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HANSA 01-2017

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Häfen | Ports How to

Häfen | Ports How to fuel ships in the next decade? Tightening global emissions regulations make it necessary to look for alternatives to HFO and MGO. While some bet on gas as a surrogate, dredging company Boskalis currently evaluates the use of biofuels. HANSA talked to Joost Wijnands, Manager Fleet Development, and Joost Rijnsdorp, General Manager Corporate Procurement & Logistics What kinds of biofuels do you test during the two-year project? Joost Wijnands: Currently the focus is on MGO-type biofuels, although bio-HFO is also part of the project. They should be of a »drop-in« quality: For a smooth market introduction of marine biofuels, the fuel should be comparable and compatible with current shipping fuels. This »drop-in« quality ensures current logistical and operational systems can remain in place and every party can stay in a business-as-usual mode. Boskalis provided funding to source biofuels and bunkering of its own vessels for the testing of »Boskalis on Bio«. We have used hydrotreated waste oils (used cooking oil) to get started. We supplied one ship, our trailing suction hopper dredger »Willem van Oranje«, running on Wärtsilä 32 engines with a 30% blend biofuel in 2015. On our cutter suction dredger »Edax« we used a blend made out of waste streams from the Finnish forestry industry with bio/ fossil blends going up to 50%. The »Edax« operated on the biofuel as it worked on the first phase of the Marker Wadden project in The Netherlands in the first half of 2016. What feedstock do you concentrate on? Joost Rijnsdorp: Qualifying biofuels are selected on three criteria: Firstly, technological match with marine application; secondly, top-notch sustainability performance; and thirdly, possibility of largescale production. Any biofuel that meets these criteria will be considered. At the moment, all commercially available biofuels suitable for diesel engines are produced from oils and fats. As we only believe in really sustainable biofuels, the fuels we test and deliver are produced from waste and residue streams, and no primary vegetable oils such as rapeseed oil or palm oil are used. GoodFuels Marine is certified by the Roundtable of Sustainable Biomaterials (RSB), provides ISCC certification and has an independent board of NGOs and academia verifying the sustainability of their fuels delivered. The major opportunity lies in lignocellulosic biomass. All plants are made up of this, and the amount of residues from agriculture, forestry and paper & pulp production is enormous. Currently most of this material is being burned, either in the field or in furnaces at factories. Producing fuels from them means higher-grade application, adding value to both producers and the environment. In this way, the shipping industry can play a role in developing the bio-based economy, by providing a valuable outlet for low-quality feedstock. What are the operational advantages? Rijnsdorp: Apart from the advantages of a »drop-in« bio-fuel as described above there are also operational considerations. Operationally, the Boskalis vessels operate around the world and do not call upon a fixed set of ports. Vessels are commonly deployed for prolonged periods of time in remote locations with very limited infrastructure. The current global LNG bunker network is too limited to guarantee global sourcing. A drop-in biofuel gives us the flexibility to be supplied through the existing infrastructure in any port, without any big modification or investment required for running on this »drop-in« biofuel. Why are you convinced that bio-fuels will play a role in shipping in the future? Wijnands: Regulations pertaining to emissions, as well as market drivers to reduce emissions from shippers, charterers and ports stimulate shipowners to re-think Cutter suction dredger »Edax« uses a biofuel blend made out of waste streams from the forestry industry (lignocellulose) Photo: Boskalis 68 HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 1

Häfen | Ports how to fuel their vessels now and in the next decade. Progressive ship-owners, willing to take the lead ahead of regulation, are seeking low CAPEX alternatives to LNG. Next to biofuels, shipping has limited options to reduce CO2, since a growing industry means that improving effciency won’t allow reducing the total footprint of the industry. Low-Carbon fuels have to be adopted in order to achieve this. Advanced marine biofuels can offer remarkable reductions in CO2, SOx, HC and CO emissions. Boskalis is therefore of the opinion that they can offer a readily available alternative for the near and long term future. Can the products compete with existing fuels in terms of pricing? Rijnsdorp: Bio-fuels are more expensive at the moment; there is no denying that. However, you buy, environmentally speaking, a better product than fossil bunker fuel. It dramatically reduces the carbon footprint, and it has a good technical performance. Currently, the right incentive schemes overcome much of the premium. In the future, due to the continuous development and upscaling of conversion technologies, it will become competitive with fossil fuels. You have tested the bio-fuels on the dredger »Edax« in the first half of this year. What are the experiences? Wijnands: Both the »Willem van Oranje« and the »Edax« have been running successfully using biofuel during their operations. There were no performance problems during the operation on the biofuels. There are not any lessons learned the hard way but early involvement of the vessel crew is crucial to explain the positive quality difference of the latest generation biofuel with those of conventional biodiesels. In addition to product development and analysis, the consortium will initiate a global scalability study involving leading ship-owners, universities, NGOs, ports, biofuel companies and other leading stakeholders, to identify tangible opportunities for scaling supply for the international commercial shipping fleet. Are there any requirements for the engines to use the marine bio-fuels? Wijnands: The current »drop-in« biofuels do not require costly modifications to the vessels. There is no need to invest in infrastructure. All that is required for delivery is a standard fuel tank and ex-pipe facility at berth or a standard bunker barge. Are you in contact with other engine manufacturers except your project partner Wärtsilä? Wijnands: No, Wärtsilä is the only engine manufacturer actively involved in this twoyear pilot program. As for any fuel, OEM involvement is important for mass-adoption. However, the advantage of marine biofuels is that they can be used without certification – as opposed to bio-jet fuel – as long as the engine OEM guarantees the warranty is still in place. That is why Wärtsilä is such a crucial part of the consortium. In the long term, we will work towards certification, but for the short term the testing at Wärtsilä’s facility will lay the groundwork for approval of certain biofuels in their engines. Is it possible to combine biofuels with other marine fuels? Wijnands: With biofuels, sustainability is no longer about compromise. It can be used as secondary fuel or green power backup to ensure operations reliability and uptime of vessels with alternative propulsion systems. Where are your other test fields for the marine biofuels? Wijnands: Currently the focus has been on MGO-type biofuels. During the next phase of the program we will be testing HFO-type biofuels, which can be of lower quality. There is a big opportunity in this, as producing high quality diesel or jet biofuels usually requires extensive and expensive upgrading steps, which are not needed for lower-grade marine biofuels. The challenge here is to produce »just-goodenough« fuels that are upholding positive emission reductions. The program aims to define the parameters to which these fuels must comply. When do you plan to use the biofuels in your fleet? Rijnsdorp: Boskalis is the launching cornerstone supporter of GoodFuels Marine and has provided the financial backing to make the pilot possible. Besides providing funding to source biofuels for testing at Wärtsilä and for the bunkering of its own vessels, Boskalis is also making its own vessels available for the testing of »Boskalis on Bio«. Boskalis is a strong believer in creating a business case around sustainability. If the business objectives such as technical compliance and scalability can be aligned with sustainability, this initiative has a tremendous potential for broad adaptation and will lead to real and meaningful reductions in emissions. Interview: Thomas Wägener August Storm GmbH & Co. KG .........................................59 Clarksons ..................................................................19 Continental Chartering GmbH & Co. KG .............................29 DNV GL SE ............................................................. 3, 49 Euromaritime / eurowaterways .........................................63 GROMEX GmbH ...........................................................8 HEMPEL (GERMANY) GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 HMT Hahlbrock Marine Technologie .................................70 Inserentenverzeichnis | Index of Advertisers Internationales Maritimes Museum Hamburg .........................4 Koehlers Verlagsgesellschaft mbH .................................U2, U4 KRAL AG ..................................................................57 Mittler Report Verlag GmbH ...........................................12 Nordsee Nassbagger ....................................................Titel RINA Germany GmbH ....................................................5 SKULD Germany GmbH ................................................37 Van Oord Deutschland GmbH .........................................73 Das Anzeigenverzeichnis dient der Leserorientierung. Es ist kein Bestandteil des An zeigen auftrags. Der Verlag übernimmt keine Gewähr für Richtigkeit und Vollständigkeit. HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 1 69

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