Alternative marine fuels: Prospects based on multi-criteria decision analysis involving Swedish stakeholders

Hansson, Julia; Månsson, Stina; Brynolf, Selma; Grahn, Maria

doi:10.1016/j.biombioe.2019.05.008

Cited by 149 publications

(91 citation statements)

References 37 publications

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“…To simplify matters, average figures for speed and corresponding fuel consumption correspond with engine type. Consideration has been given to three principal marine fuels, including: heavy fuel oil (HFO), marine gas oil (MGO), and liquefied natural gas (LNG) (Elgohary et al, 2015;Thomson et al, 2015;Hansson et al, 2019).…”

Section: Methodsmentioning

confidence: 99%

Decarbonization of Maritime Transport: Analysis of External Costs

et al. 2020

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For centuries Europe's transport has been a catalyst for economic development. At present, it facilitates exchange among European Union (EU) Member States and much of the rest of the world. Maritime transport forms the main axis of international exchange, carrying ∼90% of total traded tonnage. In doing so, it bears responsibility for 2.5% of worldwide greenhouse gas emissions. The efforts to reduce negative environmental impact of transport activity is centered on better modal integration of the common transport system, sustainability, green technologies in the transport sector, resource efficiency, and carbon emissions reduction. The International Maritime Organization has tasked its members to achieve a 70% reduction in CO 2 emissions by 2050 or, if possible, to eliminate them altogether. From a business end, it is possible to apply a variety of technologies to ensure zero-emissions or, at the least, a dramatic reduction of emissions in the shipping sector. The aim of this paper is to evaluate the strategic approach to the decarbonization process based on EU strategic documents and low-emission and zero-emission technologies, used and developed, in maritime transport. An estimation of external costs incurred by maritime transport will allow for the assessment of benefits resulting from the application of technologies and alternative fuels proposed in the solutions. On the basis of the obtained results from the external cost valuation it will be possible to estimate the potential for decarbonization in maritime transport.

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Section: Methodsmentioning

confidence: 99%

Decarbonization of Maritime Transport: Analysis of External Costs

et al. 2020

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“…In the study, the GHG emission during operation was analyzed. Hansson et al [30] in the Swedish marine fuel research recommended the hydrogen as the most optimal and the methanol as the second optimal alternative fuels. Nevertheless, LNG and HFO were marked the optimal fuels in the performance and economic criteria.…”

Section: Literature Reviewmentioning

confidence: 99%

Life Cycle Assessment of LNG Fueled Vessel in Domestic Services

Hwang

Jeong

Jung

et al. 2019

JMSE

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This research was focused on a comparative analysis of using LNG as a marine fuel with a conventional marine gas oil (MGO) from an environmental point of view. A case study was performed using a 50K bulk carrier engaged in domestic services in South Korea. Considering the energy exporting market for South Korea, the fuel supply chain was designed with the two largest suppliers: Middle East (LNG-Qatar/MGO-Saudi Arabia) and U.S. The life cycle of each fuel type was categorized into three stages: Well-to-Tank (WtT), Tank-to-Wake (TtW), and Well-to-Wake (WtW). With the process modelling, the environmental impact of each stage was analyzed based on the five environmental impact categorizes: Global Warming Potential (GWP), Acidification Potential (AP), Photochemical Potential (POCP), Eutrophication Potential (EP) and Particulate Matter (PM). Analysis results reveal that emission levels for the LNG cases are significantly lower than the MGO cases in all potential impact categories. Particularly, Case 1 (LNG import to Korea from Qatar) is identified as the best option as producing the lowest emission levels per 1.0 × 107 MJ of fuel consumption: 977 tonnages of CO2 equivalent (for GWP), 1.76 tonnages of SO2 equivalent (for AP), 1.18 tonnages of N equivalent (for EP), 4.28 tonnages of NMVOC equivalent (for POCP) and 26 kg of PM 2.5 equivalent (for PM). On the other hand, the results also point out that the selection of the fuel supply routes could be an important factor contributing to emission levels since longer distances for freight transportation result in more emissions. It is worth noting that the life cycle assessment can offer us better understanding of holistic emission levels contributed by marine fuels from the cradle to the grave, which are highly believed to remedy the shortcomings of current marine emission indicators.

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“…It would be very difficult to manage any large-scale high-blend substitution to LBG in the near future when each ship requires all the fuel produced by a facility, or more. Hansson et al (2019) identified a similar difficulty, and noted that LBG is currently only of interest for minor applications in short-distance sea shipping or as low-blends in LNG. The manufacturing sector may experience similar difficulties.…”

Section: Scale Of Energy Usementioning

confidence: 99%

“…As a result, they stated that biogas was simply too expensive (Paper 2). Hansson et al (2019) studied both LNG and LBG as alternative fuels for shipping in an MCA study, finding that fuel price was considered the most important criterion by ship owners. They also found that LNG was often seen as preferable to the other studied fuels due to its low fuel price, but according to their literature-based study, the price of LBG was estimated to be more than double that of LNG (Hansson et al, 2019).…”

Section: Policies As Barriersmentioning

confidence: 99%

The role of biogas in a more sustainable energy system in Sweden

Dahlgren

2019

Linköping Studies in Science and Technology. Licentiate Thesis

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There are numerous problems in the world that need to be dealt with in order to achieve sustainable development. The energy system has significant negative impacts on many of these problems, and there is a need for a transition towards more sustainable energy. Sweden has already started this transition and is using large amounts of renewable energy. However, within the transport sector and the manufacturing sector in particular, large amounts of fossil fuels are still used. Biogas is one alternative that can help solve several sustainability problems and that could be part of a future more sustainable energy system. However, it is not certain what biogas is most suitable to be used for. The aim of this thesis is to investigate how biogas should be used in a future more sustainable energy system, by answering three research questions: 1) In what ways can biogas be used in a more sustainable energy system? 2) How can we assess whether biogas is suitable in a specific context? and 3) What determines whether it is easy or difficult for a user to start using biogas? These questions are explored in a Swedish context using four appended articles, which are based on two collaborative projects using a combination of workshops, literature reviews and interviews. Biogas can be used for heat, electricity or fuel in the manufacturing or transport sector. In Sweden, heat and electricity are mainly of interest for smaller production scales, while production on larger scales will likely be dominated by upgrading mostly to CBG but also to LBG. CBG can be used for less energy-intensive purposes, such as cars or buses, while the growing interest in LBG in Sweden may open up new market segments for biogas which are more energy-intensive, such as heavy trucks or shipping, or in geographical locations that are further away from the site of production. Several sustainability assessment methods exist that can be used to evaluate whether biogas is suitable in a specific context, such as multi-criteria assessments or scenario analyses. These methods can include a number of different aspects that are relevant to biogas use, such as GHG emissions, safety issues, and the vitality of the surrounding region. In order to introduce biogas, six main factors were identified that can make this easier or more difficult: technical maturity, tank volume, distance between the producer and the user, scale of energy use, policies and costs, and strategies of individual organizations. Overall, the rise in LBG production creates new opportunities for biogas use in both geographical and usage areas that did not previously use biogas. There is no simple answer to what biogas should be used for in the futurerather, this depends on the circumstances. It is also possible that the usage areas that are most suitable now for biogas might not be the most suitable areas in the future, depending on developments within, for example, the electricity system and hydrogen. However, CBG and LBG are likely to dominate biogas production in Sweden until then.

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Alternative marine fuels: Prospects based on multi-criteria decision analysis involving Swedish stakeholders

Cited by 149 publications

References 37 publications

Decarbonization of Maritime Transport: Analysis of External Costs

Decarbonization of Maritime Transport: Analysis of External Costs

Life Cycle Assessment of LNG Fueled Vessel in Domestic Services

The role of biogas in a more sustainable energy system in Sweden

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