Alternative fuels for marine transportation PRACTICE PAPER 3 SUBMITTED BY: Development Environergy Services Limited AUGUST 2022 © 2022 The World Bank 1818 H Street NW, Washington DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved This work is a product of the staff of The World Bank. The findings, interpretations, and conclusions expressed in this work do not necessarily reflect the views of the Executive Directors of The World Bank or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. ABSTRACT To facilitate the adoption of best practices in terms of energy efficiency technologies, refrigerants with low global warming potential (GWP), and promoting cold chains based on low ozone depleting substances (ODS) this practice paper describes the decarbonization options for boats in India. CONTENTS ABBREVIATIONS ...................................................................................................................... 4 1. INTRODUCTION ................................................................................................................... 5 2. TYPES OF BOATS FOR MARINE CATCH .......................................................................... 6 3. ANALYSIS OF DECARBONISATION OPTIONS FOR BOATS IN INDIA .......................... 12 4. CURRENT POLICY ............................................................................................................. 19 5. ROLE OF WOMEN AROUND TECHNOLOGIES ............................................................... 20 6. CONCLUSION ..................................................................................................................... 20 TABLES Table 1: Selected parameters for the different types of fishing boats .................................... 11 Table 2: Summary of various assessments ............................................................................ 11 Table 3: Analysis of specific emission reduction .................................................................... 13 Table 4: Summary of various assessments for IBM boat and Gill net.................................... 14 Table 5: Definition of scenarios reviewed................................................................................ 14 Table 6: Analysis of specific GHG emissions.......................................................................... 17 Table 7: Summary of various assessments for OBM boat ..................................................... 17 Table 8: Definition of scenarios reviewed................................................................................ 18 Table 9: Summary of various assessments for the proposed fuel switch options.................. 21 FIGURES Figure 1: Fisheries resources .................................................................................................... 5 Figure 2: Classification of mechanized boats ............................................................................ 6 Figure 3: Purse seine fishing (Image courtesy: Marine Stewardship Council) ......................... 6 Figure 4: Seiner boat (Image courtesy: J. Simpson Ltd. ) ........................................................ 7 Figure 5: Bottom trawling (Image courtesy - MPEDA ) ............................................................. 8 Figure 6: Profile and deck plan of a mechanised ...................................................................... 8 Figure 7: IBM trawlers in Tuticorin, Tamil Nadu ........................................................................ 8 Figure 8: A trap setter boat and its crew (Image courtesy - iStock photos).............................. 9 Figure 9: Longline fishing (Image courtesy - MPEDA) ............................................................ 10 Figure 10: A pictorial representation of gill netting (Image courtesy: MPEDA) ...................... 10 Figure 11: Natural gas infrastructure of India ......................................................................... 13 Figure 12: Sensitivity chart for IBM boat ................................................................................. 15 Figure 13: Sensitivity chart for Gill net boat ............................................................................ 15 Figure 14: Sensitivity chart for Solar- battery retrofit OBM boat ............................................. 18 ABBREVIATIONS ACRONYM FULL FORM BHP Brake horsepower CMFRI Central Marine Fisheries Research Institute DC Direct Current DESL Development Environergy Services Ltd. DFC Delhi finance corporation DOF Department of fisheries EOI Expression of interest FIDF Fisheries and Aquaculture Infrastructure Development GDP Gross Domestic Product GHG Green House Gas GWP Global warming potential HSD High Speed Diesel IBM In Board Motor ICAR Indian Council of Agricultural Research IEA International Energy Agency IIFL India Infoline K-DISC Kerala Development and Strategic Council LNG Liquified natural gas MMTPA Million metric tonne per annum MMSCMD Million Standard Cubic Meters of Gas per day MPEDA Marine products Export Development Authority NCE Non-conventional Energy NFDB National Fisheries Development Board OBM Outboard Motor ODS Ozone depleting substances PDS Public Distribution System PM Particulate Matter PMMSY Pradhan Mantri Matsya Sampada Yojana 1. INTRODUCTION The fishery sector is organized under two main resources, which are marine and inland resources. These can be further divided as depicted in the figure below: Figure 1: Fisheries resources The major fishery species include the Aquaculture shrimp, marine shrimp, Indian major carp, marine finfish, and chilled marine seafood. Among these species, the marine species, captured using boats, are the marine shrimp, marine finfish and chilled marine seafood like crabs and lobster. The catching of fish is the most GHG intensive element among the elements of the value chain in the selected species. This practice paper addresses the financial, economic, environmental and policy aspects of reviewing the prevailing options for the reduction of GHG emissions through alternative fuels. 2. TYPES OF BOATS FOR MARINE CATCH A variety of boats are used for marine fish catch depending on the fishing methods, type of fish and the quantity of catch. A broad classification has been provided in the figure below: Figure 2: Classification of mechanized boats The details of each type of boat have been presented as follows: ● Seiners: Seiners are non-trawling vessels that are generally deployed to catch fish such as Tuna. Seine nets are used in this type of fishing vessel. These nets are equipped with traps that close the net from below when the fish shoal enters it. A bow thruster is sometimes provided in a seiner which enables the vessel to make circles around the shoal. However, this method is not used significantly by the fishermen in India1 and other South Asian countries. Figure 3: Purse seine fishing (Image courtesy: Marine Stewardship Council) 1 Stakeholder consultation at Veraval, Gujarat and Tuticorin, Tamil Nadu. Figure 4: Seiner boat (Image courtesy: J. Simpson Ltd.2 ) ● IBM trawlers In Board Motor (IBM) trawlers, as their name suggests, these vessels have trawler nets that are suspended by aiding equipment and trailed under the surface of the water at the required depth to haul and trap the fishes. Trawler vessels are employed to catch a wide array of fishes in India and South Asian countries. Generally used for small scale fisheries, in some cases, trawlers can also go deep sea fishing. The fishing nets are suspended from poles and these poles pull the net to a specified depth. The material used to make the net is nylon, which does not let the net go rigid and imparts flexibility. Trawlers can further be classified based on the position of the net as follows: 1. Bottom trawlers: The net is dropped completely to the bottom of the seafloor and the fish are scooped up from there 2. Midwater trawlers: Unlike bottom trawling, the nets are not dragged down to the bottom of the seafloor but above it. The catch in this case is comparatively lower than bottom trawling but this method is considered to be more environmentally sustainable. 2 J. Simpson LTD. Marine designers and consultants, Canada Figure 5: Bottom trawling (Image courtesy - MPEDA3 ) Figure 6: Profile and deck plan of a mechanised Figure 7: IBM trawlers in Tuticorin, Tamil Nadu The average catch in a good season is around 2 tonnes per trip but can vary according to the weather conditions and availability of fish. The marine fishing boats such as IBM in Bangladesh are generally owned and managed by Bangladesh Fisheries Development Corporation. In Sri Lanka, there is presence of IBM & Gillnet-longliner (combination) which are widely used for long multiple day fishing (tuna, seerfish, sharks etc.). In all the boats mentioned above, diesel is the most used fuel and accounts for a major portion of the operating expenses. 3The Marine Products Export Development Authority, ● OBM boats (Trap setters) These vessels are mostly used to catch crabs and lobsters. Special kinds of traps and pots with bait attached to them are dropped from the fishing boat to the bottom of the seafloor by the fishermen and left there for some time. Once the invertebrates enter the traps to take the bait, the trap closes behind them and they are picked up by the fishermen. These are small boats with a capacity of 2-3 people and the duration of the trip is generally a day, which involves setting up the traps and then coming back to pick up the catch. South Asian countries like Bangladesh mainly use traditional (non-motorized) fishing boats4 which are locally made for fishing in lakes, rivers etc. Figure 8: A trap setter boat and its crew (Image courtesy - iStock photos) ● Longliners Longliners are fishing vessels that use very long lines with hooks attached to them every few feet. The vessel is equipped with multiple long fishing lines in series and each line is then connected with hundreds of baited hooks. Longlines are usually set once a day using a fishing boat and are allowed to float freely for hours, letting the fish take the bait. The long lines are then hauled at the end of the day along with the catch. In comparison to trawling, longline fishing consumes less fuel. 4 National Encyclopedia of Bangladesh Figure 9: Longline fishing (Image courtesy - MPEDA5) ● Gill netters The varieties of fishing boats that employ the gill net system of fishing are referred to as gillnetters. Gill netters utilize nets that lay vertically in the water like a fence as shown in the figure below: Figure 10: A pictorial representation of gill netting (Image courtesy: MPEDA) Lead weights at the bottom of the net and floating corks attached to the top of the net keep the net in place. Fish swim into the net and get stuck at the largest part of their body, just behind their gills. They can’t swim all the way through the holes in the net, and their gills prevent them from swimming back, so they stay in place until the fishermen pull the net. Gill netters are used to catch Fin fish such as Mackerel, Silver Biddy, Needlefish, Dorab Wolf Herring etc. in India. Gill net boats are not used in Bangladesh 4. However, Gillnet-longliner (combination) boats are widely used for long multiple day fishing (tuna, seerfish, sharks etc.) in Sri Lanka. In India, fish capture has a high contribution of 43%-98% of the total GHG emissions across the value chain depending on the target variety. The type of boats used, the estimated resource consumption and catch in India are summarized in the table below: 5 Marine Products Export Development Authority Table 1: Selected parameters for the different types of fishing boats Parameter Unit IBM Boat Gill Net Boat OBM Boat Catch capacity kg/trip 3,000 2,000 200 Trip duration d/trip 20 15 1 Petrol (10%) and Kerosene Fuel type - Diesel Diesel (90%) Fuel tank capacity liters 3,000 2,000 250 Ice consumption kg/trip 12,000 7,000 0 Specific GHG emissions tCO2/t 2.86 2.33 0.27 GHG emissions per trip tCO2/trip 8.6 4.6 0.054 The financial, economic, and environmental assessment of the different type of boats have been summarized in the table below: Table 2: Summary of various assessments Assessme Parameter Unit IBM Boat Gill net OBM nt Specific operational Financial Rs. /t of fish 144,500 121,300 26,800 expenditure6 Air particulate g/t of fish 140 67 45 emissions (PM10) Economic Marine water Likely due to oil spillage impacting the livelihood - pollution of small fishermen7 No. of Employment in boats persons/t of 3.3 4 30 fish Environmen Specific GHG tCO2/t of fish 2.86 2.33 0.27 tal emissions Specific energy Energy kJ/kg of fish 37,600 30,350 3,750 consumption 6 Food cost + Fuel cost + Labor cost + Ice cost 7 Article: Livelihoods ruined: Oil spill forces fishermen into poverty in Peru 3. ANALYSIS OF DECARBONISATION OPTIONS FOR BOATS IN INDIA Alternative fuels to diesel were reviewed as a means of decarbonization or reducing GHG emissions in the different types of boats. The various options for stored energy were solar PV with batteries and liquified natural gas (LNG)8. ● Solar PV with batteries - The relatively low energy density of batteries compared with liquid fuels makes it suitable only for shipping routes of up to 200 km9. The solar PV and battery option was therefore reviewed for the OBM boats. Given the duration of the trips and the need for high volumes of stored energy in the IBM and gillnet boats, charged batteries are not an option. ● LNG - The calorific value of LNG is relatively high as compared to diesel. Liquified natural gas (LNG) was therefore considered to be suitable for the IBM and gillnet boats 10. LNG - Diesel hybrid The experience of fuel switch from diesel to LNG-diesel hybrid option has been captured in the below success story: Success story: Fuel switch to LNG-Diesel hybrid An existing IBM boat (60-ton weight and having a 325 bhp engine) with a diesel engine was used as a testbed planned for conversion to a dual-fuel system, which includes LNG and diesel. The hull of the selected vessel was proposed to be modified to accommodate an LNG storage tank and associated equipment. The objective of the experiment was to test the retrofit in an existing boat to minimize the capital expenditure and maximize the fuel switch to LNG to enable higher GHG emission reductions. The pilot was spearheaded by Kerala Development and Innovation Strategic Council (K- DISC) and supported by many agencies 11. The test was conducted for 30 days, and the performance was checked every day 12. The results of the experiment are as follows: ● Successfully reduced the diesel consumption by 60% ● Capital cost for the retrofit was 13 Lakh Rs. No loss of fish due to the proposed fuel switch 8 Hydrogen as a fuel was not considered to be commercially mature 9 “Net Zero by 2050, a roadmap for the global energy sector”, IEA 10 Volume of the natural gas is reduced to 600 times of its gas phase when cooled down to -162 degrees Celsius. 11 NGV Journal, August 2019 12 Discussion with K-DISC A brief review of the LNG infrastructure and cost in India are provided as follows: LNG infrastructure in India At the end of 2020, India had six (6) operational LNG terminals with a cumulative capacity of 42.5 MMTPA. The Dahej and Kochi terminals handled 254 and 14 LNG cargoes respectively in the financial year 2020–21.13 Utilization of Kochi terminal improved due to commissioning of Mangalore section of GAIL’s Kochi Mangalore pipeline in 2020–2021.14 The adjoining figure provides the details of the existing and upcoming LNG terminals in India showcasing the promising spread and availability of LNG in India. Figure 11: Natural gas infrastructure of India 15 The procurement of LNG can be accomplished through two types of contracts, which are spot market and term market. The price of the spot market is volatile as compared to the term market. The estimated emission reduction as well as the various aspect affected due to the fuel switch is as follows: Table 3: Analysis of specific emission reduction 16 Parameter Unit IBM boat Gill Net boat Present specific emissions (100% diesel) tCO2/t 2.86 2.33 Proposed specific emissions (60% LNG and 40% tCO2/t 1.26 1.18 diesel) GHG emission reduction % 56% 49% The financial, economic, and environmental assessment of IBM and Gillnet boat have been summarized in the table below: 13 Data from IIFL securities 14 Data from Ministry of Petroleum and Natural Gas 15 Independent Commodity intelligence services 16 Excludes the energy consumed for cooling the cryogenic vessel Table 4: Summary of various assessments for IBM boat and Gill net IBM Boat GILL Net Boat Aspect Parameter Unit After After % % implementa implementat Reduction Reduction tion ion Specific Financial operational Rs. /t 109,000 25% 94,000 23% expenditure6 Air particulate g/t of fish 63 55% 50 25% emissions (PM10) The LNG infrastructure setup will create short term Increased employment for construction and long-term - employment employment for the maintenance of the LNG network Economic and at LNG disbursing terminals. Marine water Due to usage of LNG, the risk of oil spillage from - pollution boats is averted Employment in Increased employment for the maintenance of LNG - boats tank and supporting equipment Environment Specific GHG tCO2/t 1.3 56% 1.2 49% al emissions The operating expense was reduced by 23-25% in comparison to the base case for the LNG based Gillnet and IBM boats. From an emission perspective a significant reduction of 49-56% has been observed for Gillnet and IBM boats respectively. The additional benefits provided in the proposed change are received from marine water pollution and benefit the rural population. The cost economics of the fuel switch option is heavily dependent on the relative price of diesel and LNG. A sensitivity analysis was carried out to examine the cost reduction considering worst, average and best-case scenarios as presented below: Table 5: Definition of scenarios reviewed Scenario Price of Diesel17 (Rs. /liter) Price of LNG18 (Rs. /kg) Best High (93) Low (31) Average Medium (88) Medium (78) Worst Low (80) High (105) The impact of the various pricing scenarios for the IBM boat and Gill net boat are presented in the form of sensitivity charts as follows: 17Based on monthly average price of diesel for the period Apr 21 to Apr 22 18Based on lowest price of LNG in term market, highest price of LNG in spot market and average of monthly values of spot and term markets for the period Apr 21 to Apr 22 Figure 12: Sensitivity chart for IBM boat Figure 13: Sensitivity chart for Gill net boat The cost reduction varies between 24-64% in the case of IBM boats and 6-45% in the case of Gill net boats depending on the price of diesel and LNG. The viability of this technology also depends on the availability of sufficient LNG dispensing terminals in India. Solar - battery hybrid The OBM boats use petrol and kerosene as their primary fuel for propulsion. The consumption of kerosene is higher since petrol is used only for the start of the engine, after which it switches to kerosene. The average consumption can be considered at 1:9 for petrol and kerosene respectively. Solar - battery hybrid was considered suitable for the OBM boats to utilize solar energy during daytime and energy stored in the batteries after sunset or during unfavorable weather conditions for solar. The experience of using solar PV with battery option has been captured in the below success stories: Success story 1: Fuel switch to Solar - battery hybrid An existing OBM boat (32 ft size) with a kerosene fired engine was used for conversion to a solar PV- battery hybrid system by Navalt Solar 19. The solar boat features a catamaran hull with wider space for fishing activities on the main deck. The large deck space is a key feature of the new catamaran fishing vessel, which provides increased spaces for accommodation, engine room and fish storage. The objective of the experiment was to test the retrofit in an existing boat to minimize the capital expenditure and the running costs of the fishing boat. The results of the experiment are as follows: ● Reduced the operating cost per year by 18% ● Capital cost of the retrofit was 10 lakh Rs. Success story 2: Fuel switch to Solar - battery hybrid A private company, Navagathi 20 retrofitted an existing OBM boat of 32 ft length and 5 ft width boat to solar- battery hybrid. Solar panels fitted on the top of the boat, erected on stainless steel structure, at a suitable height without compromising normal operation and stability. Electric outboard motors of similar power as the kerosene OBM were fitted. A lithium battery was installed to power the boat after sunset/ bad weather conditions. A battery shore charging unit was also installed to ensure that the batteries can be charged from AC power when the boat comes back after a fishing trip. A DC-DC converter was provided to give 12 V plug sockets to connect the lights including one for navigation. The results obtained after the retrofit was as follows: ● Drastic reduction in the fuel consumption for fishing (~500 liters per month) ● Higher fish catch on account of elimination of engine thereby reduced noise levels 19 Data obtained from the website of Navalt Solar, Navalt boats 20 Data obtained from the website of, Navagathi There is no loss of fish due to the proposed fuel switch. The two success stories have proved that the fuel switch in the OBM boats is possible. The estimated emission reduction and the changes in the various aspect due to the retrofit to solar battery is as follows: Table 6: Analysis of specific GHG emissions Parameter Unit OBM boat Present specific GHG emissions (10% Petrol, 90% Kerosene) tCO2/t 0.27 ● Option 1: Proposed specific GHG emissions (Solar - Battery retrofit tCO2/t ● 0.275 charged using grid electricity) ● Nil ● Option 2: Proposed specific GHG emissions (Solar - Battery retrofit charged using renewable electricity) ● Emission reduction considering option 1 % ● -2% ● Emission reduction considering option 2 ● 100% The financial, economic, and environmental assessment for the OBM boat has been summarized in the table below: Table 7: Summary of various assessments for OBM boat OBM boat OBM boat Aspect Parameter Unit Option 1 Option 2 % % implementatio implementatio Reduction Reduction n n Specific Financial operational Rs. /t 21,935 18% 21,935 18% expenditure6 Air particulate emissions g/t of fish 0 100% 0 100% (PM10) Benefit to the Decrease in kerosene consumption leads to an increase in rural - the availability of PDS (Public distribution system) 21 Economic population kerosene used for cooking and lighting 22 in rural areas Due to usage of solar-battery hybrid the risk of oil spillage Marine water - from boats is averted. In general, the oil spillage affects the pollution livelihood of small fishermen Employment in - No change in employment boats Environment Specific GHG tCO2/t 0.275 -2% 0 100% al emissions In comparison to the conventional OBM boats, Option 1 & 2 has reduced operating expenditure by 18%. The reduction in the emissions of the boat depends on the source of the electricity used to charge the batteries. The batteries charged by the electricity generated from renewable energy sources would help in reducing the emissions by 100%, while the GHG emissions would increase by 2% when grid 21 HPCL 22Kerosene subsidies for household lighting in India: what are the impacts? electricity is used. The additional benefits are reduced marine water pollution, air particulate emissions and increase in availability of kerosene to the rural population. The cost economics of the fuel switch option depends on the relative price of the electricity, kerosene, and petrol. A sensitivity analysis was carried out to examine the cost reduction considering best, average and the worst-case scenarios as presented below: Table 8: Definition of scenarios reviewed Scenario Price of Petrol-Kerosene (10:90)23 (Rs. Price of electricity 24 (Rs. /liter) /KWh) Best High (93) Low (7) Average Medium (88) Medium (11) Worst Low (80) High (15) Figure 14: Sensitivity chart for Solar- battery retrofit OBM boat The cost reduction varies between 36%-74% for the OBM boats depending on the relative price of diesel and electricity. 23 Based on monthly average price of petrol and kerosene for the period Apr 21 to Apr 22 by Indian oil corporation of India 24 Data based on recent trends of electricity prices in India, lower and medium prices based on the tariffs of electricity obtained from the grid and higher prices for the electricity obtained by renewable sources such as Solar PV and wind farms. Data obtained from, “An analysis of power tariffs across India”, by PhD Chamber of Commerce and Industry. 4. CURRENT POLICY The relevant past and ongoing national policies and programmes relevant to the fishing boats in India were reviewed and summarized as follows: 1. PMMSY (Pradhan Mantri Matsya Sampada Yojana) 25 ○ Concerned Department: Department of Fisheries under the Ministry of Fisheries, Animal Husbandry and Dairying ○ Budget: The allocated budget under this scheme for the period FY 2021 to FY 2026 is 20,050 Cr. Rs. with a central share of 9,407 Cr. Rs. and State share of 4,880 Cr. Rs. ○ Objective of the policy: The focus of the scheme can be divided into 3 broad categories as follows: ● Enhancement of production and productivity ● Infrastructure and post harvest management ● Fisheries management and regulatory framework ○ Incentives: B category (Development of deep-sea fishing) involves upgradation/ acquisition of fishing vessels for fishermen, which shall be facilitated up to 40% of the project/unit cost for General category and 60% of the project/unit cost for SC/ST/Women. The Central share shall be 60% and the state share will be providing 40% share ○ Status: Till date 527 fishing vessels have been upgraded and 273 deep sea fishing vessels have been provided. The proposal sanctioned till date is 7,268 Cr. Rs. 2. FISHERIES AND AQUACULTURE INFRASTRUCTURE DEVELOPMENT FUND (FIDF) 26 ○ Concerned Department: National Fisheries Development Board (NFDB) ○ Budget: The allocated budget under this scheme for the period FY 2019 to FY 2023 is 7,522.48 Cr. Rs. ○ Objective of policy: The aim is to create infrastructure facilities for the fisheries sector in marine and inland which will in turn help achieve the country’s fish production of about 20 million tonnes by 2023. ○ Incentives: Provides interest subvention up to 3% for facilitating establishment of deep-sea fishing vessels with a unit cost estimated to be 80 Lakh Rs. /unit ○ Status: 68 proposals have been approved and 39 have been sanctioned out of 221 proposals received. The relevant past and ongoing state policies and programmes relevant to the fishing boats at State level were reviewed and summarized as follows: 3. Modernization of country crafts27 ○ Concerned Department: Department of fisheries, Govt. of Kerala ○ Budget: The allocated budget for the programme is 150 Lakhs for the year 2021-22 ○ Objective of policy: The objective of the policy is to modernization of traditional crafts ○ Incentives: The subsidy at 30,000 Rs per OBM (less than 10 hp only) for members of Cooperative society affiliated to Matsyafed. ○ Status: 66.7% of the total allocated budget has been disbursed. 4. Supply of tax exempted High-Speed Diesel (HSD) to fishing crafts 28 ○ Concerned Department: Department of fisheries, Govt. of Tamil Nadu ○ Budget: Information not available 25Pradhan Mantri Matsya Sampada Yojana 26 FIDF 27 Department of fisheries, Govt. of Kerala 28 Department of fisheries, Govt. of Tamil Nadu ○ Objective of policy: The objective of the policy is to provide tax exemption to the motorized crafts registered with the State Fisheries Department. ○ Incentives: Tax exemption of HSD to mechanized fishing boats limited to 18,000 liter/craft/year for mechanized and 4,000 liter/craft/year for motorized crafts. ○ Status: The total subsidy amount disbursed was 115.68 Cr. Rs. for the year 2019-20. The scheme was extended for the year 2020-21. 5. Providing 50% Subsidy for Fishermen to procure New Tuna Longliner-Gill netter Boats23 ○ Concerned Department: Department of fisheries, Govt. of Tamil Nadu. ○ Budget: The administration sanctioned a sum of 51.3 Cr. Rs. under honorable Chief Minister Jayalalitha for 171 boats during the year 2014-15 ○ Objective of policy: The aim of the policy was to safeguard fishery resources and harvest underexploited/unexploited oceanic resources like Tuna. ○ Incentives: 50% subsidy for fishermen up to a maximum of 30 Lakh Rs. /unit (Estimated unit cost of 60 Lakh Rs. /unit) for procurement of New Tuna Longliner cum GillNetter boats for the first time in the Country. ○ Status: Under the scheme 110 boats work order has been issued (54 completed and the rest 56 still in construction). Work order for the remaining 61 boats will be issued after scrutinization Most of the policy benefits revolve around capital subsidies, with a few policies for interest subsidies and subsidies on consumables. The prevailing policies do not explicitly provide support for the adoption of alternatives to diesel and kerosene. 5. ROLE OF WOMEN AROUND TECHNOLOGIES There is a significant contribution and role of women in the value chain. However, in the capture component of the value chain, it has been observed that women participation is quite poor 1. The women are an indirect beneficiary of the economic benefits that can accrue from the recommended technologies. 6. CONCLUSION Three types of mechanized boats were found to be used for fishing activities in India. Other countries like Bangladesh and Sri Lanka also use similar types of boats for fishing. The first one being the large IBM boats with a yield of 2-3 tonnes of catch per trip, primarily used for trawling activities. The second one being the Gill net boats that are utilized for Gill net fishing and have a yield of 1-2 tonnes of catch per trip. Both boats use diesel engines and consume large quantities of diesel on each trip. The third category of boats are called the OBM boats. These boats are smaller than IBM and Gill net boats and have a capacity of 100-200 kg of catch per trip. These boats are primarily utilized for catching crustaceans such as crabs and lobsters, they run on a mix of petrol and kerosene in a 10:90 ratio. The petrol is used to start the engine and warm it up after which the engine switches to kerosene completely. These boats are the major GHG contributors in the value chain, contributing 43%-98% of the total GHG emissions across the value chain depending on the target variety. According to our assessments the specific GHG emissions for the IBM, Gill net and OBM boats are 2.86 tCO 2/t, 2.33 tCO2/t and 0.27 tCO2/t respectively. A review of the success stories around fuel switch for the three types of boats showcases the possibility of GHG emission reduction. The proposed fuel switch option can yield an estimated 49-56% reduction in GHG emissions for the IBM and Gill Net boats after switching to the LNG and Diesel hybrid engines (60:40 ratio). However, the GHG emissions for the OBM boats could be reduced to zero if we consider retrofitting with Solar-battery hybrid solution and charged by electricity from renewable energy sources. An increase of 2% in GHG emissions was estimated when the batteries were to be charged by grid electricity. The financial, economic, environmental and energy assessments for the fuel switch options reviewed are summarized in the table below: Table 9: Summary of various assessments for the proposed fuel switch options Assessment Fuel switch to LNG-Diesel Fuel switch to solar-battery hybrid (Applicable for IBM & Gillnet) (Applicable for OBM) Financial 23-25% reduction in operating 18% reduction in operating expenditure expenditure depending on the relative depending on the relative price of price of diesel and LNG kerosene and electricity Economic 25-55% reduction in air particulate 100% reduction in air particulate emissions, reduced marine water emissions, 100% reduction in marine pollution and increased employment water pollution and benefit from possible increased availability of kerosene for the rural population Environmental 49-56% reduction in GHG emissions ● 2% increase in GHG emissions (considering grid electricity for charging batteries) ● 100% decrease in GHG emissions (considering renewable electricity for charging batteries) The proposed fuel switch options are attractive from the financial, economic, and environmental perspectives. Many of the policies reviewed provide benefits which revolve around capital subsidy, with a few policies for interest subsidy and subsidy on consumables. The prevailing policies do not explicitly provide support for the adoption of alternatives to diesel and kerosene. The availability and price of LNG was reviewed in the Indian context. India has several LNG terminals on the west coast. However, the availability of LNG needs to be strengthened for the last mile connectivity. The price of LNG varies from 31 Rs. /Kg to 105 Rs. /Kg depending upon the type of contracts, i.e., spot or term. Subsequently a sensitivity analysis was conducted on the prices of the fuels considering three scenarios (best case, medium and worst case), the operating fuel costs reductions after switching to the LNG-diesel hybrid model ranged from 24-64% in the case of IBM boats and 6- 45% in the case of Gill net boats. Similarly, a sensitivity analysis was conducted on the prices of electricity in India, the savings in operating fuel costs reductions after switching to solar-battery model ranged from 36-74% in the case of OBM boats.