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While the electric cars are being unloaded, captain Wang Haibo receives the visitors high above on the command bridge of the vessel. He’s been captain for ten years, but this is his first ship running on methanol. More than that: Besides the Everllence B&W ME-LGIM main engine, the car carrier has three L21/31DF-M GenSets that produce auxiliary power and that run on methanol as well. “I was worried about safety at first”, says Haibo, pointing to the toxicity and the low flashpoint of methanol. “But after good training, following safety rules, and through close cooperation with Everllence, we found it’s very safe and reliable. Bunkering is just as smooth as with normal fuel.” Since its maiden’s voyage nearly a year ago, the vessel has been running smoothly, connecting Chinese and European ports.
Refueling is getting easier
Another question that the captain worried about was not how but where to bunker methanol. “Because it has a lower energy density, we need to refuel more often,” he explains. That means that the crew has to calculate fuel consumption and range carefully, and check which ports can supply methanol. “But more and more ports are offering methanol bunkering, so it’s getting easier”, assures Wang Haibo.
“After proper training, methanol operations are safe and reliable, and bunkering works smoothly.”
Captain Wang Haibo, CM Hong Kong
China Merchants Shenzhen RoRo Shipping (CMRORO), the company that is running the vessel, has another recently commissioned car carrier with a capacity of 9,300 CEU (car equivalent units), that has both main engine and auxiliary engines running on methanol. The advantages of having one fuel only are obvious.
“Everllence’s full package enables unified system integration, consistent support and spares, simplified training, higher reliability, and single-point troubleshooting”, says Zhao Guo Hua, chief engineer of the CM Hong Kong, deep down in the vessel, where the engine room is situated. Through the windows of the engine control room one can see the huge main engine to the right, more than two decks high, and to the left the much smaller GenSets. “Both main and auxiliary engines perform reliably on methanol, with stable propulsion, steady power output and smooth fuel switching”, explains Zhao Guo Hua.
Not just the engine room is cleaner
He admits that compared to a conventional engine, operating a methanol-fuelled engine has a more complex fuel system, stricter safety rules, and thus higher crew training requirements. But he points out the advantages: “Emissions are much cleaner. There’s no strong smell and the engine room is much cleaner”, says the chief engineer.
Together with such fuels as ammonia and LNG, methanol has evolved as one of the alternative fuels that are making shipping greener. So far, the global supply of green methanol is far from sufficient – and the costs are much higher compared to conventional methanol. But the potential is huge.
“From propulsion to auxiliary power, everything runs smoothly and with far fewer emissions.”
Zhao Guo Hua, Chief Engineer, CM Hong Kong
”When both the main and auxiliary engines onboard are powered by methanol, you have the opportunity to decarbonize all of the power generation equipment when operating on green methanol”, says Jakob Knudsen, Principal Promotion Manager at Everllence.
Crucial decarbonization
Decarbonization has become a crucial issue for shipping companies: On the one hand, more and more consumers want to reduce the ecological footprint of the products they buy – including transportation. On the other hand, the International Maritime Organization (IMO) has set itself ambitious goals: net-zero GHG emissions from international shipping by or around 2050, and at least 70% less emissions by 2040, compared to 2008 levels. “Decarbonization is now a big topic for everyone - ship owners, charterers, ports”, says captain Wang Haibo. “They all want cleaner fuel and technology. And using methanol on our ship is a good example.”
“Using methanol across all power systems creates a clear pathway to full decarbonization on board.”
Jakob Knudsen, Principal Promotion Manager, Everllence
And the technology of the ME-LGIM engine running on methanol is already a proven one. “Its main advantage is that it runs on a diesel concept, and this enables us to achieve the highest possible efficiency, both running on conventional fuel and green methanol”, explains Jakob Knudsen. Efficiency is crucial when looking to the future, where green methanol is expected to play a significant role in the maritime fuel mix. Besides, the ME-LGIM engine is an “allrounder”: So far, it has found use mostly in car carriers and container ships, but it can be used for all vessel types.
Proven technology
The technology for the methanol GetsSets has also been built on a solid foundation; a trusted engine design was used as the starting point and enhanced with state-of-the-art methanol equipment. The main feature is the Port Fuel Injection (PFI) technology. While alternative solutions require an expensive high pressure pump to supply the fuel into the combustion chamber, this design operates at low pressure, which makes it a very cost-competitive technology.
Having unloaded the electric cars, captain Wang Haibo steers the CM Hong Kong out of the port of Wilhelmshaven, heading towards England and then back to China. He's proud to be captain of a ship that's paving the maritime industry's path towards decarbonization, and with a smile he adds: “It changes the old way of thinking.”
About the author
Berlin-based journalist Moritz Gathmann has been reporting as a correspondent for German publications from various regions of Europe since 2004. His work has been published in Der Spiegel magazine, Frankfurter Allgemeine Zeitung, and other media. Moritz Gathmann is a member of Primafila Correspondents, specializing in energy and healthcare reporting.