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ARAVIND PAUL DANIEL SAMS COLLEGE PANAPAKKAM

ALTERNATE FUELS
This presentation contains views on alternative fuels for ships. The aim is to look at which new fuels show potential for ship use and what the technical and economical feasibility is of their introduction. Introduction What is an alternate fuel? Any fuel that can be used instead of the present day fuels so that they replace these fuels with high and better effeciency , avilable at a affordable rate , which is non pollutant ie ecofriendly , and with a good availablity can be termed as a best alternate fuel. Cleaner fuels are an important instrument for reducing emissions from ships. Natural gas is the cleanest fossil fuel available, and it enables a combustion process resulting in very low NOx emission. Factors governing ALTERNATE FUEL Environment - Emission reduction NOX emissions

 SOX emissions

- The next step will be climate change Greenhouse gases Focus on CO2 emissions Fuel cost
- Increasing oil prices IMO Regulations

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) has approved proposed amendments to the MARPOL Annex VI regulations to reduce harmful emissions from ships. The main changes would see a progressive reduction in sulphur oxide (SOx) emissions from ships, with the global sulphur cap reduced initially to 3.50% (from the current 4.50%, effective from 1 January 2012; then progressively to 0.50 %, effective from 1 January 2020, subject to a feasibility review to be completed no later than 2018. The limits applicable in Sulphur Emission Control Areas (SECAs) would be reduced to 1.00%, beginning on 1 March 2010 (from the current 1.50 %); being further reduced to 0.10 % , effective from 1 January 2015. Progressive reductions in nitrogen oxide (NOx) emissions from marine engines were also agreed, with the most stringent controls on so-called "Tier III" engines, i.e. those installed on ships constructed on or after 1 January 2016, operating in Emission control Areas. The revised Annex VI will allow for an Emission Control Area to be designated for SOx and particulate matter, or NOx, or all three types of emissions from ships, subject to a proposal from a Party or Parties to the Annex which would be considered for adoption by the Organization, if supported by a demonstrated need to prevent, reduce and control one or all three of those emissions from ships. In the current Annex VI, there are two SECAs designated, namely, the Baltic Sea and the North Sea area, which also includes the English Channel. SOx and Particulate Matter (PM) emissions from ships Following intense efforts to find a workable solution on a matter that had been highly controversial and the subject of extensive debate in its air pollution working group, the Committee agreed with a series of progressive standards in the amended regulation 14 Sulphur Oxides (SOx) and Particulate Matter (PM) that would result in significant reduction of SOx and PM emissions from ships. The principal elements are as follows:

 the sulphur limit applicable in Emission Control Areas beginning on 1 March 2010 would be 1.00% (10,000 ppm), reduced from the current 1.50% (15,000 ppm); the global sulphur cap would be reduced to 3.50% (35,000 ppm), from the current 4.50% (45,000 ppm), effective from 1 January 2012; the sulphur limit applicable in Emission Control Areas effective from 1 January 2015 would be 0.10 % (1,000 ppm); the global sulphur cap would be reduced to 0.50% (5,000 ppm) effective from 1 January 2020, subject to a feasibility review to be completed no later than 2018. Should the 2018 review reach a negative conclusion, the effective date would default to 1 January 2025; and introduction of a fuel availability provision under regulation 18 Fuel Oil Availability and Quality that outlines what actions are appropriate should a ship be unable to obtain the fuel necessary to comply with a given requirement under regulation 14. Overview of ship cost strcture with special reference to Bunkering Alternatives to oil The major fuels that can be used instead of oil Bio fuels Hydrogen Solar and wind Sunthetic fuels Natural gas Bio fuels Formation of Bio Fuels Basically: Petro-fuels are made from things that died a long time ago, while bio-fuels are made from things that died recently. Most biofuels are derived from vegetables, but can be made from animals. Vegetable oil is what's most often used in the production of biofuel, and in biodiesel it's processed to remove the thickening glycerin and some other stuff that may be damaging to an engine. Extraction of Bio fuels from various crops Varities of Bio fuels i.e Palm oil, soybeen oil, rapeseed oil,Sunflower oil Recycled cooking oil with reference to their efficiency and ecofriendlyness. Bio disel

What is bio disel? Biodiesel is a processed product made specifically for use in petrodiesel applications. The purpose for biodiesel is two-fold. 1) It sets a standard of quality and viscosity (thickness) that is similar to petrodiesel. The idea being that you can just switch with no ill effects (though it requires some precautions),
Biodiesel burns cleaner than petrodiesel, and since the vegetables used to produce it process CO2 during photosynthesis, the CO2 produced in burning the stuff is negated. Thus, no net greenhouse gas production. In the real world, you're still burning hydrocarbons, and producing nasty soot and such. You are also using all the energy required to grow, process and transport the stuff before you put it in your tank. Plus it requires either new farm land to be cleared, or existing farm land to be used for nonfood crops.

Method of production ,their efficiency with respect to ordinary disels. Challenges for Nox and Sox issues. Hydrogen as marine fuel Source and extraction of Hydrogen Brief introduction of Elecrolyses of water and reforming of fossil fuels. Advantages and disadvantages of using Hydrogen over other fuels. Solar and Wind energy Advantages and disadvantages of using solar and wind energy for small scale use in ship. LNG as marine fuel The idea is to investigate how a LNG system can be efficiently integrated into the design of a large passenger vessel, and to show how the gas will improve the performance of the vessel. Some of the important issues in the design of gas fuelled vessels are the fuel handling system and the location of the LNG tanks. The required storage volume for LNG is much larger than that for diesel of equal energy content. A new location for the LNG tanks has been developed for the LNG cruise ship concept. The tanks are located in the centre of the superstructure, inside the outer row of cabins and in front of the engine casing. The tank compartment forms a logical continuation of the technical areas located inside the centre of the superstructure. The advantage of this location is free access to the open air. This provides for an ultra safe

storage location The LNG cruise ship concept shows that LNG is a very interesting option for cruise ships of the future. It offers significantly lower emission levels that cannot be reached with any other existing technology. The introduction of gaseous fuels calls for some small changes to the ship, but they can be efficiently handled by applying some novel design solutions. Introduction of LNG as a marine fuel is a big step towards a cleaner and more sustainable cruise business. Comparison of fuel prices Exhaust emission Natural gas Vs MDO Sulphur emission is eliminated Particulate matter is close to zero CO2 emission is reduced by 26% NOx is reduced by 80-90%

LNG fuelled ships in operation Availability of LNG in various places Conclusion