Quadrise Fuels Share Discussion Threads

[hazl] 28/6/2022 13:36

Compatibility

Large slow-speed 2-stroke diesels dominate the ultra-large shipping segment, with 4-stroke diesels also common smaller vessels. Many of these ships have decades of lifespan left before retirement, and hence a compatible solution is required that can work on these existing engines to improve their environmental and economic performance today.

A common issue with alternative fuels is that they require new engines entirely, or extensive modifications. This can make it risky and uneconomical, especially if a single fuel source is relatively limited (imposing considerable logistical difficulties).

MSAR/bioMSAR are compatible with existing 2-stroke and 4-stroke diesel engines, with an upgraded fuel booster system, improved burner tips, and software being the only significant requirements. These are all low-cost compared to any other solution.

MSAR/bioMSAR can be tuned to meet the required viscosity specification. For example, it can be produced to run on engines that require IFO380 or IFO180.

Engine remains fully compatible with existing conventional fuels, so there is no risk of 'lock-in' for the technology. Operators use standard fuel-switching procedures (as happens today with MGO vs HFO, etc).

MSAR and bioMSAR are interchangeable, so switching between different formulations and blends is transparent from the fuel user’s perspective.

bioMSAR contains renewable glycerine as one of its low-carbon energy sources; glycerine has been shown to have substantial lubricity and anti-corrosion benefits when used in internal combustion engines. This would likely result in OpEx savings owing to reduced wear-related maintenance.

[hazl] 28/6/2022 13:32

You really don't like it when it's blue do you?
How's your PURP doing?


Chuckle.

[kreature] 28/6/2022 13:29

hazl.....may I suggest that you shorten your posts a couple of lines. No-one reads the longer posts when there's no interest imo

[kreature] 28/6/2022 13:17

when you say 'home', I take it you mean the boat and the beach and the bar ?

[tongosti] 28/6/2022 12:12

Anyone know if those who gets paid from the company (not sure why but that's another chat ain't it) enjoy working from home? What do we think they do all day these days?Lol

[hazl] 28/6/2022 08:38

Environmental benefits

Quadrise’s fuel platform technology significantly reduces several important emissions by increasing efficiency and improving combustion characteristics.

This is important for both emissions impacting human health (including black soot, PMx, and NOx), but also to reduce CO2 intensity.
Attribute Benefits

bioMSAR: Lower carbon due to low-carbon fuel components


Low-carbon biofuel and non-biofuel sources included, such as renewable glycerine.

Displaces conventional residue components, hence reducing carbon.


Renewable component tuned according to customer requirements (CO2 reduction, economics, availability, etc).

Multiple low-carbon sources can be integrated seamlessly into a single fuel, likely including glycerine, lignins, pyrolysis oils, methanol, ethanol, etc.

Higher efficiency reduces effective carbon output for work done (see below).

Can blend in bio- and non-biofuel sources, such as green ammonia, algal glycerine, etc.

Increases engine efficiency up to 9%, due to fuller fuel burnout, fuel pre-atomisation, and improved compression ratios.


Increased distance travelled for same consumption (per unit energy).

Reduced CO2 emissions (per unit energy).

Reduced black carbon, soot, and PMx from unburned fuel.

Lower combustion temperatures


Reduced thermal NOx (nitrous oxides).

Ability to tune engine more optimally without increasing NOx unacceptably.

Reduced refining and production emissions. A significant portion of the CO2 burden of a fuel is incurred during refining. This is especially true for processes that break up heavy residues into lighter products.


No need to apply highly energy intensive process to crack residues or reduce viscosity.

MSAR is produced directly from heavy residue with low energy intensity emulsification process.


Thanks to quorumzine

[hazl] 28/6/2022 07:19

Mexico is in urgent need of an energy solution that allows it to rapidly rebalance refinery output away from HFO and towards higher value transportation fuels, so that the country can:

Reduce its imports of diesel and other transportation fuels;
Maximise the economic value of its oil reserves; and
Meet its obligations to reduce carbon and other harmful emissions

Quadrise’s MSAR® technology enables Mexico to achieve all of these objectives. This technology is proven, affordable and can be implemented immediately.

[kreature] 27/6/2022 18:59

1.5p now
I guess that's slightly better than zero tbf

[kreature] 27/6/2022 15:49

I think it’s going to zero hazl. Would you agree?

[hazl] 27/6/2022 15:47

I am only interested in the future price.

[kreature] 27/6/2022 15:45

Didn’t you buy at 1.50 last April?
What do you make the share price today?

[kreature] 27/6/2022 15:43

the past is a window into the credibility of the company. From that you can get an idea of what to expect in the future. Hope that helps, ATB

[hazl] 27/6/2022 15:41

At Quadrise we are focusing on what
can be done today to:
1. Improve energy efficiency / SFOC
2. Lower emissions of CO2 NOx PM
Using advanced technology for fuels...

[hazl] 27/6/2022 15:40

There we go proof again that poster above doesn't know about the latest tech from QFI.

He is still living in the past.
At least the older posts I post are still relevant.

[hazl] 27/6/2022 15:38

bioMSAR™ is a blend of heavy residual oils and glycerine with small amounts of specialist chemicals and water (patent pending) that are mixed using our proprietary MSAR® technology. bioMSAR™ is an oil-in-water emulsified synthetic biofuel, with lower emissions than conventional fuels. The amount of glycerine added can be tailored to future CO2 reduction requirements. Adding 40% renewable glycerine to make bioMSAR™ results in over 25% fewer carbon dioxide emissions.

[kreature] 27/6/2022 15:20

I thought ‘all of the available’ heavy fuel oil in Saudi was going to be converted to msar? How’s that going?

[kreature] 27/6/2022 15:18

I thought msar was going to be rolled out over the Maersk fleet? How’s that going?

[kop202] 27/6/2022 15:08

HazlI'm retirement age...and still work...made the foolish mistake of beleiving all the hype around QFI.....you probably wouldn't believe it but I'm invested in QFI in a big way

[kreature] 27/6/2022 15:08

Well Mearsk tried it, and they are not using it.
Man Diesel tried it, and they are not using it
Wartsila tried it, and they are not using it,
Pemex tried it, and they are not using it
Aramco tried it, and they are not using it

How many more ?

[hazl] 27/6/2022 14:48

Note.

'
This regulatory hurdle is now set to be cleared thanks to a new “Unified Interpretation (UI)” approved by the IMO’s Marine Environment Committee in June 2022 on the application of regulation 18.3 MARPOL Annex VI in relation to biofuels.'

[hazl] 27/6/2022 14:45

'Boost for biofuels as IMO removes regulatory hurdle

Interest in biofuels is growing due to its environmental benefits and potential GHG savings, but there have been doubts about a potential increase in NOx emissions and compliance with MARPOL Annex VI and the NOx Technical Code.

Regulation 18 of MARPOL Annex VI, “Fuel Oil Availability and Qualities”, applies to fuels derived from petroleum refining and also fuels derived by methods other than petroleum refining.

Biofuels and biofuel blends have to comply with MARPOL Annex VI.

Apart from limits on sulphur content, Regulation 18.3.2.2 of MARPOL Annex VI requires that such fuels shall not “… cause an engine to exceed the applicable NOx emission limit…”.

Meeting applicable sulphur limits is normally not a challenge for biofuels; however the nature of the NOx Technical Code has been problematic as engine certification and the associated IAPP-certificate requires that the parent engine test is undertaken on a DM-grade (distillate) marine fuel in accordance with ISO 8217:2005.

To demonstrate that biofuels do not “cause an engine to exceed the applicable NOx emission limit” has been a challenge. It would require either on-board emission testing and monitoring, or engine and fuel-specific NOx emissions validation testing, with the added complexity of not being able to define a reference biofuel. Alternatively, ships have been able to apply for an exemption from Regulation 18 of MARPOL Annex VI in line with MARPOL Annex VI Regulation 3: “Trials for Ship Emission Reduction and Control Technology Research”. Exemptions for the testing of the biofuels can be granted up to 18 months for smaller engines, and up to five years for larger engines with cylinder displacements over 30 litres, subject to the flag Administrations decision.

This regulatory hurdle is now set to be cleared thanks to a new “Unified Interpretation (UI)” approved by the IMO’s Marine Environment Committee in June 2022 on the application of regulation 18.3 MARPOL Annex VI in relation to biofuels.

This UI means that biofuel blends up to 30% (B30) will be regarded in the same way as regular oil-based fuels.

It also allows the use of B30 to B100 biofuels for “engines certified in accordance with regulation 13 of MARPOL Annex VI which can operate on a biofuel or a biofuel blend without changes to its NOx critical components or settings/operating values outside those as given by that engine’s approved Technical File.”

Experience to date is that no engine setting changes have been needed to operate on up to B100 biofuels, according to information from Lloyd’s Register.

A recently published Lloyd’s Register Technical Report on NOx from marine diesel engines using biofuels covered data from multiple biofuel sea trials with FAME or FAME-type fuels from 20% through to 100% bio-component. The report concluded that that NOx emissions were not significantly increased in any instance.

Moreover, NOx emission data from several in-use trials submitted to the IMO have shown that NOx emissions of various biofuel blends, up to and including 100% bio-components, are often less than NOx emissions from oil-based fuels, or comparable.'