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Figure 3: Combustion improver field trials Figure 4: Methanol engines: lubricity and corrosion challenges By providing an easy to implement CO2 emissions
reduction strategy today, combustion improvers can contribute to an improved CII rating while also helping to reduce operating costs and downtime, without the requirement for capital expenditure.
Increasing efficiency and optimising operations are the lowest hanging fruit for carbon reduction. But, after these measures have been applied, to reach the IMO targets, more significant changes are required, such as changing fuel. This is being supported by EU initiatives including the extended coverage of the emissions trading system and the FuelEU Maritime regulation.
Zero carbon fuels, such as e-fuels and ammonia, might be where the maritime industry is headed in the future. But, while production ramps up and the hardware and infrastructure needed is further developed, the industry is looking for lower carbon fuels today. The main options are biofuels, LNG, LPG and methanol – although each has its own set of challenges, represent only a small percentage of sales and, despite emissions reduction benefits, are generally seen as transition fuels towards net zero.
Methanol as a bridge to net zero Methanol is a proven energy source, already being used as a marine fuel, as well as in the automotive and power generation sectors. It is a clean-burning, water soluble, biodegradable fuel that is easy to store and handle. Aside from its green credentials, another benefit of methanol is that it is compatible with existing dual-fuel engines and auxiliary engines - a single fuel solution that simplifies logistics, reduces storage complexity, and streamlines fuel management. However, methanol also has its challenges in terms of cost and handling.
There are also challenges related to lubricity and corrosion in methanol and fuel supply systems, which fuel additives can easily and economically overcome.
10 LUBE MAGAZINE NO.184 DECEMBER 2024
Lubricity improver additives create a protective film on the metal surfaces of fuel supply equipment to reduce friction and wear, which ensures smoother engine operation and prolongs the life of engine components. Corrosion inhibitor additives form a barrier between the fuel and the surface of the metal to safeguard engines against corrosion-related damage.
One of the most limiting factors to the adoption of methanol by shippers is the availability of green methanol for bunkering – particularly as other industries look for net zero options.
Although significant investment in green methanol production is anticipated, currently sales are limited. However, subject to the pace of developments of global supply chains, infrastructure, and regulations, demand for methanol as a marine fuel is expected to grow.
Despite limited methanol-ready infrastructure, methanol ships are already in operation. In 2023 orders for methanol capable ships hit 138, up from 35 the previous year, with container ships accounting for just over 75% of these orders. In addition to new builds 2 and 4-stroke OEMs report orders for retrofitting of main engines to run on methanol.
In our view, the availability of methanol engines today, along with the sustainable additives and innovative lubricants needed to protect them, means methanol could have a fast uptake in the short term – providing a bridge towards a net- zero future.
Ammonia – part of the multi-fuel future Ammonia is another future fuel option for a maritime sector targeting net-zero emissions. An inorganic chemical compound of nitrogen and hydrogen, ammonia produces no CO2
, SOx or particulate emissions when combusted.
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