Fuels
Right: An LNG tanker mooring at a gas terminal.
Previous page: Carnival Corp’s AIDAnova, a ship used to trial synthetic and sustainable sources of methanol in fuel cells.
of 11 next-generation cruise ships across its fleet through 2025, which will represent nearly 20% of its total capacity.
For Strang, availability of LNG is certainly not an issue; indeed, it is improving all the time. “We’ve now taken LNG from 12 ports worldwide, with permission for more, and that number continues to expand. By working with partners like Shell, for example, we’ve managed to ensure we have the LNG supply we need, and when and where we need it,” he says. Similarly, he pushes back regarding the question of space, given LNG takes up approximately 1.8 times the space of conventional fuels, especially when stored in C-type tanks. “If we weren’t careful in the planning and design of our next-generation LNG ships, we could have potentially lost revenue-generation space. However, given that a number of other systems are no longer needed when using LNG, such as fuel treatment, by utilising clever design, that has not been the case.”
A plan for the future
Strang has previously described LNG as both a short-term and long-term solution, and, currently, the most future-proof technology available – in major part due to ongoing incremental improvements. “We are continuously improving the plans on each of our ships, both from a design and operational perspective. However, any changes are relatively minor, as we spent a considerable amount of time in the design of our LNG ships to ensure we had a safe and reliable platform,” says Strang. He adds: “In the first of our LNG ships, we have three standard cylindrical LNG tanks, whereas our next-generation LNG ships have two bi-lobe tanks that will help space utilisation. We have also spent a lot of time on the operational aspects and have seen bunker times drop by around 25% through careful analysis of the system and training of our personnel.” The key consideration, however, is choice. Strang argues that, as you transition to a net-zero future, you can either wait for a potentially perfect fuel to come along or act now by making use of the most sustainable fuels that are commercially available at scale currently.
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“In our view it’s better to take action now, and the significant increase in the number of ships that are LNG-powered demonstrates that more and more ship owners and operators recognise this option,” he says, adding: “The beauty of LNG is that all parts of the system – fuel supply chain, tanks on board ships, bunker vessels, etcetera – are fully compatible with both bioLNG and synthetic LNG.
“BioLNG from sustainable biomass resources is increasing in availability and, as hydrogen feedstock grows on the back of renewable or net-zero electricity, then synthetic LNG can become competitive.” Carbon savings reaped will self-evidently be determined by the type of technology used, for example, from internal combustion engines of different types through to gas turbines or even fuel cells. As Strang puts it: “We need to use dual fuel engines, we can expect savings of around 12% with LNG, when compared to using compliant, very low- sulphur fuel oils. With the advancements that are expected in the reduction of methane slip within this decade, we expect to see this increase to around 22% in carbon savings.”
Stay ahead of the game
Of similar importance has been the training of crew and shore staff, with Carnival opting to train current teams to the required standard rather than going out into the LNG market. “One significant training advantage for [Carnival] and our brands has been the development of our state-of-the-art crew training, professional development and research facility in the Netherlands – the Arison Maritime Center, home of the Center for Simulator Maritime Training Academy, or CSMART Academy,” Strang notes. “[This] has enabled us to stay ahead of the game and continually improve our training processes and content, including top-notch instructors, immersive courses and leading simulation technologies.” Similarly, the company has had to develop the designs, technologies and the supply chain, alongside processes with ports and authorities, that other cruise and shipping companies are ultimately able to benefit from. “Collaboration is extremely important,
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