Gagarin Prospect, the globe’s initial Aframax vessel made to operate on LNG, is among 40 dual-fueled ships currently supplied or unfinished at HHIGroup The DNV GL classified vessel is had by Russian ship driverSovcomflot [Image courtesy of HHI Group]
In a current “Green Tankers towards 2050” sector webinar, category culture DNV GL and also South Korea’s HHI Group, the globe’s biggest shipbuilder, offered the outcomes of brand-new joint study on the advancement of reduced and also no carbon remedies for delivery.
“Shipowners are faced with many uncertainties in the rapidly changing marketplace,” stated Seong-Yong Park, COO and also SEVP of HHIGroup “We believe our research results, including proven engineering solutions and alternative fuels, will support them in developing their future strategy for ship operations and fleet renewal.”
During the webinar, DNV GL and also HHI Group professionals talked about the current advancement of laws covering the greenhouse gas discharges from vessels, consisting of the intro of the layout index for existing vessels (EEXI) and also a brand-new Carbon Intensity Indicator, which are because of participate in pressure in 2023.
To reply to these laws, HHI Group presented its variety of environmentally friendly ships that are outfitted with different gas innovations and also energy-reducing systems, amongst them 40 LNG dual-fuelled ships currently supplied or unfinished.
“The International Maritime Organization (IMO) is strengthening environmental regulations, including a 50% reduction in ship greenhouse gas emissions by 2050 compared to 2008,” stated H. J. Shin, Head of Future Ship Research Department at Korea Shipbuilding & & Offshore Engineering (KSOE). “We will help the shipping industry to reach these ambitious goals by taking a leading position in the eco-friendly maritime era through research and development.”
By using DNV GL’s data-based carbon durable version to its huge unrefined provider (VLCC) and also Medium Range (MR) vessel ships, HHI Group located that an LNG gas propulsion system in mix with sophisticated power conserving tools (ESDs) can allow a vessel to fulfill the brand-new Carbon Intensity Indicator over its anticipated life time.
“It is important to use alternative fuels like LNG and technological solutions that are available now, and not wait until 2030 or beyond,” stated Y. H. Chung, Head of Initial Design Department at HMD. “Our joint research has shown that LNG as ship fuel combined with other energy saving devices can make a vessel both environmentally and economically fit for the next two decades at least.”
“Since ESDs mainly have an impact on fuel consumption during sailing, the benefits are greater for large vessels such as VLCCs, which spend more days operating at sea,” stated Christos Chryssakis, Business Development Manager at DNV GL–Maritime “These ships are also less sensitive to price variations when it comes to selection of LNG as fuel. This is because the capital expenditures are paid back faster due to a higher fuel consumption.” For smaller sized vessels with reduced gas intake, such as MR Tankers, a greater cost differential in between really reduced sulphur oil (VLSFO) and also LNG was called for to repay the preliminary financial investment. Therefore, these vessels were extra conscious unstable gas costs, he included.
“We have no clear vision of the zero-carbon ship in deep sea shipping yet,” stated Trond Hodne, Senior Vice President Business Development at DNV GL–Maritime “As we work hard towards the zero emission vessel, the industry also needs to make newbuilding decisions today. Thus, we should not make perfect the enemy of good. As demonstrated by HHI Group and our experts, we have energy efficient designs and technologies at hand that will enable ships to meet the IMO emission trajectories through their entire lifetime. These highly efficient vessels are likely to be attractive to charterers and investors today, and even more so if a price is put on CO2.”
