Mikkel Navarro Hansen

DECARBONIZATION DIGITALIZATION Strategies for meeting upcoming decarbonization targets Driven by EU regulations and IMO goals, the maritime industry is maintaining course for decarbonization but making slow headway towards an alternative-fuelled fleet. DNV’s latest Maritime Forecast to 2050 report confirms our previous finding that carbon-neutral fuels will remain expensive and in limited supply for the near future. It recommends more realistic decarbonization measures for shipping over the next decade. 23 September, 2024 “Maritime’s strategic focus for decarbonization in the short to medium term should be on operational and technical solutions to improve energy efficiency and otherwise reduce greenhouse gas emissions,” says Eirik Ovrum, Maritime Principal Consultant at DNV and lead author of the report. “Maritime Forecast to 2050 evaluates the decarbonization challenges and the toolbox of technologies for designing and retrofitting ships to future-proof them.” Shipping cannot meet 2030 targets by using carbon-neutral fuels The destination and waypoints for shipping’s energy transition are set by the IMO goals: a 20% emissions reduction by 2030, a 70% reduction by 2040, and full-scale decarbonization by or around 2050, all compared with 2008 levels. Alternative fuel uptake in the world fleet in number of ships (upper) and gross tonnage (lower), as of June 2024 Adding insight into how much carbon-neutral fuels can drive the transition to 2030 and beyond, Maritime Forecast to 2050 assesses their existing and planned production. Factoring in the probability of plans becoming reality, it estimates potential “High” and “Low” levels of fuel output for each year. Estimated supply of carbon-neutral fuels to all sectors The report estimates the cumulative capacity of ongoing or announced carbon-neutral fuel production capacities for 2030 to be 44 to 63 million tonnes of oil equivalent (Mtoe). Maritime demand in 2030 is forecasted at 7 to 48 Mtoe. Depending on the actual demands, shipping would need 10 to 100% of the actual available carbon-neutral fuels to reach IMO targets. “'But our modelling results show it will be tough for shipping to source its needs if production follows the ‘Low’ trajectory. Even if production is ‘High’, other decarbonizing industries such as aviation and road transport will compete for these fuels.” Relevance of feedstocks and carbon-neutral fuel types for different sectors A role for on-board carbon capture On-board carbon capture (OCC) is attracting interest because it could delay the need for carbon-neutral fuels by removing carbon dioxide (CO2) from conventional fuels and technologies. https://lnkd.in/daCBkTWQ

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For me personally it has been a real eye-opener to see the actual levels of methane slip emitted during non-optimal operations on LNG. In many cases the negative GHG impact far exceeds the benefit of LNG as a fuel, but it does not have to be that way if good data is used to manage operations. This product evolved with progressive owners who wanted to understand the actual impact of methane slip in order to make better informed newbuilding decisions, and simply put to stop burning LNG during engine loads where the GHG impact suffers negatively. This problem is not going away, and legislators will catch up, so it is nice to see part of the industry taking a lead. #methaneslip #ghgemissions #decarbonisation

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Tempest in a teapot: FuelEU Maritime and LNG calculations revisited - DG MOVE's math causes grey hair to decarb analysts End of last year we quested for the right answer for the GWP values to be used in the FuelEU Maritime CI calculations for LNG, and especially for the medium speed engines that have been on the verge of being just below or over the first, 2025 FEM CI target 89.3 gCO2e/MJ. (check links to the old postings about this topic from the comments). We ended up having the CI of LNG with these engines higher than the target, 91.025 gCO2e/MJ. Within the small circles of those analysts and decarb managers of shipping companies and related service providers is now a buzz because of calculation examples DG MOVE presented in a webinar couple months back. They included a scenario with: DF LNG vessel with "high speed engine" that has 3.1% slip (engine type that does not exist IRL, but probably referring to medium speed engine) consuming 20000 tons of LNG on intra-EU voyages, and 2200 MDO as a pilot fuel. Their example ends up to CI of 86,37 gCO2e/MJ, which is clearly below the target of 2025. What we get is 90.99 gCO2e/MJ, while our calculation for the pure LNG with GWP 28 for methane is 91.03 gCO2e/MJ. This would lead to ab. 1 MEUR penalties for the vessel and not surplus like in the DG MOVE example case. While discussing the same with the various other analysts, we share the confusion about the example result. I know several persons have contacted DG MOVE to ask some clarifications for the example but with little success. It is naturally a bit uncomfortable that while we have 6 months until the regulation starts, and the first planning deadline very close, we get so confusing numbers directly "from the source" and it would be extremely important to get clarification for these results, while those will have significant impact for the FEM plans of many. For supporting this clarity, I'll share in the comments the calculus our AHTI Climate mathematicians did for calculating the "pure" LNG CI calculations and if anyone has any comments about the methodology, it would be really nice to hear your thoughts about this. #fueleumaritime #shipemissionwarrior #dgmove

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Shedding morr light into the aspects of Onboard Carbon Capture

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We would like to congratulate the team and especially Anna Lunde Hermansson, our project partner from Chalmers University of Technology on the publication of the paper "Strong economic incentives of ship scrubbers promoting pollution," in Nature Sustainability. This paper represents an important milestone for the EMERGE EU Project, highlighting that a significant portion of the global scrubber fleet has already reached the break-even point with their investments, and that shipowners are profiting from the use of scrubbers while causing harm to the marine environment. Below some highlights: ·       A majority of the scrubber fleet had reached break even (recouped their investment) by the end of 2022 ·       By the end of 2022, the scrubber fleet surplus amounted to €4.7 billion. ·       Within five years after installation, more than 95% of the ships with the most common scrubber systems had reached ·       Between the years 2014 and 2022, scrubber water discharges have resulted in cost of over €680 million due to marine ecotoxicity in the Baltic Sea area  ·       There is a conflict of interest where private economic interests come at the expense of the marine environment Read full paper here: https://rdcu.be/dHhIP

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Gasum, a prominent figure in the Nordic gas sector and energy market, announces the successful completion of its inaugural ship-to-ship LNG bunker deliveries in Travemünde, Germany, on April 29th and 30th, 2024. This milestone represents a significant advancement in sustainable bunkering operations within the region. During the two-day operation, Gasum facilitated the smooth delivery of 700 metric tons of LNG via its long-term chartered LNG bunker vessel, MT Coralius. The LNG bunker fuel was supplied to the sister vessels MV Baltic Enabler and MV Botnia Enabler, both owned by shipping company Wallenius Sol AB. These transactions represent the first-ever LNG bunker deliveries in the port of Travemünde, underscoring Gasum’s commitment to pioneering cleaner energy solutions in maritime transportation. “The success of our endeavor was made possible through a collaborative effort involving WALLENIUS SOL, Gasum’s Maritime and Logistics Teams, Sirius Shipping AB, the Port of Lübeck, Sartori & Berger, and BowWave Consulting GmbH. Their coordinated approach and dedication to innovation laid the groundwork for the seamless execution of the operation.” #bunkering #energy #shipping #marine #maritime #petroleum #shipowners #decarbonization #digitalization #energytransition #oilandgas #cleanenergy #carboncapture #ports #greenenergy #greenshipping #netzero #sustainability #bunkermarket #europe #usa #uk #canada #uae #netherlands #denmark #norway #sweden #finland #singapore #germany #travemünde #lübeck #portoflübeck #gasum #gasumlng #gasumbunkering #lngbunkering #walleniussol https://lnkd.in/deYVbbaw

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The EU-funded ShipFC H2020 Project and its partner, Norway-based #shipping firm Eidesvik Offshore ASA, have received an approval from the Norwegian Maritime Authority (NMA) to retrofit a #vessel with an ammonia-powered #fuel cell system. ➡ The partners of this project will retrofit Eidesvik's LNG-fuelled platform supply vessel (PSV), Viking Energy, with an #ammonia fuel system and a large 2MW solid oxide fuel cell (SOFC) system. ➡ The modifications will allow the #vessel to sail longer distances without greenhouse gas (GHG) emissions. 💡 Ammonia-powered fuel cells can help decarbonise smaller vessels and boats, but they have not yet achieved the technological breakthrough needed to power large ocean-going vessels. Read more on ENGINE 👉 https://lnkd.in/gggJqHhs #ammonia #ammoniafuelcell #ammoniapowered #fuelcellsystem #shipping #maritime #vessel #alternativeenergy #alternativefuel #decarbonization #news #ghg #ghgemissions

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