FUEL TECHNOLOGY Q
pressure), it is a lot more straightforward than LNG, which needs to be stored at extremely low temperatures and requires additional equipment. However, there are other factors that
must be considered when using LPG as a fuel. As it is heavier than air, ventilation systems must be installed in enclosed spaces in the event of leaks. Also, due to its low fl ash point, emergency measures
must be in place in the event of leakage. Despite the technical challenges involved in
using LPG, its relatively low volatility allows for safe ‘ship to ship’ transfer, making it a possible candidate for bunkering, as long as proper safety procedures have been established and approved by the relevant port authorities. Another option is methanol. While the
upcoming SOx emission regulations is one reason behind the rise in its practical applica- tion as a fuel, its use as a raw material in the manufacturing of many products such as glues and plastics means that it is manufactured in large quantities around the world. This already established network could potentially serve as the foundation for the fuel supply infrastruc- ture, encouraging the adoption of methanol as a fuel. Methanol can also be stored in liquid form at ambient temperatures under normal atmospheric pressure, meaning that it is easier to handle than fuels such as LNG.
Methanol has been used since 2015 in the
dual fuel engine of a ro-ro passenger ferry operating in the Baltic Sea – allowing the vessel to keep its emissions in line with the strict limits enforced within that ECA. The next development in the use of
methanol as a fuel greatly expanded the scope of operations when, in 2016, the world’s fi rst methanol fuelled ocean-going commercial vessels were constructed. The vessels, three oil/chemical tankers
including the Taranaki Sun, were built by Minaminippon Shipbuilding Co., Ltd., and employ MAN B&W ME-LGI two-stroke dual-fuel engines. The engines were developed by MAN Diesel & Turbo and can run on methanol, fuel oil, marine diesel oil, or gas oil. When operating on methanol, the ME-LGI
signifi cantly reduces emissions of CO2, NOx
and SOx. According to the manufacturer, the “operational switch between methanol and other conventional fuels is seamless,” allowing for the smooth entrance and exit of ECAs during long international voyages. Only time will tell which fuels will become
the standard in the face of increasingly stringent environmental regulations – but with the latest technical knowledge and guidelines, ClassNK is providing the support needed to realize the practical implementation of these new and exciting opportunities.
Number of LNG-fueled vessels 2000 - 2020 ϭϲϬ ϭϰϬ ϭϮϬ ϭϬϬ ဒϬ ϲϬ ϰϬ ϮϬ Ϭ ϮϬϬϬ ϮϬϬϭ ϮϬϬϮ ϮϬϬϯ ϮϬϬϰ ϮϬϬϱ ϮϬϬϲ ϮϬϬϳ ϮϬϬဒ ϮϬϬဓ ϮϬϭϬ ϮϬϭϭ ϮϬϭϮ ϮϬϭϯ ϮϬϭϰ ϮϬϭϱ ϮϬϭϲ ϮϬϭϳ ϮϬϭဒ ϮϬϭဓ ϮϬϮϬ
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