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rious for moving too slow in the decarbonization process and, it has even been accused of not being too ambitious in setting its goals. From a technological standpoint, the engine manufacturing industry seems to be ready to produce engines that can run on zero-carbon fuels.
“We will make an ammonia-engine, one way or the other, that’s for sure,” Kjeld Aabo, Director of New Technology for two-stroke promotion at MAN Energy Solutions.
Shifting gears In a recent announcement, Höegh Autoliners revealed that its new generation of car carriers, set for delivery in 2023, would be zero-carbon ready. The Aurora Class’ ships will feature a MAN E&S multi-fuel engines that can run on various biofuel and conventional fuels, including LNG. With minor modifications, they will be able to transition to use any type of zero-carbon fuels, including green ammonia. Talking about the key considerations that need to be taken into account when designing multi-fuel and multi-function engines and preparing that for the future zero-carbon fuels, Aabo explained: “Our foundation engine that will be used for the project is called ME-C fuel oil burning, and that’s what is sold today. An ME-C engine can technically be converted from fuel oil burning to one of the dual fuels currently available in dual-fuel engines. What is being referred to as multi-fuel does not refer to one engine but the number of fuels you can choose from now. “There is no doubt that the intention in our development is to ensure that there are not too many variations of dual-fuel technologies. For example, for fuels like methanol, LPG and ammonia, which are all in a liquid state until they are injected into the engine system, all three of them use the same pump and piping system.
“It would be smart if we could have one concept that fits all, but we’re not there yet. This is especially the case for ammonia, which is harder to ignite etc. Therefore, we need to be completely sure what the design for ammonia-powered engines and fuel supply will look like before we can see if there’s anything that could be utilised both for methanol, LPG and ammonia-powered engines.” Right now, the solution being proposed is a separate dual-fuelled engine for ammonia, and that also applies to other piping installation parts when considering retrofitting a vessel operating on LPG to ammonia. “Basically, all the things that are dual-fuel LPG on this engine have to be exchanged to ammonia parts, since there are no similar components right now to fit both options. Nevertheless, that it is a hope for the future, but we are far from that and right now,” he pointed out. “We are not far from making a common design, but how much can be used for both or all three liquid fuels we don’t know yet. What we are saying to customers in order not to promise anything is that today it is separate dual-fuel engine, but we have an ambition to make something common.” Missing incentive The shipping industry has been noto-
Speaking from a wider perspective, the uptake of those engines and new technologies faces the risk of remaining a challenge as numerous companies remain on the side-lines pending some type of incentive to take the plunge. Commenting on what type of incentive that might be to drive the industry forward, regulatory, financial, governmental, or even a total ban on fossil fuels. Aabo said: “Without a CO2 tax, the transition to zero-carbon fuels would be extremely difficult to implement. Being a very competitive business, of international character, shipping needs a common regulation and the transition cannot be done by single companies or regions, since CO2 is everywhere. The IMO would be the right body to enforce such a regulation. We see a lot of developments when it comes to Energy Efficiency Existing Ship Index (EEXI) and operational Carbon Intensity Indicator (CII), but this is not something that will actually change the situation for the environment .” “Banning fossil fuels would be very difficult. Therefore, I think there needs to be a business case for operating on low or zero-carbon fuels supported by subsidies or, what is more realistic, regulated through a CO2 tax so that shipping companies can start using the green fuels. “As soon as the IMO comes up with a CO2 tax, industry stakeholders can start considering what type of fuel will be the right option for them for the future. The good news is that most of the vessels ordered today are prepared for a dual fuel, in some way or the other,” Aabo concluded. By Jasmina Ovcina
