In a recent report, DNV GL says that although natural gas as a fuel has long been hailed as the future of shipping, it has proven difficult to establish exactly when this particular future will arrive. However its uptake is imminent.
Today 117 vessels use LNG as a fuel, of which more than two-thirds are operating in Europe. A confirmed order book of 111 vessels will see that figure double. In addition, there are 114 vessels that are classified as LNG-ready.
“The conditions needed for an acceleration are in place. In particular, bunkering options are expanding on a global scale. Today, there are 60 supply locations worldwide, including Singapore, the Middle East, the Caribbean as well as Europe, according to the latest data in DNV GL’s LNGi business intelligence portal. A further 28 facilities have been decided and at least 36 are under discussion,” DNV GL mentions.
Furthremore, governments are creating regulation in order to meet ambitious national targets for combating local pollution and reducing greenhouse gases (GHGs).
Both SEA\LNG, a multi-sector industry coalition working to facilitate and accelerate the widespread adoption of LNG as a marine fuel, and the Society for Gas as a Marine Fuel (SGMF), a non-governmental organisation dedicated to promoting the safe handling of LNG as a fuel, have watched these developments happen and believe that an inflection point for LNG uptake is closer than ever.
LNG fuel as a solution to reduce harmful emissions is indisputable. It emits zero sulphur oxides (SOx) and virtually zero particulate matter (PM). Compared to HFO, it emits up to 90% less nitrogen oxides (NOx).
The environmental agenda is today concentrated on greenhouse gases. Employing the appropriate practices and technologies to minimize methane leakage, gas offers the potential for up to a 25% reduction.
Engine manufacturers have invested huge amounts in R&D to improve the efficiency and environmental performance of conventional HFO burning engines, due to a combination of regulatory push and demand from end users for better fuel consumption.
“With a similar level of focus and engineering ingenuity, there is little reason to doubt they could achieve major advancements for engines operating on LNG,” DNV GL states.
The concept is becoming attracting to container lines as well with several now giving serious consideration to LNG for their newbuild fleets.
“While conventional LNG alone cannot cut CO2 to the extent required by the COP21 agreement, it remains the best commercially available and proven technology to reduce CO2 emissions for most ship types and trades,” DNV GL concludes.
Maersk stated it views ‘alternative fuels’ as a better long-term solution to meet tougher environmental regulation than exhaust gas scrubbers in combination with conventional engines running on heavy fuel oil (HFO).
Recently, CMA CGM made an announcement timed to coincide with the COP23 talks in Bonn, Germany, that it will equip nine 22,000 TEU vessels with engines burning LNG, thereby improving their EEDI by some 20% over comparable HFO fuelled tonnage. Also, France now encourages ports to create the appropriate infrastructure in order for ships to turn to LNG.
During an interview with GREEN4SEA, Karin Orsel, CEO, MF Shipping Group & President KVNR, noted that although LNG is a very environmentally friendly solution, the lack of LNG infrastructure remains a key main challenge for the decision of operators to invest in this alternative fuel.
