NEW marine repor ts and guides
Alternative Fuel Pathways and Timelines As part of their 2024 Outlook, Beyond the Horizon: Carbon Neutral Pathways and Transformational Technologies, ABS developed the Greenhouse Gas (GHG) Abatement Cost (GAC) index to statistically assess the trade-offs between cost and GHG emission savings, specifically focusing on the well-to-wake approach. Based on the GAC analysis of the three developed scenarios (e-fuels high uptake, bio-fuels high uptake and blue fuels high uptake), a projected ranking of the different fuel pathways’ cost-effectiveness in 2050 was calculated. According to ABS’ GAC methodology and current fuel prices, biofuels and blue fuels will have a lower carbon abatement cost compared to others.
- The majority of the e-fuel production paths are currently moving from the demonstration stage to system commissioning, with full commercial operation expected in the mid-2030s.
- Biofuel pathways are ahead of e-fuels in terms of technology readiness level (TRL), and they are projected to reach full commercial operation stage in the early 2030s.
- Blue fuel pathways are expected to reach fully commercial TRL before e-fuels. Blue fuel pathways depend on the maturity level of the carbon value chain. While land- based carbon capture and storage technologies have been commercialized, their cost for large-scale blue hydrogen and ammonia production are challenging for full maturity development.
To learn more about the fuel pathways and timelines to implementation to meet the IMO’s emissions reduction targets, download your copy of Beyond the Horizon: Carbon Neutral Pathways and Transformational Technologies online in eReader format at
https://bit.ly/47pVYbA with an option to download the pdf version.
Assessing the risks and liabilities of hydrogen fuel
As the maritime industry accelerates its pursuit of sustainable energy solutions, hydrogen has garnered significant attention as a potential alternative fuel, particularly in its compressed and liquefied forms (LH2).
The International Tanker Owners Pollution Federation (ITOPF), as part of the International Group of P&I Clubs’ Alternative Fuels Working Group, has undertaken the task of examining the implications of using hydrogen as a marine fuel.
According to the report titled “Fate, behavior and potential liabilities arising from a spill of hydrogen into the marine environment” the use of hydrogen as a fuel for shipping can be used in multiple states, such as liquefied or compressed hydrogen within internal combustion engines or using LH2 within fuel cells. Due to the economic and technical barriers facing hydrogen technology and infrastructure development, the industry is immature when compared to other marine alternative fuels and therefore these technologies may develop in the future, with one format potentially being more technically viable than others.
The use of hydrogen as a fuel for shipping can be used in multiple states, such as liquefied or compressed hydrogen within internal combustion engines, or using LH2 within fuel cells. Due to the economic and technical barriers facing hydrogen technology and infrastructure development, the industry is immature when compared to other marine alternative fuels and therefore these technologies may develop in the future, with one format potentially being more technically viable than others. For the purpose of this report, the fate, behaviour, damages and liabilities of compressed hydrogen and LH2 will be outlined. Small scale R&D projects are being undertaken in the United States, Belgium, Norway and France, and the first use of LH2 as a marine fuel was observed in the MF HYDRA ferry in Norway. In addition, four ports in Europe and one in Japan are developing hydrogen import plans.
Claims from clean-up and preventive measures are expected to arise from different measures, such as source control, fire-fighting measures, monitoring via expert modelling or sensors mounted on UAVs/ROVs and possible bunker fuel removal. Traditional clean-up measures will not be possible and therefore, claims from a protracted spill clean-up operation will not arise. However, personal injury and loss of life claims may be significant. Risks from fire, explosions, cryogenic damage and asphyxiating vapours could lead to death or life-altering injuries to crew, passengers, nearby operators and members of the public.
Download the report at
https://bit.ly/3TlrjX1. 48 | ISSUE 110 | DEC 2024 | THE REPORT
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148
