At first glance, no one distinguishes the 21 tug from the tugs that function in the Antwerp ports in Belgium. With his red and white steering house perched on a round black stomach, it is easy to lose between many tugs that guide the ships to go back and forth at a busy port. But look under the deck and you will find the future of shipping.
Transportation transmitted through water is very important for the European economy. More than 75 % of European external trade and 35 % of trade between EU member countries are transported by sea, rivers, canals or lakes. This gives a significant-carbon trail to this sector responsible for 13.5 % of all greenhouse gas emissions related to transportation in Europe, which is expected to increase with the demand for shipping.
If Europe wants to achieve the goal of green agreement to become the first neutral carbon continent in the world in 2050, it must reduce the impact of the transportation environment that is transmitted through water, while ensuring that these efforts support the growth of the modern and competitive shipping sector globally.
“We need to move from fossil fuels, and everyone agrees about it,” said Fastwater Project Coordinator Sebastian Verhelst, professor of internal combustion machines at Ghent University in Belgium and Lund University in Sweden. “But if you see general delivery, it is clear that electrification will only be possible for some niche applications.”
Liquid asset
The challenge scale is tough. Delivery worldwide consumes around 200 million tons of fuel every year, consisting of light and heavy fuel oil, diesel and liquid natural gas (LNG). Decarbronizing this sector requires the same amount of energy source. “We need large amounts of fuel,” Verhelst added, “And if you see a renewable energy source that can be discharged, it basically means wind and sun.”
The wind and solar power are cheap and abundant. The electricity they produce can be used to bind water and CO2 from the air to methanol fuel, convert electrical energy into chemical energy.
Unlike hydrogen-also touted as a potential green-methane-methane fuel is liquid at surrounding temperatures, making it suitable for smaller vessels that do not have space for high pressure tanks or cryogenic storage. In addition, methanol is a common industrial raw material, which means that many port facilities already have the infrastructure needed to move and store fuel.
While the ship powered by Methanol has existed for almost a decade, this technology can only be applied to large boats that are ongoing. “There are thousands and thousands of small ships in the port of Europe and around the European coast, and we do not have a solution for them, they need different engine technology,” Verhelst explained. The Fastwater project departs to show the feasibility of methanol as a sustainable fuel for smaller ships.
Clean solution
The Fastwater project focuses on developing technical solutions to convert ship engines to run methanol, building previous work in the horizon projects leanships and hymethship. The result is Tug 21-or known as the first methanol-powered methaneg-methal-capal.
Encouraged by a double fuel engine using a conventional diesel as a pilot fuel and runs up to 80 % methanol, a 30 meter long ship is strong enough to withdraw 50 tons, and can store 12,000 liters of methanol in the stomach, enough for 2 weeks of work.
Using methanol that is produced in renewable, ships that are redesigned produce up to 80 % less greenhouse gas emissions than before, and 80 % fewer particulate pollution, making it better for the environment and for those who live and work nearby. In addition, methanol chemistry means sulfur oxide emissions (SOX) and nitrogen oxide (NOX) significantly reduced.
In addition to Metigg, the Fastwater project has also conducted pilot boats in Sweden and coast guard ships in Greece, and developed the concept of conversion for methanol -powered river cruise ships in Germany. Following a careful analysis of the performance of these ships, Verhelst and his colleagues plan to further develop their methanol solutions with a view of commercialization. “Our hope and hope now are that smaller ships can start operating with methanol,” said Verhelst.
The project was coordinated by Lund University in Sweden, with the support of Port of Antwerp-Bruges, Ghent University, Swedish maritime administration and specialist partners in Belgium, Germany, Greece, Sweden and England.
With transportation with inland waterways and sea delivery which is expected to grow by 25 % in 2030, the carbon trail of this sector will continue to grow without new technology and regulations. Horizon projects such as fastwater are the key not only to decorate the individual port fleet, but as part of a broader effort to the European Union’s destination from climate neutrality in 2050. By testing innovative solutions to decorate the shipping industry, we can reap positive rewards for them the environment , for business and for citizens.
Source: European Commission
