The application of a variety of technologies, including the use of liquefied natural gas (LNG) as a marine fuel, will be needed for shipping to significantly lower its environmental load, says the CEO of technology group Wartsila.
“It is vital to note that there is no single solution for decarbonising the shipping sector while also controlling the other pollutants,” explains Jaakko Eskola, CEO.
“A clean-shipping future must be based on the combining of different technologies and various solutions. These will include cleaner fuels, efficient vessel designs, hybrid propulsion technologies, and intelligent vessels.”
He believes the increased adoption of LNG as a marine fuel will be needed to accelerate the reduction in greenhouse gases (GHG) emissions.
LNG-related innovations can already lower emissions of GHG from vessels by as much as 30%, and the potential for even further reductions is being created by the constant development of new technologies.
LNG as a bunker fuel has a “crucial role” in GHG reduction roadmap, and provides the basis for other actions to even further reduce the emissions of shipping.
Moving forward, Wartsila forecasts digitalisation to have a positive impact on shipping’s future by increasing overall resource efficiency, minimising the environmental burden, and increasing the safety and reliability of maritime transport.
“We should look beyond just vessel-level emissions. To be truly effective, we need to target everything involved in moving goods and passengers,” notes Eskola.
“At Wartsila, we envision a Smart Marine Ecosystem wherein smart vessels sail between smart ports in an environment of optimal efficiency and minimised emissions.
Photo credit: Wartsila
Published: 24 April, 2018
Order activity for alternative fuel vessels were muted at the start of the year while January 2023 saw two methanol fuelled bulk carriers ordered, according to DNV’s AFI platform.
Feedback from Chief Scientist of SINTEF who concluded use of HFO with scrubber to be better at GHG reductions.
Newly introduced indices went live on 2 March and are based on the carriers burning LNG, rather than marine fuel oil or MGO as their primary fuel.
The vessels are designed to operate on biofuel and have the potential to be converted or retrofitted to consume other bunkers fuel such as LNG or Ammonia.
LNG vessel design, in different versions, is ready to accommodate between 5,000 and 7,500 m3 of LNG (gross), and cargo or vapor conditioning systems.
French development includes arrangement for a complementary bunkering solution at Singapore port.
Transferred shares of 40 subsidiaries to BVI firm after tribunal awarded claims in favour of Trinity Seatrading; YSPL has also filed a civil complaint against DNV and Liberian ship registry at Nanjing Maritime Court.
ADNOC L&S, Gulf Energy Maritime, Cockett Marine Oil, Mideast/Bahri Ship Management and VPS experts present their views on biofuel bunker hurdles at the VPS Biofuels Seminar in Dubai on 16 March.
‘Bunker barges operate in very local areas so these vessels call at port very often which means it will be a good fit for women with families,’ states Elpi Petraki, President of WISTA International.
“Our Singapore branch is under preparation and is expected to start business at the republic before June 2023,” Managing Director Darcy Wong tells bunkering publication Manifold Times in an interview.
Development to supply B35 biodiesel blend officially takes effect on 1 February; local bunker suppliers will be able to deliver updated spec within March onwards, once current stocks of B30 avails run out.
VPS, Global Centre for Maritime Decarbonisation, Wilhelmsen Ship Management, and INTERTANKO executives offered a multitude of perspectives to 73 attendees during the VPS Biofuels Seminar, reports Manifold Times.
