Marine Biofuels Introduction The shipping sector consumes more than 330 million tons of fuel per year. Marine fuels are primarily produced from crude oil, with heavy fuel oil (HFO) and marine diesel oil (MDO) being the main fuels used. Higher quality distillate fuels are primarily used in emission control areas (ECAs) and are known as ULSD (Ultra Low Sulfur Diesel). Emission control areas have been created in coastal areas in North America and Europe, and enforce strict limits on SO X , NO X , and particulate matter emissions. To fulfil these, ULSD or other low-polluting fuel alternatives or exhaust gas cleaning systems must be used within ECAs. Marine Engines Modern merchant ships are propelled by two-stroke or four-stroke diesel engines. They use HFO, MDO and LSHFO (low sulfur heavy fuel oil). Spark ignition engines, petrol- or gas-fired, are more commonly used to propel smaller vessels. LNG- fuelled engines are slowly gaining more use, because of their lower CO 2 and sulfur emissions, and also methanol is being introduced, but both are still a small segment of the merchant fleet. Biofuel alternatives Biofuels contain little or no sulfur and could be used in ECAs. Figure 2 shows an overview of biofuel production technologies. Many of these such as FAME (in blends), HVO, FT-Diesel and other renewable diesels can be used in marine diesel engines without major modifications. Methanol, ethanol, and butanol can be used in spark ignition and dual fuel engines. The use of gaseous fuels such as methane and DME also requires adaptations to the engines but is feasible as well. However, in addition to engine modifications, the use of biofuels requires changes regarding on-board storage, and secure bunkering logistic for the fuels at ports. Such logistic Marine engines (working principle) 2-stroke slow speed (Diesel) 4-stroke medium speed (Diesel) Diesel electric Dual fuel (diesel + LNG or methanol) Spark ignition engine (Otto) Gas engine (Otto) Steam turbines Gas turbines is expected to be first introduced for local (port) traffic or two-point traffic by e.g. ferries. The technology readiness levels of the biofuels production processes depicted in Figure 2 vary from low (lab or pilot scale facilities) to high (commercial production of conventional biofuels). While biodiesel (FAME), renewable diesel (HVO) and ethanol are available commercially, the other production technologies are still under development. Figure 1: Ocean-going vessel
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Marine Biofuels
Introduction
The shipping sector consumes more than 330 million
tons of fuel per year. Marine fuels are primarily
produced from crude oil, with heavy fuel oil (HFO) and
marine diesel oil (MDO) being the main fuels used.
Higher quality distillate fuels are primarily used in
emission control areas (ECAs) and are known as
ULSD (Ultra Low Sulfur Diesel).
Emission control areas have been created in coastal
areas in North America and Europe, and enforce strict
limits on SOX, NOX, and particulate matter emissions.
To fulfil these, ULSD or other low-polluting fuel
alternatives or exhaust gas cleaning systems must be
used within ECAs.
Marine Engines
Modern merchant ships are propelled by two-stroke or
four-stroke diesel engines. They use HFO, MDO and
LSHFO (low sulfur heavy fuel oil). Spark ignition
engines, petrol- or gas-fired, are more commonly
used to propel smaller vessels. LNG- fuelled engines
are slowly gaining more use, because of their lower
CO2 and sulfur emissions, and also methanol is being
introduced, but both are still a small segment of the
merchant fleet.
Biofuel alternatives
Biofuels contain little or no sulfur and could be used in
ECAs. Figure 2 shows an overview of biofuel
production technologies. Many of these such as
FAME (in blends), HVO, FT-Diesel and other
renewable diesels can be used in marine diesel
engines without major modifications. Methanol,
ethanol, and butanol can be used in spark ignition and
dual fuel engines. The use of gaseous fuels such as
methane and DME also requires adaptations to the
engines but is feasible as well. However, in addition to
engine modifications, the use of biofuels requires
changes regarding on-board storage, and secure
bunkering logistic for the fuels at ports. Such logistic
Marine engines (working principle)
2-stroke slow speed (Diesel)
4-stroke medium speed (Diesel)
Diesel electric
Dual fuel (diesel + LNG or methanol)
Spark ignition engine (Otto)
Gas engine (Otto)
Steam turbines
Gas turbines
is expected to be first introduced for local (port) traffic
or two-point traffic by e.g. ferries.
The technology readiness levels of the biofuels
production processes depicted in Figure 2 vary from
low (lab or pilot scale facilities) to high (commercial
production of conventional biofuels). While biodiesel
(FAME), renewable diesel (HVO) and ethanol are
available commercially, the other production
technologies are still under development.
Figure 1: Ocean-going vessel
All trademarks, registered designs, copyrights and other proprietary rights of the organizations mentioned within this document are acknowledged. While the
information in this fact sheet is believed to be accurate, neither ETIP members nor the European Commission, accept any responsibility or liability whatsoever
for any errors or omissions herein nor any use to which this information is put. The Secretariat of the ETIP is partly supported under H2020 Grant Agreement
727509. However, the information expressed on this fact sheet should not under any circumstances be regarded as stating an official position of the
Traditional jet fuels are a mix of hydrocarbons, including mostly normal paraffins, iso-paraffins, cycloparaffins and aromatics. They are almost exclusively obtained from the kerosene fraction of crude oil. Two types of fuels are used in commercial aviation: Jet-A and Jet-A1.
Fuel specifications for aviation fuels are very stringent due to critical safety concerns. Also, a high specific energy content is a must, thus advanced liquid (drop-in) biofuels are the only low-CO2 option for substituting kerosene in a short/medium term. Drop-in biofuels are liquid hydrocarbons that are functionally equivalent and as oxygen-free as petroleum-derived transportation fuel blendstocks. Drop-in aviation biofuels have the same properties as the traditional aviation fuels, so they can be blended readily after having passed a stringent certification process ensuring the full compatibility with aircraft and fuel logistics.
Drivers
The International Civil Aviation Organization (ICAO) is a UN agency managing the administration and governance of the Convention of International Civil Aviation. ICAO has made a plan to reduce CO2-emissions and has started CORSIA, the Carbon Offsetting and Reduction Scheme for International Aviation. The goal is to reach carbon-neutral growth of the aviation sector from 2020 onwards. As of 23 August 2017, 72 states, which are representing 87.7% of international aviation activity, voluntarily participate in CORSIA.
A variety of measures shall contribute to the goal of carbon-neutral growth, one of them being the use of aviation biofuels. In the past few years, aviation biofuels have seen tremendous development. Currently, a number of airlines have signed biofuel purchase agreements, three airports provide aviation biofuels and more than 2,500 commercial flights are flown on biofuels.
Sustainable Aviation Fuel Production Pathways
The approval of new aviation fuels is a long-lasting process, requiring large amounts of fuel for testing. So far, five production pathways for alternative aviation fuels have been approved to meet ASTM International standards. These are:
Alcohol to Jet Synthetic Paraffinic Kerosene (ATJ-SPK, up to 30% blend): This biofuel is created from isobutanol which is derived from feedstocks such as sugar, corn or wood. The alcohol is dehydrated to an olefinic gas, oligomerized, hydrogenated and fractionated.
Synthesized iso-paraffins (SIP, up to 10% blend): This biofuel is based on sugars that are converted to a pure paraffin molecule using an advanced fermentation.
Hydro-processed Esters and Fatty Acids Synthetic Paraffinic Kerosene (HEFA-SPK, up to 50% blend): This biofuel is made from vegetable oils and animal fats, which are deoxygenated and hydroprocessed.
Fischer-Tropsch Synthetic Paraffinic Kerosene (FT-SPK, up to 50% blend): This biofuel is based on the gasification of biomass, followed by Fischer-Tropsch synthesis.
Fischer-Tropsch Synthetic Kerosene with Aromatics (FT-SPK with aromatics): Some alkylated benzenes of non-petroleum origin are added to the FT-SPK.
The technical standards would also allow for fuels produced from natural gas and coal, but the aviation industry is clearly aiming for sustainable alternatives. However, the related technologies are still under development and current production capacities are limited.
Sixteen additional pathways are currently under review by ASTM.
Further information
Read further information about aviation biofuels at: http://www.etipbioenergy.eu/value-chains/products-end-use/end-use/air https://www.icao.int/environmental-protection/GFAAF/Pages/default.aspx
Production facilities for aviation
biofuels
ATJ-SPK
Gevo USA, Texas
Corn starch
75,000 gallons/a
Operating since 2011
SIP
Total & Brazil
Amyris Sugars
Operating since 2012
HEFA – SPK
AltAir USA, California
Oils and fats
0.14 billion l/a
Operating since 2015
Neste Finland
(4 facilities at industrial scale)
Oils and fats
Operating since 2013
FT – SPK
Red Rock USA, Oregon
Biofuels Woody biomass
16 million gallons/a total capacity, share of jet fuel is smaller
planned
All trademarks, registered designs, copyrights and other proprietary rights of the organizations mentioned within this document are acknowledged. While the
information in this fact sheet is believed to be accurate, neither ETIP members nor the European Commission, accept any responsibility or liability whatsoever
for any errors or omissions herein nor any use to which this information is put. The Secretariat of the ETIP is partly supported under H2020 Grant Agreement
727509. However, the information expressed on this fact sheet should not under any circumstances be regarded as stating an official position of the
energy production facility that utilizes at least two
different types of energy inputs, one of which is
bioenergy. The term bioenergy RES (renewable
energy source) hybrid can be used, if all energy
inputs are from renewable sources.
Introduction
The increasing production of energy from variable
renewable energy sources leads to an increasing
variation in electricity and heat supply during the
course of the day. As the share of variable energy
supply is projected to increase, there is a need to find
ways to ensure the stability and reliability of energy
supply. Flexible renewable energy technologies can
serve this purpose.
Biomass is an easily storable source of renewable
energy that can be used to bridge temporal
imbalances between energy supply and demand.
Combining bioenergy with other renewable energy
forms (bioenergy RES hybrids) can offer the required
flexibility in energy production, while maintaining GHG
benefits and low costs. A large number of different
combinations is already commercially available.
Currently, the main applications of bioenergy RES
hybrids are domestic heating applications.
Examples of bioenergy RES hybrid technologies are
mentioned in the box on the right side. Some of them
are particularly well suited for certain scales of
operation, such as domestic, residential (several
households), farm and industrial scale. The scale for
each technology is indicated in brackets.
Integration of several energy sources into one
process offers flexibility. It can e.g. increase the
energy self-sufficiency of farms, reduce emissions,
avoid costs for purchasing electricity (especially
during peak hours), allow for optimized dimension of
system components, avoid investment in storage
systems and allow for better waste management.
Figure 1: Schematic example of an integrated bioenergy hybrid,
Jyväskylä Energia, domestic scale
Ongoing developments
Besides the well-established technology combinations
mentioned in the box on the previous page, further
bioenergy RES hybrid concepts are currently under
development. These include the following:
Prosumer integration. A prosumer is someone, who
is both, a producer and a consumer. For example,
private producers of heat could be integrated into the
district heating through a two-way connection. Excess
heat of the prosumer can be provided to the district
heating grid; vice versa, if required, the prosumer can
consume heat from the district heating grid. The
operator of the district heating grid can operate his
own heat production according to resulting demand
and thus save on fuel costs. To achieve this,
optimized control algorithms are needed. The
technical and economical evaluation of such systems
is currently being elaborated.
Biomass-based flexibility options are not only
confined to energy generation, but also include
solutions for electric energy storage. Chemical
storage of electricity through hydrogen into biofuels
and through drying of biomass are discussed as
biomass-based energy storage concepts:
Chemical storage of excess electricity in liquid
transport fuels using the power-to-liquid/biofuel
technology is based on expanding the quantity of
biofuel produced by adding renewable hydrogen
produced through electrolysis from excess electricity.
Biomass is gasified to produce a synthesis gas which
is then mixed with hydrogen from the electrolysis. In
the subsequent methanation, synthetic natural gas is
produced. Other process variations produce
methanol, synthetic gasoline and DME instead of
methane.
Using variable renewable energy to dry solid
biomass is a potential long-term and low-cost form of
energy storage. In practice this is best done in small
units (farm scale). An existing biomass dryer can be
connected to a solar heat collector so that renewable
heat is used for drying. Alternatively, excess waste
heat from a CHP (particularly during summer time)
can be used for drying. Drying the biomass increases
the heating value, the quality of the biomass fuel and
its storability.
RES hybrid facilities
Prosumer Integration
Austria KLIEN/FFG
(Groß- Residential scale
schönau) Implementation of decentralized heat producers into an existing heating grid
Heat pump, biomass boiler (wood chips) and existing solar collector field will be connected to the heating grid
Power-to-liquid
Germany Enertrag hybrid power plant
(Prenzlau) Industrial scale
Conversion of excess wind power into hydrogen as fuel, or for heat & power generation with combined combustion of electrolysis hydrogen and biogas
Biomass drying
Finland VTT
Farm scale
Connection of a solar heat collector installation and an existing biomass dryer for drying wood chips
Solar biomass hybrid
Finland VTT
Industrial scale
Connection of solar heat and a superheater of a solid biomass CHP boiler to increase efficiency and save fuel
All trademarks, registered designs, copyrights and other proprietary rights of the organizations mentioned within this document are acknowledged. While the
information in this fact sheet is believed to be accurate, neither ETIP members nor the European Commission, accept any responsibility or liability whatsoever
for any errors or omissions herein nor any use to which this information is put. The Secretariat of the ETIP is partly supported under H2020 Grant Agreement
727509. However, the information expressed on this fact sheet should not under any circumstances be regarded as stating an official position of the
A combined heat and power (CHP) plant is a facility for the
simultaneous production of thermal and electrical resp.
mechanical energy in one process. As compared to power
plants using solid fuels with efficiencies of 20-45 %, the
overall process efficiency is significantly higher, 80-90 %, as
the otherwise rejected heat is also transferred to consumers.
Biomass CHPs are operated with different kinds of solid-,
gaseous- as well as liquid fuels or residues (Fig. 1).
Biomass feedstocks and technologies
Solid fuels include wood, forestry and forest industry residues,
agricultural and agroindustrial residues and the biological
fraction of wastes. Most solid fuels and some high solids
content liquid industrial wastes (such as molasses and black
liquors) can be directly fired in a combustion unit, producing
heat which then powers a thermodynamic steam or ORC
turbine cycle. State-of-the-art combustion plants are equipped
to meet stringent environmental requirements.
Solid, relatively dry biomass feedstocks can, in particular at
smaller capacity, be gasified by partial combustion to fuel gas.
Wet biomass residues and wastes (sludges, vinasse, manure
etc.) as well as crops and by-products such as molasses can
be processed by anaerobic digestion to a biogas with
methane as the main energy-carrying component. Both fuel
gas and biogas can - after cleaning - be directly used in
internal combustion engines at efficiencies higher than
possible with steam and ORC turbines at smaller capacity,
say < 5 MWel.
Liquid biomass fuels, e.g. biodiesel from rape seed or ethanol
from sugar and starch crops, are rarely used as a base-load
fuel in stationary applications for cost reasons. However, a
wide spectrum of solid and liquid industrial by-products and
residues – bark, bagasse, black liquor, molasses, stillage,
vinasse, and others – are used as fuel in CHP installations in
scales from 1 to well over 100 MWel in magnitude.
The most relevant paths of biomass feedstocks to heat and
power are shown in Fig. 1.
Applications
Applications range from small scale generation e.g. on a farm-
scale up to large facilities for industrial sites or city district
heating grids, and depending on the application different
technologies are being used. Typical electric capacities for
various applications are listed in Table 1.
Table 1: biomass CHP applications and preferred technologies
in different power ranges
power range application preferred technology
50 kWel - 1 MWel multiple dwelling
hotels
local heating grids
anaerobic digestion or thermal gasification with internal combustion engines or ORC turbines and steam engines.
1 - 10 MWel hospitals
commercial enterprises
regional heating grids
ORC plants (< 6 MWel)
steam engines
steam turbines
10 - 30 MWel district heating grids industrial site
steam turbines
50 - 300 MWel district heating grids
industrial sites, powerplants
steam turbines biomass alone or co-firing in retrofitted fossil fuels plants
Fig. 1: most relevant paths of biomass feedstocks to CHP
chemical conversion
ethanol bio-
diesel
solid fuel upgrading
standard
wood chips
pellets
briquettes
anaerobic digestion
biogas
thermal gasification
product
gas
externally heated thermodynamic cycles
steam
engine
steam
turbine
ORC
turbine
Stirling
engine
hot air
turbine
heat power
thermo-electric
generator
combustion
industry food industry
solid
residues
liquid
residues
internal combustion
engines
gas
turbine
piston
engine
biomass feedstocks for CHP
wood lignocelulose proteins, fats, oils
carbohydrates
crops, fruits,
grasses, straw
All trademarks, registered designs, copyrights and other proprietary rights of the organizations mentioned within this document are acknowledged. While
the information in this fact sheet is believed to be accurate, neither ETIP members nor the European Commission, accept any responsibility or liability
whatsoever for any errors or omissions herein nor any use to which this information is put. The Secretariat of the ETIP is partly supported under FP7 Grant
Agreement 609607. However, the information expressed on this fact sheet should not under any circumstances be regarded as stating an official position of
All trademarks, registered designs, copyrights and other proprietary rights of the organizations mentioned within this document are acknowledged. While the
information in this fact sheet is believed to be accurate, neither ETIP members nor the European Commission, accept any responsibility or liability whatsoever
for any errors or omissions herein nor any use to which this information is put. The Secretariat of the ETIP is partly supported under H2020 Grant Agreement
727509. However, the information expressed on this fact sheet should not under any circumstances be regarded as stating an official position of the