LNG: bridging the gap for other alternative box ship fuels

From LNG to ammonia 

GTT is another company that shows how LNG can be used as transitional fuel for future fuels – it is providing ‘ammonia-ready’ tanks for LNG-fuelled box ships. It has received an order from its partner South Korean shipyard Samsung Heavy Industries for the fuel tank design of five 15,000-TEU LNG-fuelled container vessels, on behalf of shipowner Seaspan Corporation and charterer ZIM. 

The fuel tank of each vessel will offer a capacity of 12,000 m3 and will be fitted with the Mark III membrane containment system. 

GTT says, “The Mark III membrane technology tank has been adapted for compatibility with ammonia, offering both Seaspan and ZIM greater operational flexibility in case of changes in environmental regulations.” 

Elsewhere, Liberian Registry has many newbuild LNG-fuelled container ships on the orderbooks coming under the flag in the coming years. Liberian Registry vice president of LNG and offshore and general manager of LISCR Houston, Dallas Smith says, “This is not only because of our services, quality record, or cost-savings, but in large part due to the team of experts we have put together to form Liberia’s Global Gas team.  

“There are several new technologies coming online where the IGC and IGF Codes haven’t caught up, and in these areas, we will use a risk-based approach in close collaboration with all key stakeholders to address any deviations from the prescriptive rules and regulations.” 

Highlighting the main considerations and challenges of LNG propulsion for container ships, Mr Smith says, “LNG is still relatively new as a cargo, so the biggest challenge is crew training and finding experienced crew members. However, our certification department is working with owners to find creative ways to ensure the crew members are adequately trained by simulator or witnessing LNG bunkering operations. 

LISCR executive vice president Benson Peretti adds, “Whatever the fuel source adopted, or engine type employed, it will come down to people. The crew that will operate these vessels must be properly trained in the new systems, how they work and their specific safety concerns and operational risks. We must ensure crews know how to operate the new, and in most cases increasingly complex, equipment. Training and certifying competent crew will be essential. 

“Having good crew will now be more important than ever, and this comes at a time when we see less inclination for many to pursue a career at sea. Both Dallas and I have extensive time at sea, and we know how much the industry has progressed in the few short years since we were last out there. These changes happen at speed, and we need the right crew to meet this challenge.” 

Retrofits versus newbuilds 

Container ship retrofits have been much slower than newbuilds so far, for multiple reasons. Mr Peretti comments, “We have seen newbuilding orders increasingly include dual-fuel, or dual-fuel-ready technologies aboard. While looking at retrofitting, in this hot box ship market to take a vessel out of service to retrofit may not be as financially beneficial as keeping the ships currently at sea trading in this market while building new tonnage to cover dual-fuel.” 

But retrofits are starting to happen, and look set to speed up. Mr Peretti points out that in the US, older Jones Act compliant-vessels have been taken from steam plants to LNG engines. “This is a clear investment in the future of US shipping,” he says. 

Furthermore, upcoming regulations and new designs suggest there will be more LNG retrofits. Mr Smith says, “Once we get closer to the new EEXI and CII requirements going into force there will be more retrofits taking place. The biggest challenges for repowering to burn LNG is the storage space issue and the cost, but I have seen several new designs and the cost has begun to adjust. There will be a big push for retrofits as we approach the January 2023 requirements.” 

Looking ahead at the way LNG will develop within the container ship sector, Mr Smith says, “I have seen LNG as a fuel grow significantly in the container ship sector and I expect this to continue as more LNG bunker vessels come online. There has been huge growth in LNG bunker vessels in the US, Europe and Asia and this will continue to grow.” 

Mr Peretti adds, “I see LNG as the logical step for container ships given most are on liner service, and trade into regular ports where the LNG bunkering infrastructure can be established and utilised. To benefit from LNG engines, you have to have access to LNG fuel.”  

Deltamarin has also been developing LNG designs for cargo and container vessels. The company started developing a 2,300-TEU design in October 2013. 

Deltamarin sales manager Kristian Knaapi explains, “The goal was set to develop the best of the class design with superior performance in terms of fuel economy, capacity, efficiency and flexibility. DNV has been supporting Deltamarin providing valuable feedback, which resulted in an approval in principle. 

“Throughout the design development, the target has been to have a platform which can be modified to meet customers’ optional requirements and provide alternative fuel options, ie, a ’future-proof’ approach can be taken, planning for possible alternative fuels to reduce the carbon footprint.” 

Deltamarin also has LNG feeder vessel designs with C-type tanks up to 1,300 m3 and a long-range option with membrane tanks up to 2,500 m3. Currently, it is developing a smaller size feeder vessel design. 

C.Delta: LNG, methanol, ammonia and hydrogen 

In March 2021, Deltamarin introduced its LNG-powered C.Delta-series Kielmax container vessel C.Delta2100. This latest C.Delta design can use fuel options including LNG, methanol, ammonia and hydrogen. 

Commenting on the design, Mr Knaapi says, “LNG makes sense due to the immediate emissions reduction it provides compared with HFO and MGO. It is currently the only alternative fuel with an existing and well-established infrastructure in place, the engine technology is mature. LNG can be combined with new technologies and operational measures to meet the 2030 emissions-reduction goals, and it can contribute to further reductions in future, if blended with bioLNG or synthetic or renewable natural gas. In addition, it is possible to go for an ammonia-ready design by selecting a suitable tank material without major changes. 

“Owners are facing complex investment decisions as they try to identify the optimum course to the low-carbon future mandated by IMO. In the short term, LNG is a natural fuel during transition phase before other alternative fuels and technologies are available. Therefore, it is important to have a future-proof design which can be later converted.” 

He says while LNG technology is mature and well regulated, from a design point of view the space utilisation can be challenging especially concerning space reservations for future technologies like fuel cells and batteries. 

While newbuilding costs can be 15-30% higher compared with conventional fuelled vessels, Mr Knaapi says it can pay off as charterers are increasingly favouring vessels with a lower environmental footprint.

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