Classification society DNV on Thursday (20 April) released an industry insights article on important criteria for the shipping industry to consider when using methanol as an alternative bunker fuel including methanol bunkering infrastructure and green methanol production.
The following are excerpts of the insights:
A growing order book for methanol-fuelled ships shows that the shipping industry sees methanol as a promising alternative fuel. Relying on decades of expertise in the field, DNV explains important criteria to consider.
Methanol has attracted considerable attention as an alternative ship fuel since 2021. The adoption of the IMO interim guidelines for ships using methyl or ethyl alcohol as fuel (MSC.1/Circ.1621) has been an enabler for shipowners ordering methanol-fuelled ships. Together with the IMO’s IGF Code for ships using low-flashpoint fuels and DNV’s mandatory class rules for methanol-powered ships, specifically the LFL FUELLED and Methanol Ready class notations, a comprehensive regulatory framework for the use of methanol as ship fuel is now available to DNV customers.
Unique expertise to support the uptake of methanol
Lindanger, the world’s first dual-fuel methanol-fuelled tanker, was built in 2016 to DNV class. Today, with 18 of the current global methanol tanker fleet of 24 vessels in the DNV class, DNV is in a unique position to support the uptake of methanol technology by the shipping industry. “Our certification is considered the gold standard by flag administrations, especially around the North Sea,” says Øyvind Skåra, Principal Engineer in Safety & Systems at DNV Korea. “Apart from methanol-fuelled ships, our expertise extends to bunker vessels and methanol production.” Working hand in hand, various DNV business areas provide a full range of non-class-related advisory services covering the entire methanol value chain.
Demonstrating what can be achieved
Proman, the world’s second-largest producer of methanol, and the shipping company Stena Bulk formed their joint venture Proman Stena Bulk to benefit from synergies between their companies in building up a fleet of modern, sustainable MR chemical tankers. “Together with Stena, a pioneer in methanol-fuelled ship operation, we are in a great position to demonstrate to the market what can be achieved with methanol propulsion,” says Peter Schild, Managing Director Sustainability at Proman. The joint venture’s current newbuild programme comprises six state-of-the-art dual-fuel MR tankers, all built to DNV class with three owned by the joint venture and three owned by Proman. Four of the vessels have been delivered already. “Through multiple optimizations, these vessels have achieved a world-leading EEDI for this ship type, which is seven per cent better than any other existing MR newbuild,” says Jacob Norrby, Head of Newbuilds and Projects at Stena Teknik.
“The reason Proman and Stena Bulk decided to go for methanol-fuelled ships is to be prepared for the transformation we have to undergo on the way to net zero,” says Erik Hånell, CEO of Stena Bulk. “We know that we will be able to use this investment through to 2050 and beyond.” The plan is to blend in increasing amounts of blue and, eventually, green methanol to remain compliant with the IMO trajectory towards zero carbon.
Safety and environmental considerations for methanol
“Methanol is neither a ‘climate’ gas nor an environmental hazard. It mixes well with water and becomes harmless quickly because it is biodegradable,” explains Skåra. “But because of the toxicity of the vapours escaping during bunkering, gas hazard zones must be designated on board – a point to consider on passenger ships.” Methanol vapours are heavier than air so they sink to lower-lying areas, he adds.
Methanol combustion requires adding about five per cent of MGO as a pilot fuel. On certain engine types, water can be injected into the combustion chamber to lower the NOx emissions. When retrofitting a methanol fuel system, existing fuel tanks or even ballast water tanks may be used for methanol after applying a specific internal coating, provided the required access points are available.
Methanol engine technology is proven and not especially complex, Skåra points out. “We know how to handle and use methanol as fuel, so it’s just about developing engines for various ship types.” The leading engine manufacturers plan to have more methanol-ready engines and retrofitting kits available soon, he adds.
A growing order book of newbuilds and retrofits
The order book for methanol-fuelled ships keeps growing, including for containerships, bulk carriers, tankers and even cruise and passenger vessels, with the first deliveries expected in 2024. “The demand is very high – owners want to be ready for this fuel,” says Skåra. “Orders for conversions of existing engines are likewise on the rise.”
Smaller cargo and offshore vessels which don’t have much space on board stand to benefit especially from the relative simplicity of methanol technology, says Chryssakis. For example, Van Oord has ordered a new methanol-fuelled wind farm installation vessel which will also feature advanced emission-control technology.
There are currently 122 ports with methanol storage facilities worldwide, and various ports – such as Gothenburg – have issued methanol bunkering rules or are preparing to do so. “In Norway, where we have a lively methanol industry, ships can bunker methanol from tank trucks,” says Skåra. “The long-term solution will probably be bunker vessels because of their simplicity and flexibility.” Proman Stena Bulk have successfully carried out ship-to-ship, berth-to-ship and truck-to-ship methanol bunkering operations, says Proman’s Peter Schild.
Meanwhile, a new vision has emerged in the shipping industry: establishing “green shipping corridors” between specific ports where zero-emission fuels and technologies can be piloted. “We are actively involved in the discussions around establishing such collaborative platforms,” says Schild. “The key to realizing this concept is a clear regulatory framework, which has yet to be established.”
Green methanol: production ramp-up is needed
“Green methanol is not available in significant quantities today,” says Chryssakis. “Many companies are willing to invest in production but want to see the demand first.” Fortunately, he points out, there is enough time to build up the production infrastructure. “I am sure that limited volumes will be offered before long, but establishing the required production capacity will take time.” Proman is currently co-building a production facility for green methanol in Canada, and similar plans exist for Finland. “Building up a global methanol bunkering infrastructure is not a major challenge,” says Schild. “Blue or green methanol can be blended in eventually, provided we have international fuel specifications.”
Note: The full DNV Industry Insights article on methanol can be found here.
Photo credit: DNV
Published: 24 April, 2023
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