FCEN - Energy Transition at Maritime and Ports

This study assesses the economic impact of European Union maritime regulations, particularly the Emissions Trading System Directive and Fuel European Union Maritime Regulation, on shipping companies operating in Irish ports through 2050. It analyzes penalties associated with continued fossil fuel use. Additionally, it examines the risk of stranded assets under alternative fuels infrastructure regulation, focusing on the economic viability of onshore power supply investments and alternative fuel adoption. The findings will provide insights into cost implications and policy recommendations for a sustainable transition to alternative fuels in Ireland's maritime sector.

The future of seaborne coal trade is at a critical juncture, influenced by energy transition policies, geopolitical changes, and market uncertainties. The worldwide efforts for decarbonization, implementation of carbon pricing mechanisms, and phase-out strategies in major economies are inducing structural changes in coal supply and demand. Since mid-2020, geopolitical events and energy market shocks have temporarily disrupted the emerging consensus on the short-to medium-term phase-out of coal. Based on the responses of major coal consumers and producers, we argue that the current increase in demand and prices in the mid-2020s will likely be followed by a sharp decline, potentially leading to a "boom and bust" scenario. Additionally, the global dry bulk shipping sector, significantly dependent on coal transportation, encounters growing risks as climate policies reduce trade volumes. This study examines these complex dynamics, integrating economic, policy, and environmental perspectives to provide a comprehensive outlook on the future of seaborne coal trade. By analyzing different scenarios, this article offers insights into the evolving role of coal in transitioning global energy landscape and the associated demand for dry bulk shipping.

This study examines the economic viability of installing battery systems and an offshore charging station for Service Operation Vessels (SOVs) using 90 days of operational data. A net present value (NPV) analysis was conducted over a 12-year period, incorporating capital costs, residual battery value, and operational costs such as fuel, CO₂ taxes, and charging-related time. Two charging configurations, fully electric and plug-in hybrid, were assessed for battery capacities ranging from 5 MWh to 30 MWh. Results show that time spent traveling to and from the charging station, plus charging and connection time, can erode the benefits of fuel and CO₂ savings. However, assuming three hours of daily idle time yield a positive NPV for the plug-in hybrid strategy. Larger batteries or a fully electric approach require further reductions in charging duration or better utilization of idle periods to become economically favorable.

This study examines the economic performance of four-stroke liquefied natural gas (LNG)-powered dual-fuel (DF) engines incorporating shaft generators (SGs) designed to provide auxiliary power when the engines operate above 50% load. Two distinct configurations involving large DF engines with mechanical propulsion (DF-MP) and smaller DF engines with diesel-electric propulsion (DF-DEP) are modelled using sensor data obtained from a Kamsarmax bulk carrier. Furthermore, integrating LNG-powered phosphoric acid fuel cells (PAFCs) and batteries into ship electrification systems is analysed for operations in the port and under low-load main engine conditions. The economic assessment employs the primary metric of the Levelized Cost of Energy (LCOE). Comparative evaluations are conducted for systems, considering a range of fuel price variations and carbon emission scenarios. The results show that the DF-MP configuration delivers a 12.88% decrease in tank-to-wake CO2 emissions, while the DF-DEP setup achieves a more substantial 27.21% reduction. The conventional system exhibits LCOE values ranging from 2.65 to 3.80 $/kWh, compared to 4.80 to 6.12 $/kWh for DF-MP and 6.05 to 8.09 $/kWh for DF-DEP. The evaluated carbon tax levels, spanning from 54.34 to 104.52 $/t-CO2, fail to provide adequate incentives for transitioning to the investigated configurations.

The shipping sector produces about 3% of worldwide greenhouse gas emissions which makes it an important focus for strategies aimed at reducing emissions. The International Maritime Organization (IMO) sets a goal to reach net-zero emissions from international shipping by the year 2050. Green ammonia stands out as a potential carbon-free fuel solution but faces barriers to widespread implementation due to ignition difficulties and toxic properties. This research from the Hi-Effects project examines how aqueous ammonia-ammonium nitrate blends can address current challenges and reduce environmental damage. The preliminary study shows that although ammonia has high initial expenses it leads to operational savings over time while supporting IMO decarbonization objectives. Liquefied hydrogen (LH2) demonstrates exceptional potential because of its superior energy density and minimal emissions but demands substantial initial capital investment. Methanol functions as an intermediary fuel that reduces emissions but fails to reach the carbon-neutral status of ammonia or hydrogen. Ignition-improving additives boost combustion efficiency while minimizing engine wear to increase fuel viability. Research results establish ammonia-ammonium nitrate mixtures as a practical maritime fuel choice with minimal environmental emissions.