Tag: HFO

  Mitsui Engineering & Shipbuilding (MES) – the MAN Diesel & Turbo licensee – recently demonstrated the liquid-gas-injection concept successfully in Japan. The successful demonstration took place on 17 June, 2015 using the very first ME-LGI engine to ever be commercially produced. The engine, with the type designation 7S50ME-B9.3-LGI, is bound for a vessel currently under construction by Minaminippon Shipbuilding Co., Ltd. for Mitsui O.S.K. Lines, Ltd. Ole Grøne, Senior Vice President – Low Speed Promotion & Sales – MAN Diesel & Turbo described the event as a significant milestone in the development of Diesel technology and said: “The immediate market acceptance of our ME-GI (Gas Injection) engine confirmed the growing demand for low-sulphur, non-HFO options in the face of increasingly stricter sulphur limits in fuel. In turn, extending our dual-fuel engine programme with an ME-LGI unit that can run on liquid fuels was therefore a natural step.” He continued: “The interest in our ME-LGI engine confirms this dual-fuel, lowspeed trend and will offer even more alternatives to HFO, which – apart from methanol – will include LPG, dimethyl ether (DME), and (bio-) ethanol, as well as several other, low-sulphur, low-flashpoint fuels.” Grøne concluded: “We welcome our partners’ interest in ...

  The University of Rostock and the German environmental research centre Helmholzzentrum Munich have conducted a study to explain how shipping exhaust emissions can cause serious diseases, that cost European health services €58 billion annually. The study confirms that Particulate Matter (PM) from both heavy fuel oil and diesel fuel shipping emissions show strong biological effects on human lung cells. Lief Miller, the CEO of conservation NGO NABU, commented: “The results are frightening and confirm our worst fears. Emissions from ships cause serious lung and heart diseases.” For the researchers, legislation enforcing particle filtration and PM limits in shipping is the “next logical target for improving air quality worldwide, particularly in coastal regions and harbour cities”. Dietmar Oeliger, NABU’s transport expert, said, “We really underline the recommendation of the scientists to urgently switch to low sulphur fuels together with effective emission abatement techniques.” The most effective method of cleaning up emissions from shipping is to combine PM filters with low-sulphur fuels, a measure that has long been in place on the roads. Other options include converting ships’ engines to run on gas or retrofitting them with exhaust gas cleaning systems known as “scrubbers”. The study : Methods, Results and Conclusions ...

  DNV GL has presented Oshima Shipbuilding Company with an Approval in Principle (AiP) certificate for a LNG-fuelled Kamsarmax bulk carrier at the Nor-Shipping exhibition in Oslo. The new, innovative design has been found to comply with DNV GL class rules and all current and upcoming regulations, including the new emission control regulations and the draft IGF Code for fuel with a low flashpoint. As regulations on harmful ship emissions such as sulphur become stricter, reducing SOx, NOx, CO2 and particulate matter is at the top of the agenda for many players in the maritime industry. As a result, shipowners and operators are increasingly looking into the use of alternative fuels to ensure compliance for their fleet, now and in the future. “LNG is emerging in a number of ship sectors and has great potential. We were very pleased to work on this innovative design with Oshima. It offers customers a flexible, safe, future-proof solution and the opportunity to almost eliminate SOx emissions and particulate matter, cut NOx by 80 per cent with EGR (Exhaust Gas Recirculating) and reduce CO2,” says Morten Løvstad, DNV GL Bulk Carrier Business Director. U-shaped superstructure As space on deck is limited on a bulk ...

  Wärtsilä is launching a series of four new container feeder vessel designs at this year’s Nor-Shipping exhibition being held in Oslo from June 2 to 5. The innovative designs are based upon achieving optimal fuel efficiency, while being compliant with all known current and future environmental regulations.  The four ship designs, namely the WSD80-1500, WSD80-2400, WSD80-4000 and WSD84-2400, feature exceptionally low and best-in-class fuel consumption. Each design is available in three versions; ‘conventional’ using HFO as fuel, ‘environmental’ using HFO with exhaust cleaning scrubber systems, and ‘clean’ with dual-fuel capability and running mainly on liquefied natural gas (LNG). Wärtsilä’s technology and experience in the development of dual-fuel marine engines and LNG fuel supply systems is a key enabler of ship designs that efficiently anticipate the global adoption of LNG as a marine fuel. Fuel flexibility is, therefore, a main feature of these latest Wärtsilä designs along with fuel efficiency, cargo capacity, systems redundancy and the lowest possible levels of exhaust emissions. Since container feeder vessels operate largely within existing or anticipated ECA (Emissions Control Areas) or SECA (Sulphur Emissions Control Areas), environmentally compliant designs are extremely relevant. “Wärtsilä is a global supplier of efficient, reliable, and environmentally sustainable ship ...

  Kai Låtun, VP Sales & Marketing, Yara Marine Technologies AS presentation during the 2015 GREEN4SEA Forum. In the presentation “SOx Scrubbers – a profitable investment ?”, Mr Latun looks at under which conditions the profitability of a scrubber investment should be evaluated. He gives some concrete examples of scrubber installations onboard vessels, and illustrates how to calculate paybacktime for a scrubber investment based on realtime conditions. He also reviews the costs of alternative consumables needed during scrubber operations. Yara Marine Technology, used to be known as Green Tech Marine, founded in 2010. Yara Marine Technology has supplied scrubbers since 2012 so it has tens of thousands of operating hours on scrubbers and experience on it. It is also now part of the Yara Group, which is a large Norwegian cooperation with turn over around $15,000,000,000/year and about 10,000 employees.  First of all I would like to say that I’m very happy about the presentation from Lloyds before, because he showed you a chart with green, yellow and red lines, when does it pay to have a scrubber. And being a scrubber supplier, we have very often come across this question. So, we have simply developed a calculator, where you can put ...

  Royal Wagenborg, the Dutch ship owner and operator, has ordered Wärtsilä scrubber systems to clean the exhaust emissions from two of its RoRo carriers, the ‘Balticborg’ and ‘Bothniaborg’. These will be Wärtsilä’s first deliveries of its scrubber systems to Royal Wagenborg. The contract was signed in March. “We have enjoyed a successful business relationship with Wärtsilä for many years and have selected Wärtsilä solutions for many vessels in our fleet. This relationship was one of the reasons that we decided that Wärtsilä would be the supplier for these scrubber systems,” according to Egbert Vuursteen, CEO of Royal Wagenborg. By installing Wärtsilä scrubber systems, the vessels will comply with the regulations covering emissions of sulphur oxides (SOx) while using conventional residual marine fuel (HFO). The Balticborg and Bothniaborg are employed on a long term freight contract with Smurfit Kappa for the weekly shipment of paper products between Haraholmen, Bremen, Sheerness and Terneuzen. These operating routes fall within the Baltic and North Seas’ Sulphur Emission Control Areas (SECA). The retrofitting of these systems will take place in the autumn of this year. The systems chosen for these vessels are Wärtsilä Hybrid Scrubbers, which enable the use of either closed or open ...

  Transport Canada issued a Ship Safety Bulletin to advise stakeholders of the potential consequences of: fuel change-over between residual fuel commonly known as Heavy Fuel Oil (HFO) and low sulphur fuel oil (LSFO); and the change-over requirements under MARPOL Annex VI and the Vessel Pollution and Dangerous Chemicals Regulations (the Regulations). During combustion, sulphur oxides form from the sulphur in the vessel’s fuel. This is why we now control the sulphur content in fuel. For vessels using emission control technology, the controls use an equivalent sulphur dioxide to carbon dioxide ratio. The Regulations set air emission standards, including sulphur content limits in marine fuel, within the North American Emission Control Area (NA-ECA). These Regulations can be accessed through the Laws of Canada website managed by the Department of Justice Canada. Transport Canada will enforce these Regulations as set out in the Policy on Compliance and Enforcement of the Canada Shipping Act, 2001- TP 13585. Main engines, auxiliary engines and boilers switching over to low sulphur fuels will create many challenges to vessels operating in the NA-ECA. As of January 1st, 2015, all vessels operating in the NA-ECA must use fuel that does not exceed 0.10% sulphur content. Most marine diesel ...

  The Wärtsilä 50DF marine engine has been successfully tested and certified to run on ethane (LEG) fuel. The extensive and successful testing programme was carried out by Wärtsilä in close collaboration with Evergas, a world renowned owner and operator of seaborne petrochemical and liquid gas transport vessels.  “We are very pleased that the Wärtsilä engines will be capable of utilising ethane boil-off gas as fuel. It increases our operational efficiency and improves flexibility in the bunkering of fuels. All in all it results in a significant reduction in operating costs, while also providing a minimal environmental footprint. It also enables us to offer our customers increased flexibility, which has a monetary value to them,” says Mr Steffen Jacobsen, the CEO of Evergas. The capability to efficiently burn ethane boil-off gas as engine fuel significantly reduces the need of gas re-liquefaction during the voyage. This means that less power is needed for the cargo handling, thus providing a more efficient and environmentally sound overall system. This technological breakthrough enables Wärtsilä´s customers to meet the International Maritime Organization’s (IMO) Tier III regulations without need of secondary emissions cleaning while using either LNG or LEG as fuel.  The engines have the capability ...

  Latest bcg.perspectives by The Boston Consulting Group include an analysis on how the shipowner  may decide which marine fuel option will provide the highest return in the coming years and how they will comply with the increasingly stringent rules and regulations imposed by regulators. According to the analysis, shipping companies need to decide when to invest in switching to liquefied natural gas or other environmentally friendlier fuel options. Uncertainty about the effective date of a global cap on sulfur emissions has added to the complexity. The choice among fuel options is not clear-cut, as each one has benefits and drawbacks. To help shipping companies navigate through the challenging investment decisions, BCG has developed a proprietary tool that evaluates the business case for each fuel option over the next 15 years. If their investments to comply with emissions regulations are well designed and executed, companies can expect a net positive return. The answers to a set of strategic questions can help companies identify which option is the best fit: Do you know the business case for investments in each fuel option for your fleet, as segmented by vessel type, vessel size, and route? What percentage of your fleet operates exclusively ...

  The Standard P&IClub issued an article outlining club's considerations regarding LNG (Liquefied Natural Gas) as a marine fuel. Compared to road transportation, inland shipping has been considered to have a lower carbon footprint. Since January 2011, EU regulations have required low sulphur fuel for inland shipping, but the next raft of regulations is for emission reductions for nitrous oxides (NOx) and particulate matter (PM). As an interim step towards zero emission fuels, LNG has come out as a valuable solution. Coupled with investment for LNG bunkering infrastructure in North Europe, it is becoming more commercially and economically viable and the first LNG inland ships have started operating. LNG powered ships is not new technology. The LNG tanker fleet has used boil off gas since the 1980’s. LNG tankers have a good safety record and are designed and operated within established IMO regulations and recommendations: IGC – Safe Carriage by Sea of Bulk Liquefied Gasses; Resolution MSC 285(86) Interim Guidelines on Safety for Natural Gas-Fuelled Engine Installations in Ships (2009); and the recently accepted draft “International Code for Ships using Gas or other Low Flash-point Fuels” (IGF Code) Rules and regulations For ships operating on the European inland waterways, mostly the ...