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Ethanol has become the first biofuel to win approved greenhouse gas emission factors under the IMO's lifecycle guidelines, but ships burning it into European ports will still earn no credit for it under FuelEU Maritime.
That is the assessment of Andrea Lazzaro, head of business research at engine designer WinGD, which supplies the dual-fuel engines ordered to the first ethanol-fuelled deep-sea ships, writing in an article published this week.
The Marine ecological stability Protection Committee (MEPC) approved discharge factors to Brazilian "second development" corn ethanol in its Lifecycle Analysis Guidelines to Marine Fuels in April, giving the fuel a rating of 20.8 gCO2eq/MJ, greater than four times reduce than VLSFO, according to Lazzaro.
Unlike the EU releases Trading System, however, FuelEU Maritime does not currently credit releases reductions from any biofuel made from food crops or the byproducts of food production, he writes.
Fuel suppliers are petitioning against that treatment, arguing that modern production techniques mean ethanol does not compromise food production or security.
The split matters less than it might appear, on Lazzaro's reckoning, because only around 20% of the global merchant fleet is exposed to European releases legislation.
to the ships that are, the practical effect is that ethanol delivers savings under the EU ETS however nothing under FuelEU Maritime until the issue is resolved.
The question has have become commercial rather than theoretical since Shandong Shipping's order in might to the world's first ethanol-fuelled two-stroke engines, underwritten by a prolonged charter to mining group Vale.
Lazzaro also sets out a case to using ethanol and environmentally friendly methanol in combination, given that WinGD engines can run on a blend of alcohol fuels.
Owners committed to environmentally friendly methanol however facing limited supply or high prices could burn ethanol through the same engine in the meantime, he argues, shifting the stability towards environmentally friendly methanol as carbon pricing tightens and compliance penalties start to outweigh the fuel's cost.
environmentally friendly methanol can qualify as a zero or near-zero releases (ZNZ) fuel below the 14 gCO2eq/MJ limit in the IMO's draft Net Zero Framework, however is not broadly available and is far greater expensive than the substitutes, he writes.
Engines already installed to burn methanol can be prepared to ethanol with what Lazzaro calls a very simple modification, a point he illustrates with the 9,000 TEU Terma Maersk, the latest Maersk vessel to be fitted with WinGD's X-DF-M engine.
Earlier this year WinGD told Ship & Bunker that it saw ethanol as a possible "game-changer" to Shipping's energy transition on the basis of its cost and growing availability.
The full article can be read here.
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