Maersk - Methanol journey

Infrastructure and bunkering of methanol

Methanol is one of the favoured alternative fuels for larger container vessels as we edge towards net zero GHG emissions on a well to wake basis. We spoke to Maersk employees about their methanol fueled vessels to get a better understanding of the technical and operational aspects.

Q: How have you found the infrastructure for green methanol and how does this work for bunkering of your vessels? How do you ensure such high quantities of methanol are available at the required ports?

A: Methanol demand is on the rise and production is expected to accelerate. At the same time the methanol infrastructure is coming into place with bunkering licenses in multiple ports.

The ‘right’ infrastructure, furthermore, involves adequate methanol storage and bunker barges. Currently we experience plentiful storage. However, dedicated bunker barges (with a hose handling boom and properly positioned manifold) are in shortage and most operations utilize small chemical tankers. We do foresee a need for bigger barges to retain the one-bunkering-in-a-round-trip model. Our vessels are designed to receive methanol at high pumping rates and with two receiving manifolds to ensure quick turnaround of the barge.

Methanol is bunkered at ambient temperature. Therefore, we have the flexibility currently to engage IMO Type II Tankers for Bunkering purposes and look forward to advancements in Methanol Bunker Barges with high pumping rates and larger volume capabilities.

Q:  How has the bunker sampling process been for Maersk?

A: So far, the samples have been taken from the supplying vessel but there is an option to collect it from our vessels.

Q: Have you had any problems with off-spec methanol yet and if so, are you able to provide any information?

A: We order methanol in accordance with the International Methanol Producers and Consumers Association (IMPCA) specification. The fuel is tested before supply at the storage tanks. Our contract structure gives us ample time for claims in the event of any discrepancies with the supplier on quality.

Q: Have there been any challenges with bunker delivery notes (BDN’s)?

A: None so far. We use the same BDN as for fossils with an additional line item for indicating that the product is certified with a Proof of Sustainability. This proves that emissions reduction from the supplied methanol are compliant with EU RED II. Maersk accepts ISSC EU or RSB EU certification.

Q: Did you receive any resistance from ports where methanol vessels will be calling?

A: Overall, ports are very interested in bunkering our methanol-enabled vessels. Permission to bunker is needed on a case-by-case basis. Each operation is therefore still considered as a “one-off”. However, there are ports interested in “normalising” the bunker operation. Additionally, we inform terminals and ports that the vessel is fueled by methanol, to avoid any last-minute surprises for port entry.

Q: How tricky was it to plan SIMOPS when methanol is being bunkered?

A: As these are pioneering vessels paving the way for more to come, each SIMOP is a learning experience. So far, the process has been straightforward. Some of the complex parts can take months of careful planning.  We aligned the safety and response plans for four key stakeholders: Receiver, Supplier, Terminal, and Port.

It required careful coordination in advance for the first few ports. We used SIMOPS in incremental stages to ensure bunkering took place as planned. We would like to see less documentation in the bunkering process as it becomes more common.

Q:  What additional safety items have you provided to crew of methanol fueled vessels?

A: Safety is our number one priority, and the crews onboard our methanol-enabled vessels have therefore received extensive training prior to embarking the vessel. Furthermore, the vessels are equipped with all the required safety items as stipulated by the authorities.

Q: Have you received any feedback about the main engine spares and seals and how they last on main engines? 

A: These vessels are the first of their kind meaning that the spare market is still scarce. We expect this to develop over time with more many more methanol-enabled vessels on order from Maersk and other carriers.

 Q: Have you used a control tank venting system for the methanol fuel tanks and has a vent mast design been used?

A: For our feeder vessel, Laura Maersk, a control vent system is installed to prevent overpressure in the methanol bunker system when the Main Engine, Auxiliary Engines and LFSS system are purged. For our larger methanol-enabled container vessels, the bunker tanks are big enough to absorb the purge gas without the need for venting.

Q: Is there any information you’re able to share on vapor handling?

A: Methanol is a liquid with limited evaporation. As such it does not easily generate flammable vapour clouds. In case methanol is spilled, even limited ventilation is adequate to prevent flammable concentrations. In tanks nitrogen is used as an inert blanket gas and the result is a mix of nitrogen with some methanol vapour. This blanket gas we keep in a closed circuit mostly. As fuel is consumed, more nitrogen is added to the tanks to keep pressure constant. During bunkering when filling the tanks, displaced blanket gas is exported back to the bunker vessel. There should never be a release on our ship, but there is an emergency protection system that will release blanket gas if tank pressure goes significantly above nominal. Therefore, no big vent mast is fitted, only the smaller vent lines for the emergency venting system.  

Q: Have you had any other operational issues with methanol or dual fueled engines?

A: The arrival of the first large green methanol enabled vessels is a major milestone for A.P. Moller – Maersk. These vessels are the first of their kind and size, and operational experience running on the methanol engine is key to detect teething issues ahead of the arrival of more sister vessels.

 Q: Are we correct to assume that the alternative design criteria were used for the methanol design process?

A: Yes that was a requirement as the prescriptive regulations in the IGF code only apply for LNG, however there is a guideline IMO MSC./Circ.1621 that outlines methanol design.