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HØVIK, Norway: Classification society DNV says 298 ships with a power alternative to fossil fuel were ordered in 2023 – an 8.0 percent increase year-on-year. They included 138 orders for methanol, up from 38 in 2022, 130 for LNG and 11 powered by ammonia.

Faced with increasing pressure to reduce greenhouse gas emissions, including stricter targets set by the International Maritime Organization (IMO) in July 2023, companies placed orders for 106 methanol-power vessels followed by 13 bulk carriers and 10 car carriers.

Last year saw a drop in LNG-powered orders to 130 vessels compared to 222 in 2022. However DNV notes the number rises when only considering newbuilds, as many methanol orders were for retrofits.

Containership operators ordered 48 LNG-powered vessels followed by 40 from car carriers and 30 by tanker operators. With only five orders, hydrogen was a less popular choice in 2023 compared to 18 the previous year according to DNV’s Alternative Fuels Insight (AFI) platform.

“As we navigate towards a greener maritime future, the growing demand for alternative-fueled vessels speaks volumes,” commented DNV CEO Maritime Knut Ørbeck-Nilssen. “These orders send pivotal signals to fuel providers and other important partners on shipping’s decarbonisation journey. While it is clear that the maritime fuel technology transition is already underway, we now need to ensure the fuels powering these engines become available.”

DNV developed its AFI platform to support the shipping industry’s transition to what it describes as a cleaner, greener future. The database provides a complete overview of developments of alternative fuels and technologies, covering both investments on ships, in bunkering infrastructure and fuel production facilities.

The company has also identified solutions than can lead to the complete decarbonisation of maritime shipping including:

• Logistics – speed reduction, vessel utilisation, vessel size and alternative routes.
• Hydrodynamics – hull coating, hull optimisation, air lubrication and cleaning.
• Machinery – efficiency improvements, waste-heat recovery, engine de-rating, batter hybridization and fuel cells.
• Energy – LNG, LPG, biofuels, electrification, methanol, ammonia, hydrogen, wind power and nuclear.
• After treatment – carbon capture and storage.

“It is however crucial to emphasise that focusing solely on fuels may divert our focus from achieving a significant impact in this decade,” added Ørbeck-Nilssen. “What is required are concrete measures that actively lower emissions. Energy efficiency initiatives can yield decarbonisation outcomes both now and leading up to 2030.”

https://www.dnv.com/
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