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GLNG COMMENTARY GLNG
over a 100-year time frame was a 15% reduction compared to MGO. It added, though, that this would only be the case “if ships use a high-pres- sure injection-dual fuel (HPDF) engine and upstream methane emissions are well con- trolled”. And it pointed out that only 90 of the more than 750 LNG-fuelled ships in service or on order currently use HPDF engines. Mean- while, the most popular LNG engine technology is a low-pressure, dual-fuel, four-stroke, medi- um-speed engine. According to the study, such engines are used on at least 300 vessels and are a particularly popular option for LNG-fuelled cruise ships. “Results show this technology emit- ted 70% more life-cycle GHGs when it used LNG instead of MGO and 82% more than using MGO in a comparable medium-speed diesel (MSD) engine,”thestudysaid.
Defending LNG
The draft study was only released in late Jan- uary, and the industry is still analysing the findings. However, in their initial statement on the study’s findings, industry groups SEA\ LNG and the Society for Gas as a Marine Fuel (SGMF) questioned the assumptions and methodology used.
The groups noted that they were not con- tacted prior to the study’s publication and voiced concerns over the lack of direct input from engine manufacturers in the research. They contrasted this with a study released last year by sustainability consultancy thinkstep, which they said was “based on the latest primary data avail- able from the main marine engine manufactur- ers, namely; Caterpillar MaK, Caterpillar Solar
Turbines, GE Aviation, MAN Energy Solutions, MTU Friedrichshafen, Winterthur Gas & Diesel (WinGD) and Wärtsilä”.
The groups argue that the thinkstep study has been “widely recognised as the most compre- hensive analysis undertaken to date on the life- cycle GHG emissions of LNG as a marine fuel”, adding that they stand by its findings. Accord- ing to that study, gas-fuelled engines result in emissions reductions of 14-21% for two-stroke slow speed engines, and 7-15% for four-stroke medium speed engines compared with engines powered by heavy fuel oil (HFO).
Engine manufacturers and shipyards say they are working on reducing methane leakage, so it would not be surprising if new ships have lower rates of it. And while debate will continue about whichfuelsandmethodsaretheonestheindus- try should be adopting, vessels will be under pressure to ensure compliance with IMO 2020, and economics will be the main driver.
LNG-fuelled vessels cost around 15% more to build than ships using HFO, but filling them up is estimated to be about 20% cheaper. Indeed, as more LNG continues to enter global markets, the cost of filling such ships may go down further still. LNG bunkering infrastructure will need to be built out considerably, however, as the indus- try races to adapt to the post-IMO 2020 operat- ing environment.
If new evidence backs up the findings of the ICCT study, and if new regulations on LNG as a marine fuel are ultimately brought in, then the shipping industry will have to rethink things. In the meantime, however, LNG seems set to have a major role to play.™
Engine manufacturers and shipyards say they are working on reducing methane leakage, so it would not be surprising if new ships have lower rates of it.
Week 06 13•February•2020 w w w. N E W S B A S E . c o m
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