General Dynamics Quincy shipyard, near Boston, has orders for twelve 125,000-cu m LNG tankers, representing 28% of the large ships of this type (120,000 cu m and above) now on order throughout the world. It has the potential to scale incrementally in line with the growing availability of biomass and renewable energy, while delivering significant GHG reductions, starting now.GENERAL DYNAMICS-A LEADER IN LNG TANKER CONSTRUCTION There are no compatibility issues, and any ratio combination of bio-LNG, synthetic and ‘conventional’ LNG can therefore be used to fuel a large proportion of the deep-sea merchant fleet. Keller concluded: “The advantage of LNG is that both bio-LNG and synthetic LNG are ‘drop-in’ fuels. And the acceleration in uptake of newbuilds fuelled by LNG demonstrates confidence in this pathway through its bio and synthetic cousins.” Recognition for this plan and the pathway forward is continually growing – borne out by the data from both Clarksons and DNV. We know the need is real and waiting is no longer an option. It provides a very clear and achievable plan which starts today. Peter Keller, Chairman of SEA-LNG said: “The deep-sea shipping industry understands that while LNG may not be the end game, it is the best starting point to get to net zero. This process utilises established LNG infrastructure without investing in new and costly infrastructure around the globe for unproven fuels. This transition to bio-LNG, and eventually synthetic LNG, will enable the industry to meet the IMO 2050 targets. It can also achieve the IMO’s 2030 target of reducing CO2 emissions by 40% compared to 2008 by the use of bio-LNG products as a drop in fuel. Owners and operators of deep-sea vessels continue to recognise that LNG is available now, it is proven safe, reduces SOx and particulates to negligible levels, NOx by up to 85%, and GHG emissions by up to 23%. Tankers and bulkers are also following suit, with increases of seven-fold and two-fold respectively over the 18-month period. Likewise, containership owners and operators are moving to LNG-fuelled tonnage, with orders for LNG-fuelled liners increasing five-fold since January 2020. It is anticipated that over 90% of the new Pure Car and Truck Carriers (PCTC) that will enter the market in the coming years will be LNG dual fuel. Major deep-sea sectors of the maritime industry are embracing LNG in efforts to reduce both local and global emissions, as LNG-fuelled vessels are one of the only options today that meet the reduced emissions required of environmental finance.
According to the latest report from Clarksons, LNG-fuelled vessel orders are approaching 30% of Gross Tonnage on order, representing a substantial part of shipping’s overall capacity when these vessels are delivered.Ģ021 has been a banner year for new LNG dual-fuel vessel construction contracts as reported by DNV and others. Industry coalition SEA-LNG recognises significant growth in LNG-fuelled vessel orders in 2021. SEA-LNG recognises continuing acceleration of LNG-powered newbuilds
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