Page 29: of Maritime Reporter Magazine (December 2019)

GREAT SHIPS OF 2019 A METHANOL FUTURE

LESSONS LEARNED

Tips on designing, building & operating with methanol as fuel.

Generally averse to technologi- requires a small amount of pilot fuel second-generation of MAN methanol 2. VESSEL CONSTRUCTION cal risk, maritime professionals lean “Go to an established, experienced for ignition. On the ? rst generation duel-fuel engines – the test results on lessons learned, when available, shipyard and bring on board the right engines the amount was less than ? ve have returned better fuel ef? ciency to make future decisions. According site management team. We have a percent, while the second generation when running on methanol compared to Fredrik Stübner, Director Ship great cooperation with Hyundai MIPO engines require under 3.5 percent. to HFO/MGO.”

Management, Marinvest, his organi- in Ulsan, Korea. They have experi- “When we launched the ? rst dual- zation’s experience running ships on ence with the two series that we’ve fueled vessels there were minor teeth- 4. ADDITIONAL TRAINING methanol can be instructive for others already built and are a world-leading ing issues but none that prevented considering emission reductions tech- shipbuilder.” “When we started this, we were in the vessels from operating and these nologies, and to this end he suggests: new territory. We’re still running on learnings evolved into a better solu- the draft IMO guidelines for low- tion,” said Hexter. “Well-designed 1. VESSEL DESIGN 3. VESSEL MAINTENANCE ? ashpoint liquid fuels, which we are failsafe mechanisms, including auto- “For other shipowners considering “As a low ? ashpoint liquid fuel, assisting the classi? cation societies matic failover between fuel types, also methanol as fuel, the differences be- there are additional safety features and the ? ag states to implement. The increases the reliability of the overall tween a standard vessel design and a needed. For instance, all the metha- chief engineer and others participate system.” methanol dual-fuel design are mini- nol fuel piping in the engine room is in special electrical engine and liquid “Through those ? rst 60,000 hours mal and revolve around the engine double walled, and the outer wall pip- fuel methanol training at The MAN the engines and technology are prov- and fuel supply system. One con- ing needs to be ventilated. The bottom PrimeServ Academy in Copenhagen. en to work, and the performance and sideration is the calori? c value of the line is the engine is a standard two- Since the IGF code came into play and safety aspects have been excellent. methanol itself, which is about half stroke engine, and the methanol fuel the entire crew undertakes in-depth We’re achieving better fuel ef? ciency, the energy value of diesel, so you need system is an add-on. With the ? ex-fuel training for bunkering and ? re safety and we’ve had no loss-of-power inci- twice as much fuel. Depending on the engines, changing between the fuels is procedures for low ? ash point liquid dents due to the technology. With our sailing range, fuel storage capacity is seamless and automatic.” He did note fuels.” partners at MAN, it’s encouraging a consideration, however, it is simple that the second generation ships and According to Hexter, the methanol to see that they continue to work to- to convert ballast tanks to fuel stor- engines have evolved to be even more fuel technology “has been reliable and wards improving the ef? ciency of the age” cost effective. Running on methanol has led to re? nement of the improved system.” www.marinelink.com 29

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