HANSA 06-2019

Schiffstechnik | Ship Technology
LNG being sulphur free is also helping
the fight against GHG. Dual-fuel engines
burning methane (the main constituent
of LNG) produce less CO2 per kWh than
engines burning liquid fuels. This is because
methane (CH4) has the lowest ratio
of carbon to hydrogen of hydrocarbon
fuels. The methane slip is of course
something we need to consider, and we
are supporting researching activities here
accordingly.
Finally, engine component and engine
consumable manufacturers are constantly
working to reduce friction as a means
of raising engine efficiency. Remote monitoring,
control, and diagnostics are also
starting to benefit fuel consumption and
helping the shipping industry become
more efficient as a whole.
Do conventional diesel engines still play
a role on the market or is dual fuel already
the new standard solution?
Tonon: I do not see a full renunciation of
diesel engines. Applications for dual-fuel
engines are certainly growing, especially
in short-sea applications like container
feeders, ferries and offshore vessels. The
likely scenario for ocean-going vessels
in the foreseeable future will be dual-fuel
engines in NO x and sulphur Emission
Control Areas (ECA), while reverting to
diesel engines on the high seas.
A new-built vessel without batteries on
board for peak shaving or emission free
port operation – will this be even possible
in a few years from now?
Tonon: Certainly, we are going to see
many ships with electric and hybrid
propulsion systems featuring batteries
and fuel cells. There are already many
pilot projects and commercial diesel-electric
and hybrid applications for
vessels with more than one operating
mode. This includes ferries that dock
and manoeuvre frequently and tugs that
can operate on batteries when moving
between tows. There are also offshore
vessels that can switch to electric power
when cruising to and from oilrigs
and production platforms but use their
combustion engines, continuously or
intermittently, when handling anchors
or fully loaded.
At the other extreme, based on the
current state-of-the-art, there is a limited
scope for battery or fuel cell power
on ocean-going ships. Neither power
sources can achieve the power density or
power-to weight and power-to-space ratios
typical of combustion engine propulsion.
Fitting these large ships with batteries
or fuel cells only for use in ECAs or
harbours would rob them of a great deal
of payload.
How do you estimate the market potential
for bio fuels – a big opportunity for
conventional engine technology?
Tonon: Low emission sustainable fuels
will be the key to the internal combustion
engine maintaining its position as
the shipping industry’s prime mover of
choice. However, a limiting factor with
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