DECEMBER - FEBRUARY19 The viability of a future fuel is also dependent on whether it's intended for shortsea (coastal) or deep-sea (transoceanic) shippingthree or four times a year, so they must store a lot of fuel energy onboard. That means fuel energy density -the amount of energy per cubic meter- is very important. Most new fuels have a lower energy density than what's used today. Therefore, to maintain the same range, fuel tank capacity must increase. That is possible, but it comes at the cost of cargo space. A loss of cargo space means a loss of earning potential and therein lies another challenge with future fuels.NEW SOLUTIONS FOR NEW VESSELS ­ BUT WHAT ABOUT TODAY'S FLEET?As if the foregoing considerations didn't make matters complex enough, it's also important to recognise solutions which are attractive for new vessels may not even be feasible for existing vessels. Generally, existing vessels have more limitations on what's viable due to their architecture, or the specifics of the machinery systems they have onboard. For instance, fuel tanks for carrying today's liquid fuels are unlikely to be suitable for carrying extreme low-temperature or gaseous fuel. Fuels that can be stored and used in existing powertrains are regarded as `drop-in'; they can be used on a vessel as-is. With over 50,000 vessels in the existing fleet, the demand for drop-in fuels will be great.By now, the reasons why shipping is a `hard to abate' sector should be clear. Knowing these reasons is to have a set of considerations for assessing the prospects or suitability of different future fuels. Hopefully, that will help divert energies and resources away from wild goose chases and towards more promising prospects. The challenge ahead is great, but as with most challenges, there's an opportunity lying within it. Fortune will favour the brave.
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