LNG - Machinery Repairs

LNG-fuelled ships on the increase

SEA-LNG warns that barring fuels for industry decarbonisation strategy will hamper drive towards net-zero. The shipping industry, its regulators, and its supporters need to focus on reducing emissions, without prejudging the technology needed to achieve that.

The rapidly growing order book for LNGfuelled vessels illustrates that increasing numbers of ship owners and operators understand the benefits of this environmentally friendly fuel. LNG’s transition pathway to carbon-neutral shipping services, through the use of bioLNG and synthetic LNG, is clear and well defined.

It is often overlooked that all synthetic fuels, such as synthetic LNG, green ammonia, and green methanol are derived from the same building block – hydrogen produced from electrolysis using renewable electricity. Consequently, they all face the same challenge – the need for massive amounts of renewable energy that does not exist today. Hundreds of billions of dollars will need to be invested over decades before these fuels can be scaled to the level needed to serve the maritime industry. Knowledgeable shipowners understand this fact and accept the reality that a basket of future fuels will likely be needed to reach the shipping industry’s GHG reduction goals. Vessel types, deployments and usage will all be factors when deciding the best alternative fuel in the coming decades.

Many owners know that bio and synthetic LNG can be used interchangeably with existing LNG bulk infrastructure, supply chains, bunkering vessels, dual fuel engines and the fuel storage, and supply systems on-board these vessels. No expensive retrofit is required as demonstrated by the recent bunkering of Unifeeder’s ElbBLUE with synthetic LNG. They also know that there is minimal methane slip in the high-pressure engines that can be purchased today. Low-pressure engines have been improved significantly and continue to improve, to the point that methane slip arguments are just an excuse to disparage LNG to justify waiting and inaction.

With this in mind, it is troubling that the CEO of a large carrier suggests that LNG should be banned from the maritime sector. His solution is to embrace methanol and accept the risk that sufficient green methanol production capacity can be developed for the industry, a massive challenge likely a decade or more away. We should not forget that the industry needs roughly 250m tonnes of conventional fuel or, given methanol’s lower energy density, approximately 510m tonnes of green methanol.

The same carrier admitted the supply constraint even for its own needs, “We will have to be a little creative about where we bunker... when the supply of green methanol will be scattered in different places.”

So, what happens in the interim? This carrier’s ships will likely have to burn conventional fuel or methanol produced from fossil fuels, which will have significantly higher GHG emissions than current marine fuels. The rest of the industry, many being owners with smaller fleets who can’t afford to build their own supply, will struggle even more to find green methanol. The scale of the challenge facing the maritime industry clearly demonstrates the need for a basket of fuels as opposed to a prescriptive solution that some are inappropriately suggesting.

Also of interest, is the stance on LNG and methane slip from some industry stakeholders? Repeatedly, the methane slip argument has been used to justify decisions not to invest in LNG. Why not opt for a high-pressure dual-fuel engine? It will give immediate well-to-wake GHG emissions reductions of 23% with the option to get to zero through bioLNG and synthetic LNG using the same infrastructure.

The proposal to ban LNG, a proven and viable fuel that begins decarbonisation now, would seriously delay the shipping industry’s ability to meets its GHG reduction obligations. Waiting really is not an option. To be successful in meeting its GHG reduction targets, the industry needs to begin using all alternative fuels, including LNG, bioLNG, and synthetic LNG, that are safe and operationally effective. Serious issues surrounding toxicity, flammability, energy density, pilot fuel requirements, and infrastructure need to be openly addressed. Well-to-wake GHG emissions through independent life cycle analysis will be required for all future alternative fuels.

We must support the regulators’ drive towards goal-based and technology-neutral policy and regulation. This will facilitate the development of a complete basket of viable fuels that will be essential for a successful carbon-neutral future. The task ahead will not be easy, but we must remain diligent in our examination of LNG’s pathway to bio and synthetic LNG, as well as all future alternatives showing promise and potential.

The ElbBLUE bunkering SLNG in Brunsbuttel

Newport Shipping pushes LNG retrofit projects

Many shipowners are still undecided about how the future will pan out for the market with regards to future fuels, but with both industry bodies and customers in the supply chain applying pressure, shipowners need to act now to start cutting emissions.

Over the past few years more options for fuel

One of the Newport Shipping’s allied shipyards – PaxOcean on the Indonesian island of Batam

types have appeared on the market for vessels to become more environmentally friendly, however, the challenge today is that shipowners need to be acting now if the industry is going to meet with targets that are set by IMO for emission reductions of 40% by 2040.

While the number of LNG-fuelled ships is on the rise, it still accounts for only a fraction of the global fleet - with about 175 such vessels presently on the water - and there have been few LNG retrofits to date as shipowners hedge their bets on the best alternative fuel option. LNG is a fuel that can help shipowners towards reducing emissions. The uptake of the fuel in the industry is showing that it is a clearly accessible and available fuel for the current market.

By utilising LNG as a fuel shipowners are looking at reducing CO2 emissions by up to 80% with further reductions in NOx, SOx and particulate matter (PM). Switching to LNG will assist shipowners in uprating their ‘green credentials’. Installing the technology to use LNG doesn’t need to be a painful process.

In June this year, Newport Shipping received an AiP from DNV for its LNG retrofit designs for Capesize bulk carriers and VLCC. The designs allow flexibility for the shipowner to retrofit on to existing vessels, without the extra cost of having to rip out tanks and internal structures of a vessel. Newport Shipping has also received AiP from Bureau Veritas (BV) for its containership LNG design. The design is based on containers for LNG being stored on deck that can then be discharged and replaced when a vessel comes into port.

Turgay Colak, Head of Research & Development at Newport Shipping explain, “Our concepts are based on deck-mounted LNG tanks that can be installed without major modifications to the vessel hull, thereby reducing installation costs and off-hire period, as part of a retrofit solution using a dual-fuel engine that would also be suitable for future use of carbonneutral synthetic and bio-LNG.”

Commercially, LNG is a viable option for the market in order to meet with upcoming environmental targets, as Lianghui Xia, Managing Director at Newport comments, “When we speak about the remaining lifetime of the current fleet under 10 years old, LNG is comparatively the most practical solution for decarbonisation. Expansion in adoption of bio-LNG and synthetic LNG (SLNG) can further strengthen the LNG supply to be carbon neutral.”

In 2021 Newport Shipping’s subsidiary Newport Maritime Service (NMS) released a report looking at the viability of the use of LNG as a fuel in the maritime industry. The report looks at giving those exploring the idea of LNG insight into the development of natural gas as marine fuel from the perspectives of environmental, economic and engineering performance.

Newport Shipping is in discussions with clients and suppliers for LNG retrofit projects. The company notes that LNG as a fuel will be able to assist those with younger vessels looking to future proof their maritime assets. It is expected that the fuel transition to more efficient fuels will be gradual as shipowners look at what alternatives are on the market and which viable solutions are available to them.

Newport Shipping is offering clients its extended payment terms that will assist in financing for projects such as LNG retrofits. By accessing this option, shipowners will be able to opt for the solution that they require without the financial burden of significant upfront cost outlay.

Newport Shipping has a shipyard network with access to 15 yards around the world located in Asia, Europe, the Middle East and the US. With its network of trusted and wellknown respected suppliers Newport Shipping is offering a full project management turnkey solution package for its LNG retrofits, along with financial payment options to spread the cost of project payments.

Wärtsilä signs up with Nakilat, HaiSea and Italian owner

Finland’s Wärtsilä has signed Support Agreements for LNG tankers owned by Qatarbased Nakilat, owner of the world’s largest LNG tanker fleet. The agreements are valid for five years. Wärtsilä is the supplier of the LNG reliquefaction systems on-board all of the QFlex vessels covered by the agreements.

Under the contract terms, Wärtsilä will provide 24/7 technical remote support for the vessels’ on-board Gas Process Plants. The customer has direct access to Wärtsilä’s dedicated team of LNG technical experts for specialised technical advice and remote troubleshooting, thereby reducing potential equipment downtime, and when possible, avoid time consuming and costly on-board visits by service engineers. Furthermore, following each cargo loading, selected operational data from the running reliquefaction systems is analysed by Wärtsilä’s LNG technical experts to ensure the operability and readiness of the system. This also creates a traceable operational data history.

Wärtsilä will also supply the main engines and LNG fuel gas supply systems for two new LNG-fuelled escort tugs being built for Canada’s HaiSea Marine, a joint venture between the Haisla Nation and Seaspan Marine Transportation. The ships have been designed by Robert Allan, and are under construction at Turkey’s Sanmar Shipyards. They are expected to be two of the most environmentally advanced escort tugs operating in the coastal waters of British Columbia in Canada. The order with Wärtsilä was placed in April 2021.

The two vessels will each be powered by Wärtsilä 34DF dual-fuel engines operating with LNG fuel. The engines will be fitted with Wärtsilä’s NOx selective catalytic reduction (SCR) system to restrict emissions of nitrogen oxides. Wärtsilä will also supply its LNGPac fuel storage, supply and control system. The Wärtsilä equipment is scheduled for delivery to the shipyard in 2022.

Wärtsilä has previously delivered similar equipment for two in-service ferries operated by Seaspan Ferries, another Seaspan affiliated

One of the Nakilat fleet of LNG tankers

One of the Capital Gas Ship Management fleet

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Shipyards: Malta Messina Naples Rijeka Ancona Savona MarseilleMarseille

up to VLCC

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Docks:

palumbogroup.it lenac.hr

Wärtsilä’s unique LNGPac fuel storage, supply, and control system is a key enabler for the use of LNG as a marine fuel

company. The successful performance of these ferries and Wärtsilä’s lifecycle support capabilities in Canada, were cited as being important considerations in the award of this contract.

Meanwhile, Wärtsilä will provide the main and auxiliary engines, as well as the fuel storage and supply system, for a new Italian ro/pax ferry designed to operate on LNG. Wärtsilä’s extensive experience in LNG applications and its broad portfolio of related products were cited as key considerations in the contract award.

The vessel is under construction at Sefine Shipyard in Turkey and has been ordered by Caronte & Tourist Isole Minori, based in Milazzo, Italy. Given its environmental advantages, LNG continues to gain popularity throughout the shipping industry. The fuel contains no sulphur or particulate matter and emits only low levels of NOx, while CO2 emissions are some 20% less than those from HFO fuel. Wärtsilä’s early development of dual-fuel engines and fuel systems capable of handling LNG, together with the global build-up of a delivery and bunkering infrastructure, has been largely instrumental in enabling its viability.

This latest order comprises two Wärtsilä 34DF dual-fuel main engines, two Wärtsilä 20DF dual-fuel auxiliary engines, two Wärtsilä Gas Valve Units, and a Wärtsilä LNGPac fuel storage, supply, and control system. The equipment is scheduled for delivery to the yard in spring 2022, and the ferry is expected to be delivered in 2023.

The 109.98 m long ferry will be capable of accommodating 800 passengers and up to 115 cars on two vehicle decks. It will mainly operate between Milazzo in Sicily and the Aeolian islands.

Wärtsilä will also supply four shaft generator systems to provide power take-off from the main engines for two LNG tankers to be built at South Korea’s Hyundai Heavy Industries (HHI) for Greece’s Capital Gas Ship Management Corp. Each of the two 174,000 m3 tankers will be fitted with two 1.9 MW Wärtsilä shaft generators. The equipment is scheduled for delivery to the yard in 2022.

With installations in more than 600 vessels, Wärtsilä has the shipping industry’s most extensive track record in supplying shaft generator systems. By enabling power take-off, the systems allow the main engine to generate electricity for on-board use, thereby reducing fuel consumption, lowering emission levels, and improving both the vessels Energy Efficiency Design Index (EEDI) and future Carbon Intensity index (CII).

“In aiming to continue improving our fleet efficiency and reduce our environmental footprint, we have decided to adopt the latest available technologies. The installation of advanced shaft generator systems was one of the investments we are making in this direction. Wärtsilä has a depth of experience, and with the reliability and quality of their solutions, is the ideal partner for such a project” says Miltos Zisis, Managing Director of Capital Gas Ship Management Corp.

“We are committed to delivering products, systems, and solutions that contribute to the decarbonisation of the maritime sector. Our highly efficient shaft generator systems utilise the latest technology to make a significant contribution to this ambition, while at the same time lowering operating costs for the customer,” says Yiannis Christopoulos, General Manager Sales, Wärtsilä Marine Power.

NYK contract for WinGD

Switzerland’s WinGD has won a contract to integrate hybrid energy systems on four newbuild car carriers for Japan’s NYK Line, further expanding the engine developer’s portfolio of future-ready power solutions for companies navigating shipping’s energy transition.

The four PCTCs will run on LNG, with WinGD’s 7X62DF-2.1 two-stroke engines

An artist’s impression of the new Italian ro/pax ferry

WinGD’s integrated hybrid energy system offers future-ready power solutions for companies navigating shipping’s energy transition

coupled with shaft generators, DC-links and battery systems. Based on its in-depth knowledge of the main engine’s performance WinGD has optimised spinning reserves, peak shaving, and energy flow to run the main engine constantly at its sweet spot while avoiding inefficient generator loads. WinGD will be responsible for the system integration and system-level energy management, through WinGD’s new Hybrid Control System.

Combined with other ship design enhancements, the LNG-battery configuration is expected to cut overall CO2 equivalent emissions by around 40% compared to conventionally powered vessels operating on heavy fuel oil, taking them beyond IMO’s 2030 target for cutting GHG emissions.

“Battery hybrid technology improves fuel efficiency and emissions by mitigating main engine and electrical generator load fluctuations,” said Keita Fukunaga, Deputy Manager/ Ship Design Team/ Technical Group at NYK LINE. “This project is an important step in our plan to replace current vessels to newly built LNG-fuelled PCTCs, reducing the fleet’s carbon intensity by 50% by 2050. We are delighted to contract with WinGD to integrate this innovative power and propulsion arrangement.” WinGD Programme Portfolio Manager Digital & Hybrid Stefan Goranov added, “An appropriately controlled hybrid energy system is emerging as one of the most cost-effective solutions for deep-sea vessels to meet future environmental targets, combining the high efficiency of low-speed two-stroke engines with optimally sized electric drives, machines, and energy storage units. This important landmark showcases WinGD’s core engine development expertise and the extensive investments we have been making to understanding how to optimise the operational characteristics of integrated hybrid systems.”

WinGD believes that the low-speed twostroke engine must remain at the heart of any hybrid energy configuration for deep-sea merchant vessels. With its step into system integration, the company brings its expertise to the holistic design of power arrangements that can incorporate batteries, shore power interfaces, solar or wind power generation, fuel cells, frequency converters and energy management systems.

Peak shaving is just one example of the

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operating modes that hybrid power systems can deploy to make deep-sea shipping more efficient. As low-speed engines are inherently more efficient than four-stroke engines, the carefully managed use of the main engine and electrical energy management aided by batteries can optimise the loading of auxiliary engines. Other modes include efficient port manoeuvres and bow thruster operation, and the use of batteries rather than auxiliaries to provide spinning reserve in case of the need for emergency power.

This project marks another significant step forward in WinGD’s commitment to the energy transition within shipping. The expertise gained within the well-established X-DF fleet, paired with customers dedicated to improving the sustainability of their assets, is ensuring progress towards this goal.

The vessels will be built by China Merchants JinLing Shipyard (Nanjing) for delivery in 2023. They are expected to be assigned to transport vehicles mainly between Europe and the Middle East.

Wärtsilä and Solvang to collaborate on retrofitting project

Wärtsilä Exhaust Treatment and Norway’s Solvang ASA have agreed on a full-scale pilot retrofit installation of a carbon capture and storage (CCS) system on one of Solvang’s ethylene carriers, the 21,000 m3 Clipper Eos .

Wärtsilä Exhaust Treatment designs the retrofitted unit while it also completes a land-based 1MW test system at its Moss headquarters in Norway. The land-based unit will be completed in autumn 2021, and the companies expect to retrofit the pilot CCS system on the Clipper Eos by 2023.

The agreement reinforces Wärtsilä’s continued research and development into carbon capture at the point of exhaust to support the shipping industry’s decarbonisation pathway.

The project will enable both Wärtsilä and Solvang to strengthen their position at the cutting edge of sustainable technology development in shipping. To remain in line with IMO’s decarbonisation targets, Wärtsilä is initially aiming for a 70% reduction in CO2 emissions at the point of exhaust with its pilot unit.

Commenting on the announcement, Sigurd Jenssen, Director at Wärtsilä Exhaust Treatment, said, “Joining forces with Solvang to build and retrofit a commercially viable CCS technology demonstrates to the industry that we are only two or three years away from bringing to market another vital tool in shipping’s decarbonisation toolkit. We are excited to see how this collaboration with Solvang evolves in the coming months. Our land-based test unit is nearing completion, and we will then move to making it a reality on the Clipper Eos, ensuring that both Wärtsilä and Solvang remain at the forefront of maritime sustainability technology advancement.”

Edvin Endresen, CEO at Solvang ASA added, “Carbon capture and storage is an exciting development that we are proud to support, and strongly believe that this technology could be an important key to decarbonize the world’s deep-sea fleet. As a forward-thinking company that is equally passionate about ensuring the industry’s transition to decarbonisation, Wärtsilä is the perfect partner as we look to scale up sustainable technologies across our fleet and reduce shipping’s environmental impact on the world.”

The Clipper Eos has been time chartered by Japan’s Marubeni Corp, Tokyo since her delivery in 2019. Marubeni, having more than 40 years’ experience trading and handling ethylene, advise that they are committed to co-operating with Solvang and Wärtsilä to enable the parties to perform relevant testing and installation of equipment on the vessel in a mutual effort to drastically reduce the CO2 footprint of the vessel.

In addition to signing a Letter of Intent with Solvang and scaling its Moss CCS test unit, Wärtsilä recently announced it is partnering with the LINCCS consortium to scale and create carbon capture technologies and infrastructure. The consortium recently received NKr111m in funding to CCS research and development.

SORJ

A schematic of what the Clipper Eos will look like after conversion