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Wednesday, June 26, 2024

Water, Climate, Violence


 
 JUNE 26, 2024
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Image by Jani Brumat.

“For Fanon, then, the right to indifference, or to ignorance, does not exist.” The doctor’s task “was to rise up in revolt, become indignant, show alarm… not to dissimulate the real”. Mbembe Necropolitics

Weather whiplashing, unprecedented heat waves, drought, and forest fires, are in the news. Storytelling may begin in the middle of an action such as in John Milton’s poem Paradise Lost( in media res,) or as in usual reporting about climate change. In this article I will focus on what is often left out and try to resuscitate some of the beginnings of the story about water and climate change, especially the siloed, intermeshed systems that Nigerian scholar Achille Mbembe calls “necropolitics.” [1] This picture contrasts with what seems to me pastel environmentalism and its focus on preserving beautiful natural spaces, transitioning through consumer choices like EV’s and ecotourism, the individual experience of ecoanxiety in a world where so many people live and die in devastating wretchedness. Does pastel environmentalism convey the severity of climate impacts or the depth of criminality? Focusing on the whole picture includes the human world and the complicated climate system, not just the use of one number to explain climate: global average surface temperature, carbon budget, net zero.

But information is clearly not enough. The situation in Gaza with worldwide protests and ample news coverage have not led to real action by the UN, by international courts or governments. Israel’s murders continue unabated. Mbembe’s necropolitics.

But ignorance is unacceptable. Now lost are many sources of information and basic concepts like life-cycle analysis and externalities, amplifying feedbacks and carbon sinks. Lost is information from the Global Humanitarian Forum, the Earth Policy Institute, facts from the paleoclimate record, uncounted emissions because the Kyoto Protocol exempted international aviation, shipping, and the military.

Most disturbing is silence about human death. Humans are represented as numbers, elements, collateral. Human life is costed. Although there are compilations and hockey-stick shape graphs measuring changes from the beginnings of the industrial revolution in 1750 to the present, showing dramatic changes in atmospheric CO2 concentration, the incidence of climate floods, change in ocean ecosystems, loss of rain forest and woodland, biodiversity, damming of rivers, water use, there are no composite figures or graphs about human death. Many studies (and and )show that figures grossly underestimate climate change-related deaths. The Global Humanitarian Forum under Kofi Annan only functioned for two years and estimated that there were 300,000 deaths/year at the time of the Copenhagen 2007 Cop meeting. Current estimates and projections vary from 400,000 deaths/year to projected 5 million/year. How many hot-bulb temperature deaths are uncounted in current heatwaves?

Water, Climate, Violence

News about water and climate change leave out much: they focus on drought and depleted reservoirs worldwide, often with warnings about violence and social upheaval. But a substantial loss of fresh water comes from other climate impacts like melting glaciers and ice shelves, and loss of fresh water comes from the corporate/industrial complex. Is violence a situational local reaction of rioting due to an emergency, or is violence due to the military/security/corporate nexus?

Water, Climate, Industrial Capitalism

The Earth Policy Institute found that it was far more profitable for farmers to sell water to cities. It takes only 14 tons of water to make a ton of steel worth $560, but it takes 1000 tons of water to grow a ton of wheat worth $200.

Water used in industry is prioritized over water for agriculture, health, sanitation.

Water and computer chips: according to SourceAbility, chip plants go through millions of gallons of water every day to cool machinery and make sure wafer sheets are free of contaminants. A single manufacturing facility can run through millions of gallons of ultrapure water per day. The ultrapure water also needs to be filtered so well that contaminants as small as salt ions are removed. It takes eight to 10 gallons of water to make a single computer chip.

It takes 400,000 liters of water to make one car. [2]

In heavily industrialized China, Hu Siyi, vice minister at the Ministry of Water Resources stated in 2012 that up to 40 percent of China’s rivers were seriously polluted by industrial waste. About two-thirds of Chinese cities are “water needy” and nearly 300 million rural residents lack access to safe drinking water. It is estimated that 4.05 million hectares of land in China are irrigated with polluted water.

Capitalism and Dams

Rivers are dammed to supply electricity. Damming and diversion of water systems are linked to unsafe concentrations of mercury and water borne diseases. The number of large dams worldwide has climbed from just over 5000 in 1950 to 40,000 today. The number of waterways altered for navigation has grown from fewer than 9000 in 1900 to almost 500,000. The Nile, Ganges, Yellow River, Colorado, Rio Grande are dammed, diverted, or overtapped, so that little or no fresh water reaches its final destination.

In December 1991 Lawrence Summers World Bank [WB] Chief Economist, wrote a confidential memorandum on the World Development Report. He argued for exporting polluting industries to countries of the South, which are largely under-polluted, as a rational means of creating industrial development while alleviating the pressures of pollution in the North. In May 1992 a few days before the beginning of the Earth Summit, the WB received a report on the Narmada River dam in India, that it would displace 240,000 people, not 100,000. the report had to be kept secret until the Earth Summit was over. The WB was then entrusted with management of the Global Environment Facility (GEF), the global funds for the environment. The World Bank Report recommending a moratorium on dam building was shelved and dam-building proceeded full-steam ahead.[3]

Water, Climate, Extraction

Reiterating Fanon: the right to indifference or to ignorance, does not exist.

All consumers should know how the blood of the Congo powers our lives, how pastel environmentalism and techno fixes paper over death. “The thirst for money transforms men into assassins… All means are good to obtain money or humiliate the human being.” ( Eugene Kabanga Songasonga).

The case of Ira Rennert: “As an individual consumer, Rennert represents hyperconsumption at its worst. His way of living is a gross insult to the earth. But as the owner of the Renco Group Inc.(mining in U.S. and Peru), he has shortened the lives of tens of thousands of people and laid waste to entire ecosystems. As a consumer, Rennert lives an excessively wasteful life. As a capitalist, he has power over the way that other people live – and the way that they die.” [4]

Siddharth Kara travelled the Congo and listened to what people there endured. He witnessed atrocities and talked to the children and parents who worked in the cobalt mines. He reports the deceptive cynical euphemisms of lofty international human rights principles espoused by corporate profiteers and governments and cultures of all stripes. [5]

Tilwezembe, where the mine is “owned by Glencore via its 100% ownership of Canada-based Katanga Mining, which in turn owns a 75% stake in Tilwezembe (Gecamines owns the other 25%).” Major buyers include Congo Dong-Fang Mining, Kamoto Copper Company, COMMUS (Zijin Mining) and CHEMAF. There is no regulation or oversight for tens of thousand artisanal miners, where children are often enslaved in debt bondage. “They [The Republican Guard] monitor the villages, and they intimidate anyone who speaks…they will be shot in the night, and their body will be left on the street to instruct anyone else on the consequences of opening their mouths…. A 15 year old boy…struggled into the room with the assistance of crutches. Two mangled legs dangled from his narrow waist..his face was scrunched in an expression of distaste…words emerged from his mouth in short bursts and erratic puffs. He spoke of children ages 10 t0 13. They were not yet strong enough to dig tunnels so they dug at the surface in different areas each day. ‘Boss Chu paid us based on the purity of the ore. Some days, if the purity was not good, he did not pay us anything. I was digging inside a pit with my brother, Beko. There were three other groups digging in the same pit. I heard something like a rumble sound. When I looked up, the pit collapsed around us…’ ‘I was buried under the stones. I could not move. I tried to scream, but I could hardly breathe… Some people pulled me out. When I saw my legs, the bones were sticking out of my skin.’ His brother was killed. Everyone was killed when the wall collapsed. ‘I was the only one who survived.’ Up to 10,000 people toiled at Tilwezembe on any given day.”

Kolwezi. Another child, Augustin , was distraught after several days of trying to find the words in English that captured the grief. He would at times drop his head and sob before attempting to translate what was said. As we parted ways, Augustin had this to say, “Please tell the people in your country, a child in the Congo dies every day so that they can plug in their phones.” Mines occupy at least 80% of the developed land in Kolwezi. “The green is gone. Arable earth is extinct…the hunt for cobalt is all.”

Canadian historian Alain Deneault describes how extraction is the life-blood of capitalism and how monopolies, law, politics, academia partner with an industry “that has demonstrated its contempt for the common good on every continent”. Finance makes law oversight methods look like a sieve.[6] Canada, the EU countries, U.S. World Bank, and IMF participate in the mining projects. The Marlin Gold Mine depleted fresh drinking water, caused massive degradation of the Siria River Valley due to heavy metal pollution and acidic mine drainage, and poisoned people and cattle.

Water, Climate, Factory Farming

Between 2010 and 2019,it was estimated that forestry, agriculture, and land use contributed between 13% and 21% to global greenhouse gas emissions.[2]  In 2020, it was estimated that the food system as a whole contributed 37% of total greenhouse gas emissions, and this figure may not include transportation emissions of food distribution because international aviation and shipping [and the military!] are exempt under the Kyoto Protocol. The dominance of factory farming in the total global agriculture economy is controlled by a small number of transnational corporations, funded and protected by nation states, the World Bank and the IMF.

Cry the beloved country: Lake Naivasha Kenya lies in the Great Rift Valley and is a “paradise of biodiversity, flush with giraffes, zebras, water buffalo, lions, wildebeests and at least 495 species of birds. Until 1904, when the government signed an agreement opening it up to European settlers…” Soon they bought up all the best land and converted the economy to flower farms. The population grew from 7000 to more than 300,000 to service the flower industry. The majority are black, female, living in slums with no running water and pit latrines that leach into the lake.” Roses are 90% water and Europe is using this and other African lakes to protect their own water sources from exploitation. “We’re among the top on the list of the World Food Programme for food donations, even though in Naivasha we have a freshwater lake that would allow us to grow food to feed ourselves. Yet we take this water to grow flowers and then ship them 5,000 miles to Europe so that people can say ‘I love you, darling’ and then throw them away three days later… more than 30 flower farms in the Lake Naivasha region pose number of serious ecological problems for Kenya’s rivers and for the lake, including loss of water, an unsustainable increase in the population because of the laborers they have attracted, and the overuse of pesticides and fertilizers.” [7]

What was UN Secretary General Guterres thinking of when he bestowed decision-making status to these captains of factory farming at the UN Sustainable Food Summit? Syngenta and Dupont control 44% of sales of seeds in world. Dow Chemical produces seeds resistant to 8 herbicides. A French company has oil palm plantations in Liberia, Cote d’Ivoire, Cameroon, Nigeria, Indonesia. The Alliance for a Green Revolution in Africa (AGRA), created and financed by the Bill and Melinda Gates Foundation, has contributed to the privatization and consolidation of corporate monopolies over seed development and seed markets. The Summit’s rules of engagement were determined by a small set of actors. The United Nation Food Systems Summit (UNFSSand was held on 23 September 2021, at the UN General Assembly headquarters in New York. The summit was supposed to help solve the global food crisis, in which 800 million people face hunger and 1.9 billion suffer obesity. The summit was hijacked early on by corporate interests. It is officially sponsored by the World Economic Forum, the private foundation that brings the world’s global elite to Davos, Switzerland, every January. Many social movements and civil society organisations protested the summit for being undemocratic, non-transparent and laser-focused on strengthening only one food system: the AI-controlled farming systems, gene editing, and other high-tech solutions geared towards large-scale agriculture. Farmland is being scooped up in dozens of countries by foreign investment firms, including biofuel producers.[8]

Vigorously protesting are regional agro-ecological farmers, often peasants, whose practices are adapted to specific regions, cultures, and labour conditions. Bolsonaro designated one of the oldest organized movements, La Via Campesina, a terrorist organization.

Climate, Water, Violence

The innumerable predictions of mass chaos and violence is a rationale for militarization. UN Peacekeeping, Responsibility to Protect (R2P), and Least Detrimental Alternative are recent Orwellian iterations: in Haiti UN Peacekeepers still deny responsibility for bringing cholera to Haiti and causing at least 10,000 deaths; after the Haiti earthquake the US military supposedly protecting earthquake victims delayed delivery of emergency water supplies from reaching victims when it prioritized bottled water for its own use, and torture is now legally justified.

The use of water as a military tool for political ends is well-practiced against Palestinian villages in Israel, and especially in ‘Area C’ of the West Bank. The United Nations’ formal recognition of the Human Right to Water in 2010 coincided with a stepped-up violation of that right, just south of Hebron. Israeli army strategically destroys basic of water infrastructure, even prohibiting collecting rainwater in rooftop cisterns. Israel repeatedly destroys Gaza’s power system essential for water purification and sanitation.

There is a long record of militaries bringing violence while people on the ground organize themselves in disasters (e.g. Haiti earthquake, Hurricane Katrina).

Conclusion

There is a current UN initiative to formulate an international legal agreement on cooperative sharing and protection of cross-border aquifers, but observers of UN inaction on climate change and inaction about the Gaza genocide, or on banning nuclear weapons, must realistically see this UN effort as too little too late.

This brief survey only conveys part of the picture, the tip of the proverbial iceberg, a plea to open eyes and to see what’s in plain sight. Stop blaming human nature or the general public. See the inefficacy of institutions and rhetoric that have not prevented one murder in Gaza or one climate death, the extreme culpability of people in positions of power and influence, their impunity, indifference, entitlement to determine who lives and who dies. Picture the military converted to a civilian conservation corps and first responders corps, banks converted into housing the homeless, local food distribution. Muster the energy and cohesion to persistently and insistently require “Stop”

[1] Achille Mbembe Necropolitics Duke University Press, Durham 2019

[2]Maude Barlow and Tony Clarke Blue Gold: the fight to stop the corporate theft of the world’s water. The New Press, New York. 2012.

[3]Eric Toussaint. The World Bank: a critical primer. Pluto Press. London. 2006

[4]Ian Angus and Simon Butler. Too Many People? Population, immigration and the environmental crisis. Haymarket Books, Chicago. 2011.

[ 5]Siddharth Kara, Cobalt Red: how the blood of the Congo powers our lives. St. Martin’s Press. New York. 2023.

[6]Alain Deneault and William Sacher. Imperial Canada Inc.: legal haven of choice for the world’s mining industries. Talon books. Vancouver 2012.

[7] Maude Barlow Blue Covenant: The Global Water Crisis and the Coming Battle for the Right to Water, McClelland and Stewart, Toronto, 2007.

[8]Tony Weis. The Global Food Economy: the battle for the future of farming. Zed Books, New York. 2007

Judith Deutsch is a psychoanalyst in Toronto. She is former president of Science for Peace. She can be reached at judithdeutsch0@gmail.com

Tuesday, June 25, 2024

THE COST OF GREENWASHING

Lufthansa to add environmental charge to fares

Frankfurt (Germany) (AFP) – German airline giant Lufthansa said Tuesday it would add an environmental charge of up to 72 euros ($77) to fares in Europe to cover the cost of increasing EU climate regulations.

NOT TO COVER THE COST OF SUSTAINABLE FUEL

Issued on: 25/06/2024 - 
The extra cost will be added to all flights departing from EU countries as well as Britain, Norway and Switzerland
 © Adrian DENNIS / AFP

The extra cost will be added to all flights sold and operated by the group departing from EU countries as well as Britain, Norway and Switzerland, it said in a statement.

It will apply to flights from January next year and, depending on the route and fare, will vary from one to 72 euros.

"The airline group will not be able to bear the successively increasing additional costs resulting from regulatory requirements in the coming years on its own," said Lufthansa.

The group -- whose airlines include Lufthansa, Eurowings, Austrian, Swiss and Brussels Airlines -- said it is facing extra costs from EU regulations related to sustainable aviation fuel (SAF).

The EU legislation requires airlines to gradually increase use of the fuel on routes departing EU airports.

Carriers will need to include two percent of SAF in their fuel mix from next year, rising to six percent in 2030 and then soaring to 70 percent from 2050.

The aviation sector is among the toughest to decarbonise and SAF -- a biofuel that produces lower carbon emissions than traditional jet fuel -- is seen as a crucial ingredient to hitting emissions targets but is currently more expensive to produce.

In March, Airlines for Europe, which represents the continent's largest airline groups including Lufthansa, complained that production of the fuel in Europe is minimal and lags far behind projects launched in the United States.

Lufthansa said it also faces extra costs from changes to the EU's emissions trading system, and other regulatory measures.

The group aims to halve its net carbon emissions by 2030 compared to 2019, and to go carbon neutral by 2050.

After having to be bailed out by the German government during the coronavirus pandemic, Lufthansa racked up healthy profits in 2022 and 2023 as travel demand roared back.

But it was hard hit by a series of strikes at the start of this year, reporting a hefty first-quarter loss.

© 2024 AFP

Saturday, June 22, 2024

ALTERNATIVE FUELS

Amon Maritime Launches Amon Gas with NOK 18 Million Grant from ENOVA

Amon Maritime
Gas MGC illustration

PUBLISHED JUN 21, 2024 9:52 PM BY THE MARITIME EXECUTIVE

 

[By: Amon Maritime]

The grant was awarded at a ceremony hosted by the Norwegian minister of climate and the environment together with ENOVA at DNV HQ at Høvik.

“This is a significant milestone towards realizing carbon free transportation systems within the gas carrier segment. Amon Gas will provide the market with low-emission vessels while simultaneously meeting customer demands with innovative solutions.” says André Risholm, CEO Amon Maritime

Amon Gas is targeting a shipbuilding series starting with 2 firm orders of ammonia- powered MGCs with a goal of being in operation by 2028.

The vessels are designed to use ammonia as fuel, for both propulsion and power consumption, also when transporting LPG as cargo and incorporates the best energy-saving measures.

MGC is a large vessel type with high fuel consumption. This means that the climate impact per ship by switching to ammonia as fuel will be significant. Carbon emission calculations give an estimated 87% reduction compared to conventional vessels from the start of operations, with ambitions for further reductions towards 100%.

Amon Maritime CTO, Steinar Kostøl, explains:

  • If ammonia is the fuel of the future, it will lead to a high growth in sea transport of ammonia. Ammonia is primarily transported on MGCs today.
  • If the ship transports ammonia, the "chicken-and-egg" dilemma of making bunkering available is avoided—the substance is already on board as cargo.
  • Because the ship is already designed for transporting ammonia, the relative additional cost in this segment compared to conventional ships will be less than in most other segments.

SRC and GREEN MARINE Join Forces to Bring Methanol Superstorage to Market

SRC Group
Hannes Lilp, CEO, SRC Group and Morten Jacobsen, President, GREEN MARINE sign collaborative agreement to deliver Methanol Superstorage to the maritime market.

PUBLISHED JUN 21, 2024 9:53 PM BY THE MARITIME EXECUTIVE

 

[By: SRC Group]

SRC Group and GREEN MARINE have signed a collaborative agreement which brings two of the strongest advocates of methanol as a marine fuel together to develop and deliver Methanol Superstorage to market.

The cooperation aims to realise benefits available to SRC’s Methanol Superstorage solution, which has been turning heads among owners, builders, repairers, class societies and insurers since its launch. Using the SPS Technology Sandwich Plate System instead of traditional cofferdams that separate tank walls, Methanol Superstorage boosts shipboard tank volumes by 85% and provides effective mitigation for methanol’s significantly lower energy density than conventional HFO.

Independent advisory and project management firm GREEN MARINE has built an unrivalled track record for delivering methanol transition solutions for all ship segments. With a pedigree reaching back to the first use of methanol as a marine fuel, its services cover ship design, yard selection, construction supervision, technical management and operations, training, procurement, sales and bunkering, GREEN MARINE is involved in the majority of methanol-related ship projects in the world today.

“Following the huge initial impact made by Methanol Superstorage, SRC and GREEN MARINE will work together to provide comprehensive technical coverage for methanol integration,” said Hannes Lilp, CEO, SRC Group. “With GREEN MARINE’s extensive experience in methanol projects and overall technical knowledge of the entire process, combined with SRC’s expertise in methanol storage and over 23 years of experience in ship refits and conversions, we are well-placed to onboard Methanol Superstorage for both retrofit and new build vessels, and establish a mature sales framework to enable global adoption.”

GREEN MARINE continues to drive development of the methanol supply chain in the marine market, with recent agreements including preparations for projected supplies of green methanol from Chinese partners. The firm also recently named Singapore-based former Methanol Institute Chief Commercial Officer, Chris Chatterton as Managing Director & Partner, with effect from 1st July, 2024. 

Chatterton commented: “Market receptiveness to Methanol Superstorage has been exceptional and we look forward to working with SRC to realise its extraordinary potential to help drive forward methanol as a mainstream marine fuel. Investors will be encouraged to know that, as the most experienced technical player in marine methanol, GREEN MARINE’s expertise, insight and global support stands alongside SRC in the demonstration phase of Methanol Superstorage.”

Methanol Superstorage has already received Approval in Principle from a leading IACS society, which indicates that no conceptual issues have been identified relating to ship regulatory requirements. “In parallel to class approvals, SRC and GREEN MARINE will also oversee and manage 3rd Party technical development” said Lilp.


Norway Provides Record Funding for Ammonia and Hydrogen Vessel Projects

hydrogen fueled vessel
Enova awarded 15 vessels grants to advance hydrogen and ammonia propulsion (Enova)

PUBLISHED JUN 20, 2024 7:08 PM BY THE MARITIME EXECUTIVE


Enova, the Norwegian government’s clean energy fund developed to spur decarbonization efforts including in the maritime sector, is making its largest-ever awards. The latest competition round will provide approximately $114 million in support for a total of fifteen ships. Six of the vessels will be ammonia-fueled while nine will be cutting-edge hydrogen projects, including five dry bulk newbuilds for Maris Fiducia and the charter market.

The awards are going to Hoegh Autolines which is building a new class of the world’s largest car carriers with the last four slatted for dual-fuel ammonia propulsion. Amon Gas was also awarded for an ammonia project. The Norwegian division of Dutch shipowner Maris Fiducia, as well as Møre Sjø, Napier, and Halten Bulk, are all being awarded grants for hydrogen vessels. 

 Maris Fiducia announced plans for its project which will include five 6,000 dwt vessels designed by the Dutch firm Ankerbeer. The hull design is being optimized for efficiency and low fuel consumption. 

The power plant will be a dual-fuel hydrogen ICE combined with fuel cells for auxiliary power. In addition to the ICE plant, they will be equipped with a Zero Emission Pod, a module containing a complete hydrogen energy system that is being developed and tested by Norway-based HAV Hydrogen. The company is currently developing its first full-scale pods, which will be ready for testing by 2025. They anticipate having them available by the end of 2025.

 

Maris Fiducia will build five hydrogen-fueled vessels for the charter market (Maris Fiducia)

 

Each of the ZEPODs is expected to deliver a total capacity of 400 kW, which will be enough to run all the auxiliary systems on the bulk carriers. They expect to be able to upgrade the ZEPODs to a 1 MW capacity at a later date.

Maris Fiducia notes that the technology is advancing rapidly. Just over a year ago, they said they were inspired to based on the fuel availability and emerging technical competence to pursue this concept. Enova awarded over $28 million in support for the project.

“This brings us another step closer to the commercial breakthrough for our hydrogen-based energy systems for ships,” says Kristian Osnes, managing director of HAV Hydrogen.

Another key part of the project will focus on establishing a commercial operation for vessels employing hydrogen fuel. The five bulkers will go on hire through a zero-emission time charter agreement with Schulte & Burns to establish the market for the vessels and the sector.

Enova reports “The competition was fierce, and there were many good projects,” applied in this round. They received applications for a total of 45 projects, of which 13 applications were distributed among eight unique companies on the hydrogen program and 32 applications from 11 companies on the ammonia program. The goal was to reduce the barriers for actors who use hydrogen and ammonia as fuel in vessels so that the first functioning value chain within hydrogen and ammonia can be established in Norway.  The next application deadline for the program’s hydrogen and ammonia in vessels is September 27. 


Study Finds High Fuel Quality in Biodiesel Supply Chain

Stena biofuel test
File image courtesy Stena

PUBLISHED JUN 19, 2024 8:49 PM BY THE MARITIME EXECUTIVE


The Global Center for Maritime Decarbonization, the green-fuel think tank founded by Singapore's Maritime and Port Authority, has released a comprehensive report on the stability of biodiesel (FAME) as a marine fuel. First-generation biodiesel has been in production and use for road transport applications for decades, and it is trickling into the marine fuel market for the same reasons that it is popular on land: it is relatively cost-competitive, and it can be blended in any proportion with fossil-derived diesel fuel. GCMD set out to determine how FAME fuels are faring in maritime supply chains, with a particular eye to biodiesel's problems with degradation - and its researchers came away with positive results. 

First-generation biodiesel is made by reacting natural fats - like vegetable oil or tallow - with methanol in the presence of an alkaline catalyst (lye). The products of the reaction are fatty acid methyl esters (FAME), plus a smaller quantity of glycerol. After extensive purification, the FAME is sold as a fuel. It is a common ingredient in over-the-road diesel blends in the United States and Europe.

This chemical process differs from the next-generation "renewable diesel" or "RLD" process, which runs the same natural fat feedstocks through a hydrocracker, resulting in a product identical to fossil diesel. First-generation FAME has many desirable attributes, but it also has shortcomings compared with RLD. FAME slowly degrades in the presence of water and atmospheric oxygen, both found in abundance at sea. It can also deteriorate in the tank if water is present and bacteria or mold take hold. At worst, these problems can cause sludging in fuel injectors, pumps and piping, much like "bad bunkers." FAME's natural oxidation process also creates organic acids, which can corrode piping and fuel systems. 

Given these potential contamination problems, and the increasing interest in biodiesel as a marine fuel, GCMD set out to study how FAME works in real-world bunker supply chains. It followed the use of FAME fuels aboard 13 vessels bunkering in three different ports, drawing on four different suppliers. Its researchers sampled the fuel at multiple points along two of these supply chains - from the producing facility to the bunker barge - to determine whether the fuel could get contaminated or degrade before loading. (The research did not cover long-term performance aboard the vessels after loading.)

The group's findings were positive: no substantial changes were found in the substance's characteristics during five months of midstream storage, transport and blending. There were no meaningful issues with acidity, sludginess, reduced energy content or biological contamination. 

"The results from our end-to-end supply chain trials indicate no significant degradation of FAME, arising from autoxidation, hydrolytic oxidation or microbial contamination under standard commercial operations conditions," the team concluded. "Given the potential for higher adoption of biofuels, the shipping industry will need to continue to build up a crucial database to develop best practices to guide the development of biofuels use."


Mitsubishi Shipbuilding Joins Methanol Sector with Order for First RoRos

car carrier
Mitsubishi Shipbuilding recently launched the first LNG-fueled car carrier for Toyofuji Shipping (Toyofuji)

PUBLISHED JUN 18, 2024 7:54 PM BY THE MARITIME EXECUTIVE

 

Japan’s Mitsubishi Shipbuilding is joining the emerging group of shipyards capable of building ocean-going methanol-fueled vessels. While the alternative fuel is dominating new orders, with 269 orders due for delivery over the next five years according to DNV, only a few shipyards are building the vessels.

Mitsubishi Shipbuilding signed an order for Japan’s first methanol dual-fuel RoRo car carriers. The two ships will be deployed on a Japanese coastal service and designed to address the emerging trends in shipping.

Toyofuji Shipping is ordering two ships as part of a promotional project jointly sponsored by the Ministry of the Environment and the Ministry of Land, Infrastructure, Transport and Tourism. Toyofuji will own the first vessel and the second with be shared with Fukuju Ship Company. Both vessels are due for delivery by the end of 2027.

In addition to being the first dual-fuel methanol-fueled RoRos for Japan, the vessels will incorporate other design elements to improve efficiency. They will be equipped with Mitsubishi’s energy-saving technology system and energy saving propellers and high-performance rudders with reduced resistance. They will have a high-efficiency dual-fuel main engine and the shape of the bow and vertical stem is designed to reduce propulsion resistance.

The ships will be larger than the conventional coastal car carriers. The length will be increased by approximately five meters (more than 16 feet) and the tonnage will increase from 12,687 to 15,750. Loading capacity will expand by 15 percent or 300 vehicles to a total of 2,300 units. This will permit the companies to reduce CO2 emissions by more than 20 percent per unit. Overall, they expect an initial 10 percent reduction in CO2 emissions which can be further increased through the conversion to green methanol. Mitsubishi Gas Chemical Company and Kokuka Sangyo will supply the methanol bunkering from conventional vessels.

While the ships are larger, they will be able to call at conventional ports. The size increase will also address the labor shortages being experienced in the shipping industry as well as the calls for work style reforms. The increased loads will provide more schedule flexibility and rest time for crews.

Mitsubishi Shipbuilding reports it will expand on its experience with LNG to develop the new vessels. The Enoura shipyard in Shimoseki City earlier this month launched the first LNG-fueled car carrier for Toyofuji Shipping. Named Trans Harmony Green, the vessel is 49,500 tons with a capacity for 3,000 vehicles. It will be operating the company’s Asia weekly service.

Methanol-fueled car carriers are a new segment for the emerging alternative fuel. DNV reports less than seven percent of the methanol-fueled orderbook is for car carriers with only 18 vessels ordered so far for the segment. Containerships continue to make up the vast majority of the orders for methanol-fueled vessels although other segments are starting to emerge.