Methanol produced from renewable sources can substantially contribute to reducing GHG emissions from shipping. It’s available worldwide and there is already a global infrastructure in place. In a recent seminar, Maritime CleanTech invited ships owners, researchers, producers, and technology providers to share their thoughts on methanol.
Berit Hinneman, Head of Decarbonisation Business Development at MAERSK let us in on their approach to decarbonization, where methanol plays a central role. Next year their first, feeder container vessel running on green methanol will be introduced, followed by twelve 16.000 TEU ships in 2024 and 2025.
– We are in a situation where we need to make an impact this decade, and green methanol is a solution that can be implemented now, Hinneman said. She explained that there’s a gap between MAERSK’s projected required volumes of green methanol versus the availability today, but this is worked on simultaneously through their partnerships with green methanol producers worldwide.
– There’s been a lot of talk about the chicken and the egg problem. We recognize that but decided to break the problem by going out and ordering our first vessel plus twelve more new vessels. This will lead to development in the production end, Hinneman said.
Growing interest
Their strategy may well prove right. General Manager Sustainable Fuels & Decarbonization at Wärtsilä Finland, Kaj Portin presented their work with methanol and the conversion of the ship Stena Germanica (with Sulzer ZA40 engines) that has led them to launch a new methanol-capable dual-fuel engine, the W32.
– Stena Germanica was converted into an operation on methanol in March 2015. The biggest challenge has been the price of methanol. We’re now waiting for a volume ramp up, and we’ve seen a growing interest in methanol as fuel after Maersk went out and said they were going to use it. This engine can now run on both diesel and methanol, or a blend of the two, Portin said.
Tried and tested
Norwegian ship owners Westfal Larsen have already tried and tested the use of methanol as a marine fuel since 2016, when their two dual-fuel tankers, which can run on methanol, hit the seas.
– We’ve been running as dual fuel operators since 2016. These were the first two vessels in the world running on methanol. Our main ambition then was to reduce SOx emissions but it also reduces CO2 emissions, so it’s a great fuel in many ways, Vice President at Westfal–Larsen Management, Tore Haugen said. He gave detailed insight into the technical solution on board, and the regulatory development that was done back in 2016 when their two ships were delivered. In addition to the technical and regulatory development, crew training and competence were also important for it to be a success. The two tankers, which have been transporting methanol, have a combined 50.000 running hours using methanol as fuel, with good results.
– It’s a well-proven technology and it works. We’re looking forward to the future with methanol as fuel, Haugen said.
Pilot projects
Senior Researcher and Project Manager at SSPA, Joanne Ellis presented two EU-projects they partake in, HyMethShip and FASTWATER. The HyMethShip focus on using methanol as a hydrogen carrier and using CO2 as a reusable element to easier facilitate green methanol production. This process requires reforming of the methanol into CO2 and hydrogen on board, CO2 for storage onboard, and later recirculation and hydrogen as a fuel for propulsion. This solution would allow for longer-range tank batteries, but at the same time give many of the positives with methanol in terms of fuel handling and distribution. The FASTWATER project will demonstrate the feasibility of retrofit and new-build vessels to operate on methanol, including a harbour tug, a pilot boat, and a coast guard vessel.
New green production systems
Edman Tsang from Oxford University presented the work ongoing in the field of Methanol Synthesis. Traditionally the process to make methanol requires steady-state conditions (pressure and temperature). Typically, these steady-state conditions are made available from a power grid supplied by coal- or natural gas- power plants. This makes the CO2 footprint from the process high. With the introduction of more and more renewable power sources (wind and solar) more fluctuations in available power, and thereby electricity prices, are expected.
A new solution for producing methanol that can better adapt to these fluctuations was presented, at the same time as selectivity and efficiency remained high. The key to this was the development of a new catalyst. This solution would also reduce the operational cost and herby the methanol cost since the process will require less heat and compression.
The participants also got to hear the COO of the Methanol Institute Chris Chatterton describe the status quo in the methanol market worldwide. They track the development of bio- and e-methanol production facilities and see a big uptake in the last two years.
Popular topic
Over 100 participants tuned in to follow this webinar, which was hosted by Maritime CleanTech’s Sven Rolfsen. Register here to join our next event, the annual cluster workshop in Haugesund 2-3 June.