How did this joint laboratory come about?

Line Poinel (SEGULA) : Our collaboration began 10 years ago, in 2015. At the time, I was hired by SEGULA to work on this desulphurisation project, which was initially led by the R&D teams. We quickly contacted the UCCS (Catalysis and Solid State Chemistry Unit), which had the scientific expertise needed to work on the solution we had devised. That’s how we started testing and developing different concepts and solutions.
Carole Lamonier (UCCS) : The exchanges were very fruitful from the outset, and after several years of successful collaboration, we had the idea of creating a joint laboratory.

How do your respective areas of expertise complement each other?

C.L. : SEGULA has extensive engineering experience that we don’t have at the UCCS laboratory, which allows us to adapt our research directly to the technical constraints of ships. For our part, we contribute our expertise in research, specifically in heterogeneous catalysis (a process that accelerates chemical reactions). This collaboration provides us with a precise framework for our research. Our areas of expertise are complementary.

What are the strategic priorities of CATAMAREN? 

C.L. : Our research focuses on three strategic priorities: the desulphurisation of marine fuels, new fuels and hydrogen as an energy carrier. The first historical focus of our laboratory is the desulphurisation of marine fuels. These fuels contain many impurities, particularly sulphur, which contributes to air pollution when burned. Our goal is to remove the sulphur before combustion using a catalytic solution, so that once burned, the fuel oil no longer generates associated air pollution.
For this solution to be effective on board ships, it must operate in continuous flow, i.e. throughout the entire time the fuel is used in ship engines, and not just in the laboratory. We also aim to replace fossil fuels with sustainable fuels such as ammonia or methanol. On its own, ammonia is a poor fuel, but by combining it with hydrogen produced by its partial decomposition, we hope to obtain a more efficient fuel while avoiding CO2 emissions.

How far along are you with testing? 

C.L. : We have already validated the concept of continuous flow desulphurisation, and we are now working on perfecting this technology to make it fully operational on board ships. At the same time, a thesis specifically on the partial decomposition of ammonia began in September 2024, and a project is underway to develop analytical tools to refine our research.

L.P. : All our projects include experiments that allow us to test our ideas in real-world conditions. This involves mixing components to trigger chemical reactions in the presence of a catalyst and enable or accelerate the reactions. We then analyse what actually happens to determine performance before optimising the systems. All the results we present are from real tests validated on specific laboratory setups.

So how does the research actually work ?

C.L. : We mainly carry out experimental setups: for work on fuel oil desulphurisation, we synthesise catalysts and test them by putting them in contact with marine fuel oil and an oxidant. We then use analytical tools to observe whether the catalytic reaction occurs. For the thesis on new fuels, we are studying the partial decomposition of ammonia using the solid catalysts we are developing: to measure catalytic performance, ammonia is circulated through a catalyst in a dedicated experimental setup. After the reaction, the results are analysed to understand and improve the efficiency of the catalysts.

L.P. : Regular meetings are held to analyse the results and decide on the tests to be carried out next. At the same time, we follow what other teams are doing, learning from their successes and failures. This allows us to enrich our experiences and integrate the knowledge of other researchers into our own work.

What were the main technical and scientific challenges encountered in this project?

C.L.: For desulphurisation, the main challenge is to move from a small closed reactor used in the laboratory to a continuous flow system adapted to the conditions on a ship. The other difficulty is related to the reaction conditions imposed, particularly in terms of oxidants and the diversity of fuel oils, as the solution must meet a number of constraints and be compatible with a wide range of marine fuel oils.
L.P. : We might add that marine fuel oil is a challenge in itself. It is a very viscous material, like honey, which is not at all fluid like the petrol you put in your car at the pump. Working with ‘real fuel oil’ multiplies the difficulties, but it is an essential condition for advancing the research.

How are the teams composed?

C.L. : Currently, around ten people are working in this joint laboratory and two theses supported by SEGULA are in progress. We also have a pilot hall for practical testing.
L.P. : In addition, each entity calls on the specific expertise it needs on an ad hoc basis. For example, if we need to work on system design or naval engineering, we can call on SEGULA’s naval design office. Similarly, if a combustion study is required, we can also call on other teams, either from SEGULA or the University of Lille. This allows us to collaborate more broadly with teams from both entities.

What particularly motivates you in this collaboration?

C.L. : What is particularly interesting is being able to work on a comprehensive solution for the energy transition in maritime transport. As a research laboratory, we are fortunate to be supported by a company like SEGULA Technologies, which allows us to pursue a concrete goal of innovation and development. Working with SEGULA provides us with a structured framework, financial support and complementary expertise.
L.P. : This joint laboratory allows us to broaden our research topics together and easily explore new projects. The human aspect is very important, and we work in a good collective spirit. Meeting new experts and researchers, all with the same goal of participating in this energy transition, creates synergies in our actions. Being able to meet and combine our efforts towards a common goal is very stimulating.

How do you explain the enthusiasm surrounding this project?

L.P. : We didn’t expect such media coverage! We are being asked to share our experience of collaboration between a company and a university laboratory, but also to talk about the decarbonisation of the maritime sector, which receives less media coverage than the road and air sectors. There are many joint laboratories, but in the chemical sector, we are also the only joint laboratory in which a research laboratory is associated with an engineering group.

C.L. : The enthusiasm surrounding this project is very stimulating. I think this is partly due to the emergence of the issue, which has become a priority for the Hauts-de-France region. A few years ago, there was a lot of talk about reducing greenhouse gases in the aviation sector, and the impact of the maritime sector was long downplayed. Today, awareness has grown and the sector has taken stock of its impact and what needs to be done to reduce its emissions.

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