiesel blends with additized ULSD


DRIVING FORCES - ECONOMICS

• Bunkers account for almost 70%+ of a ships operating costs

• Escalating fuel prices has obviously reduced profit margins for ship operators.

• However, are alternative fuels cost effective?• Biodiesel is potentially viable due to decreasing margins in crude

oil vs. vegetable oil

• LNG still experiences wide fluctuations in price


DRIVING FORCES – OTHER

• GLOBAL WARMING – Need to reduce CO2 ( now approx 400 ppm and increasing by 37% each year

• NATIONAL SECURITY – cross order dependencies on energy sources

• Unsustainable fossil fuel supply? Depletion is predicted by some in as little as 50 to 70 years


Limiting Factors

• SUPPLY

• MACHINERY DESIGN

• INFRASTRUCTURE/BULK STORAGE FACILITIES

• AWARENESS AND EDUCATION


BIOFUELS – biogas,biodiesel,bioethanol

• Best for marine applications is BIODIESEL in the form of FATTY ACID METHYL ESTER made from soya bean oil

rapeseed oil

palm oil

Jatropha Curcas 8


Biodiesel PROS

• B100 eliminates Sox

• Blends well with petroleum diesel

• High Cetane number and thus good ignition quality

• High flash point

• Can fully degrade in 28 days

• Even at 2% blend lubricity is restored to ULSD

• Can be used with few modification although some material compatibility issues

• Specification exists for B100 – ASTM d 6751

• And N14124

• Specs for blends – only European EN590 for up to 5% blend


Biodiesel Cons

• 10% less energy – example: On a 20% blend there is a 2% energy decrease compared to petroleum diesel

• Can only be stored for up to 6 months

• High CFPP and Pour point

• Hydrophilic

• Solvent characteristics degrade rubber fittings and incompatible with Cu/brass/Sn/Zn.


Natural Gas

• In the form of LNG or CNG

• Used primarily in ferries and LNG carriers


Natural Gas -Pros

• Negligible Sox emissions

• Low carbon content , thus less CO2 per unit

• Low NOx

• Low particulate emissions

• Can be used in dual fuel

• Diesel engines


Natural Gas- Cons

• Higher ignition temperature than diesel. More difficult to auto-ignite

• Use in diesel engines is limited to dual fuel engines

• Safety and storage concerns

• Energy content per unit volume relatively low in CNG form ( about 3 times lower than LNG.

• Thus, requires a a large storage volume


Hydrogen – Pros and Cons

• No current infrastructure, so availability limited

• High storage costs

• Climate impact studies may not be favorable

• Probably will not be considered as a maritime fuel until at least 2050 or later


Emulsions H20-HC

• Studies indicate that water in emulsified fuel improves the combustion process by lowering the combustion temperature.

• Energy efficiency improved

• Low NOx

• Lower particulate formation


Propulsion and Auxiliary

• Diesel

• Gas Turbine

• Dual Fuel Engines


Contact :

Cathie Johnston

[email protected]

(864)-884-3000

mailto:[email protected]

bunkers go “green”

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