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1、CONTENTINTRODUCTION STANDARDS FOR SOLAS COMPLIANT BIOFUELSVEGETABLE OIL AND ANIMAL FAT-BASED BIOFUELSSOLID BIOMASS BASED BIOFUELSCONSIDERATIONS FOR THE BIOFUEL SUPPLY EQUIPMENT GENERAL SAFETY ISSUES RELATED TO USE ONBOARDHOW TO MITIGATE THESE RISKSCONCLUTIONSINTRODUCTIONBiofuel is a term used for en

2、ergy that is made from processing recently createdorganic material from non-fossil sources.It can be solid,liquid or gaseous andderived from feedstock biomass such as plant material,algae,vegetable oils or fatsfrom animal waste.Feedstocks are also typically sourced from industrial andmunicipal waste

3、 streams.Clarksons predicts that around two-thirds of existing ships are unlikely to beretrofitted for future fuels due to economic constraints.For these conventionallyfuelled ships that are too old and unfit for investment in retrofitting to use fuels likeLNG,methanol,and ammonia,SOLAS compliant bi

4、ofuels provide an opportunityto meet carbon reduction targets with minimal capex requirements.Marine biofuels are a crucial component in the transition towards a moresustainable and environmentally friendly maritime industry,and are gaining tractionfor several reasons:Being low in sulphur and carbon

5、 emissions,biofuels help shipping companiesmeet the International Maritime Organization(IMO)regulations.Biofuels are produced from renewable resources like agricultural waste,forestryresidues,and even algae,making them a sustainable alternative.By diversifying the energy sources used in shipping,bio

6、fuels can enhance energysecurity and reduce dependence on oil imports.sources:marine- FOR SOLAS COMPLIANTBIOFUELSWhile methanol,ethanol and biogascan also,technically,fit in the Biofuelcategory,they are not SOLAS(Chapter II 2)compliant fuels andinstead fall under the IMOs IGF codefor low flash point

7、 fuels.In this white paper,the biofueloptions that fit the followingrequirements are looked at:Minimum flash point 60C and liquidfuels(liquid in normal conditions).An assesment of the quality of asupplied fuel may be divided in tocategories as on the right:STATUTORY REQUIREMENTS:SOLAS Chapter II-2 a

8、nd Regulations14 and 18.3 of MARPOL Annex VIinclude mandatory requirementsfor parameters such as flashpointand sulphur content,as well asmandatory general provisions forfuel oil quality and safety.Verification of compliance withthese requirements falls within the jurisdiction of the Port State inwhi

9、ch the suppliers are registered.GENERAL REQUIREMENTS:Apart from the statutory anddefined limits,the fuel oil suppliedmust be acceptable for use andshould not contain harmful ordamaging materials inconcentrations that may causedamage as defined in Clause 5 ofISO 8217 and Regulation 18.3 ofMARPOL Anne

10、x VI.Clause 5 of ISO 8217 differs in eachedition(2024 being the current)butin general terms it requires the fueldelivered to be a homogenousblend and free from materials thatcould cause harm to an engine orpeople.Similar requirements are alsoincluded in Regulation 18.3.1 of theMARPOL Annex VI,which

11、statesthat:The fuel oil shall not include anyadded substance or chemicalwaste which either:(a)jeopardises the safety of shipsor adversely affects theperformance of the machinery;or (b)is harmful to personnel;or (c)contributes overall to additionalair pollution.SOLAS Chapter II-2 and Regulations 14 a

12、nd 18.3 of MARPOL Annex VIRAW VEGETABLE OILSRaw vegetable oils are extracted directly from oil-bearing plants such assoybeans,rapeseed,palm,and sunflower.The extraction process typicallyinvolves mechanical pressing or solvent extraction,followed by refining toremove impurities.Properties:Viscosity:H

13、igh viscosity,typically around 30-40 cSt at 40CDensity:Ranges from 0.91 to 0.93 g/cm at 15C.Lower Heating Value(LHV):Approximately 37-39 MJ/kg.Due to their high viscosity,raw vegetable oils can be used in marine dieselengines with pre-heaters in the fuel supply unit,or after being blended withlower

14、viscosity fuels.Some considerations on acidity induced corrosion,elastomer compatibility and microbial growth induced corrosion apply andmay affect material selections case by case.VEGETABLE OIL AND ANIMAL FAT-BASEDBIOFUELSVEGETABLE OIL AND ANIMAL FAT-BASEDBIOFUELSHYDROTREATED VEGETABLE OIL(HVO)HVO

15、is produced by hydrotreating vegetable oils or animal fats.This processinvolves reacting the oil with hydrogen under high pressure,breaking down thetriglycerides into hydrocarbons,which are similar to those in conventional diesel.Properties:Viscosity:Much lower than raw vegetable oils,typically arou

16、nd 2-4 cSt at 40C.Density:Ranges from 0.78 to 0.82 g/cm at 15C,which is slightly lower thanconventional diesel.Lower Heating Value(LHV):Around 43-44 MJ/kg,similar to fossil diesel.EN15940 is the standard that describes the requirements and test methods forSOLAS compliant HVO.HVO can generally be use

17、d as a direct replacement for diesel in conventionalengines without modifications.It offers good cold-flow properties and even highercetane numbers than conventional diesel,making it a high-quality alternative fuel.However,due to the relative high cost of hydrotreating,HVO is a more expensivefuel op

18、tion than other SOLAS compliant biofuels.VEGETABLE OIL AND ANIMAL FAT-BASEDBIOFUELSFATTY ACID METHYL ESTER(FAME)FAME is produced by transesterification of vegetable oils or animal fats withmethanol in the presence of a catalyst.This process converts triglycerides intomethyl esters and glycerin.Prope

19、rties:Viscosity:Typically around 4-6 cSt at 40C,slightly higher than conventionaldiesel but much lower than raw vegetable oils.Density:Ranges from 0.86 to 0.89 g/cm at 15C.Lower Heating Value(LHV):Around 37-40 MJ/kg,which is slightly lower thanfossil diesel due to the presence of oxygen in the molec

20、ular structure.EN14214 is the standard that describes the requirements and test methodsfor SOLAS compliant FAME,the most common type of biodiesel.FAME is commonly used as biodiesel,either in pure form(B100)or blended withfossil diesel(e.g.,B20,B30).Also,the ISO 8217:2024 fuel standard includes FAMEf

21、uels(DF)up to 100%instead of the 7%of the old 2017 revision of the standard.FAME is compatible with most diesel engines but will require materialcompatibility considerations,especially concerning elastomers and seals.1.32 USD/ton/Neste investor market data(renewable diesels)EMULSION BASED FUELSEmuls

22、ions of different biofeeds provide the option to match thecombustion parameters of the emulsion to a near drop-in replacementfuel by adjusting the relative concentrations of the feeds.These emulsion fuels will provide the option to use glycerins,sugars,vegetable oils and/or FAME as feedstocks for ex

23、ample.Reaching stableemulsion requires specific emulsification processes and additives.Full scale sea trials are ongoing for emulsion based fuels in 2025.Trials areongoing for both HFO as well as glycerine based options.Significantsavings can be achieved with emulsion based fuels.One viable option o

24、f emulsion based fuels is bioMSAR,which containswaste-based glycerine helping to reduce CO emissions significantlycompared to HFO.SOLID BIOMASS BASED BIOFUELSHYDROTREATED PYROLYSIS OIL(HDPO)Pyrolysis oil is produced through the thermal processing of solid biomassfeedstocks.By further refining it wit

25、h catalytic and hydrotreating processes,these pyrolysis oils can be close to drop-in replacement fuels.Theseadditional refining steps are being studied at the moment and HDPO mightbecome a cost-efficient biofuel option in the future.F-T BIODIESELSF-T biodiesel is produced through gasification and di

26、recting the syngas toFischer-Tropsch catalytic converter.In this process,a variety ofhydrocarbons are produced and some of them can be refined to marinefuels.However,F-T biodiesels are not widely used yet due to the complexityof the production process,high cost and low availability.CONSIDERATIONS FO

27、R BIOFUEL SUPPLYEQUIPMENTThe supply equipment of these SOLAS-compliant fuels is similar to those forconventional marine fuels,however some considerations must be given to thespecific nature of the biofuel options that the equipment shall be able to handle.Equipment can be retrofitted to existing ves

28、sels either by modifying the existingfuel supply system or by installing a new biofuel handling unit to work in parallel.HEATERSAs with conventional residual fuels,the suitable injection viscosity must be reachedat the consumers.For this purpose,fuel heaters in the booster circulation may beneeded.T

29、his is rather common for raw vegetable oils(and their blends with MGO)and pyrolysis-based biofuels due to their relatively high viscosities.Special consideration needs to be given to the surface power and maximumsurface temperatures in heaters to minimise the risk of coking,denaturation in theform o

30、f HT-water heating and/or low surface power electric heating with capacitycontrol.There is also the possibility to use water-based emulsions to reduceemissions but,with water in the fuel,it is essential to use low surface power heatersolutions.CONSIDERATIONS FOR BIOFUEL SUPPLYEQUIPMENTCOOLERSSimilar

31、 to conventional distillate fuels,the minimum injection viscosity must be reached at theconsumers and remain below the flash point of the fuel.For these purposes fuel coolers may beneeded for biofuels.While raw vegetable oils and their high concentration mixtures with MGO generally do not requirecoo

32、ling,the processed ones,HVO and FAME,do.Special consideration needs to be given to thecooling process so that biofuel cold flow properties(cloud point/wax precipitation point,cold filterplugging point and pour point)fit with the cooling arrangement.This may require separate closedcooling circuit and

33、 water side temperature control of the cooler.Sometimes with very low viscositybiofuels(light fractions of HVOs or pyrolysis oils),refrigerant circuit containing fuel chillers maybecome necessary.CONSIDERATIONS FOR BIOFUEL SUPPLYEQUIPMENTHOMOGENISATORSFuel homogenisators may reduce sludge formation

34、by reducing the averageparticle size of fuels.For biofuels,it may reduce abnormal filtration flushingin automatic filter and increase fuel efficiency on the consumers as well asreduce particulate matter emissions.BIOMIXERS/BLEND-ON-BOARDBio-mixers are essentially fuel changeover systems with changeo

35、ver valves,inlet flow meters,control system,and the above mentioned homogenisator,which make it possible to use mixtures of fuels to any biofuel concentrationset in the mixer by the operator.Using mixtures of biofuels and marine distillate fuels may increase total fuelefficiency by enabling the use

36、of MGO or another marine distillate fuel as anignition and combustion promoter.Mixtures may also allow the adjustmentof the injection viscosity or injection temperature window as needed in thesystem.The bio-mixer also acts as a changeover system between biofueland MGO.Especially with the use of raw

37、vegetable oils,FAME,and somepyrolysis fuels,bio-mixers may become a good option to optimise the fueleconomy of the system.GENERAL SAFETY ISSUES RELATED TO USEONBOARD The European Maritime Safety Agency(EMSA)released its Safe Bunkering of Biofuels report in 2023,which details regulatory and safety co

38、nsiderations inthe bunkering of bio-methanol,HVO,FAME,bio-dimethyl ether(bio-DME)and Bio-Fischer-Tropsch-diesel(bio-FT-diesel).Quality standards are in place for themost common and established biofuels and blend inputs such as FAME and HVO.However,processes are still being developed to account for s

39、pecial and novelbiofuel types.Quality controls for biofuel blends rely on suppliers using quality blending inputs,which they have determined as suitable for blending into amarine fuel,in the same manner as applied for conventional petroleum derived fuels.When bunkering well defined and standardised

40、biofuels,such as ISO8217:2024 FAME&HVO,risks are mitigated by the fuel standard.When bunkering fuels that are compliant according to fuel suppliers and port-state officials,risks are mostly mitigated through the SOLAS and Marpol Annex VI requirements.However,one should always still be extra careful

41、when using these fuels.Biofuels in general,while offering environmental benefits,do come with certain safety and toxicity considerations.These come into question when the chosenbiofuel is not compliant with SOLAS or Marpol Annex VI requirements.Safety and toxicity issues to be considered:The product

42、ion and handling of biofuels involve chemicals that can be toxic.Biofuels,like ethanol and biodiesel,are flammable.The manufacturing process can involve hazardous chemical reactions.Proper engineering controls,ventilation,and safety protocols are thus essential.While pure ethanol and biodiesel are g

43、enerally nontoxic and biodegradable,they can still pose environmental hazards if spilled,especially when mixed withother chemicals used in their production.Overall,while biofuels present a promising alternative to fossil fuels,careful management of their production and handling is essential to minim

44、ise safety andtoxicity risks.sources:osha.gov/eia.gov/pubs.rsc.orgWorking together with the right partners and experts,even handling fuels not compliant with SOLAS or Marpol Annex VI regulations is possible.For example,working with bio-methanol is safe when correctly handled in systems specifically

45、designed for methanol use.Ref.Auramarine methanol white paper.Some preventative measures include:Proper handling and storage:Implementing strict protocols for the handling and storage of biofuels can reduce the risk of fires and explosions.This includesusing appropriate containers,maintaining proper

46、 ventilation,and keeping biofuels away from ignition sources.Training and education:Providing comprehensive training for workers on the safe handling of biofuels and the chemicals involved in their production iscrucial.This includes emergency response training for potential spills or accidents.Engin

47、eering controls:Utilising engineering controls such as proper ventilation systems,explosion proof protection,gas detection systems,spill containmentmeasures,and automated safety systems can help manage and mitigate risks.Regular Inspections and Maintenance:Conducting regular inspections and maintena

48、nce of equipment and storage facilities can prevent leaks,spills,andother hazards.This also includes ensuring that safety equipment is in good working order.Risk assessments:Performing detailed risk assessments to identify potential hazards and implementing measures to mitigate these risks can enhan

49、ce overallsafety.This includes evaluating the technologies and processes for their safety implications.Environmental monitoring:Monitoring the environmental impact of biofuel production and use,including air and water quality,can help identify andaddress any potential environmental hazards.By implem

50、enting these strategies,the risks associated with biofuels can be significantly reduced,making their production and use safer for both workers andthe environment.HOW CAN WE MITIGATE RISKS?https:/www.epa.gov/risk/biofuels-and-environmenthttps:/www.icheme.org/media/9263/xxii-paper-49.pdfhttps:/ and Ma

51、rpol Annex VI regulations ensure the safe and seamless use of biofuels.The same engine room,tank solutions,machinery,bunkering and transport equipmentcan be used with minimal changes.When choosing non-compliant biofuels,morechanges are required.Retrofitting for non-compliant fuels is still possible

52、through dry docking and a systemoverhaul.However,this is more time consuming and requires more design intensiveresources from both the technology supplier and from the ship owner or operator.For operational vessels,SOLAS compliant biofuels offer a cost-efficient and an easierpathway to meet decarbonisation targets,through retrofits.In terms of onboardequipment,SOLAS compliant biofuels are the most cost-effective as well.