FUSION/SCI-FI-TEK

Korea completes delivery of ITER vessel sectors

Tuesday, 26 November 2024

The fourth and final ITER vacuum vessel sector manufactured by South Korea has been delivered to the construction site of the tokamak fusion device in Cadarache, southern France.

(Image: Korea Institute of Fusion Energy)

The International Thermonuclear Experimental Reactor's (ITER's) plasma chamber, or vacuum vessel, houses the fusion reactions and acts as a first safety containment barrier. With an interior volume of 1400 cubic metres, it will be formed from nine wedge-shaped steel sectors that measure more than 14 metres in height and weigh 440 tonnes. The ITER vacuum vessel, once assembled, will have an outer diameter of 19.4 metres, a height of 11.4 metres, and weigh approximately 5200 tonnes. With the subsequent installation of in-vessel components such as the blanket and the divertor, the vacuum vessel will weigh 8500 tonnes.

Each vacuum vessel sector is manufactured in four segments, requiring more than 1.6 kilometres of welding for assembly. Maintaining precise tolerances of less than a few millimetres ensures the seamless integration of internal components, which demands advanced forming and welding technologies.

The completed sector (Image: Korea Institute of Fusion Energy)

The fabrication of the vacuum vessel sectors is shared between Europe (five sectors) and South Korea (four sectors). Initially, South Korea was tasked with producing two vacuum vessel sectors under its agreement with the ITER Organization. However, in 2016, an additional agreement was made to produce two more sectors originally assigned to the EU.

Starting with the delivery of the first sector in 2020, South Korea has now completed all four sectors, fulfilling its commitment to this significant international project.

The sector is unloaded from the ship (Image: Korea Institute of Fusion Energy)

"Korea has also delivered superconductors, thermal shields, and assembly tools to ITER on schedule, steadily contributing to the development of fusion reactor technologies and supporting efforts toward the realisation of fusion energy," the National Research Council of Science and Technology noted.

The fourth and final sector was produced at Hyundai Heavy Industries' shipyard in Ulsan. After leaving Ulsan on 24 August, the load travelled around the Cape of Good Hope at the southern tip of the African continent and sailed north to the Strait of Gibraltar and into the Mediterranean Sea. It was delivered to the ITER site on 8 November.

Of the nine vacuum vessel sectors required to form the tokamak's toroidal plasma chamber, five are already present on site. The first sector produced by Europe was recently delivered to the site. In the ITER Assembly Hall, two sectors are being assembled into modules that will be installed later in the assembly pit. Another is undergoing repair in the former Cryostat Workshop, where two other recently arrived sectors have just been stored.

The sector arrives at the ITER site (Image: ITER)

ITER is a major international project to build a tokamak fusion device designed to prove the feasibility of fusion as a large-scale and carbon-free source of energy. The goal of ITER is to operate at 500 MW (for at least 400 seconds continuously) with 50 MW of plasma heating power input. It appears that an additional 300 MWe of electricity input may be required in operation. No electricity will be generated at ITER.

Thirty-five nations are collaborating to build ITER - the European Union is contributing almost half of the cost of its construction, while the other six members (China, India, Japan, South Korea, Russia and the USA) are contributing equally to the rest. Construction began in 2010 and the original 2018 first plasma target date was put back to 2025 by the ITER council in 2016. However, in June this year, a revamped project plan was announced which aims for "a scientifically and technically robust initial phase of operations, including deuterium-deuterium fusion operation in 2035 followed by full magnetic energy and plasma current operation".

 World Nuclear News

New Study Reveals Lower Than Expected Emissions for LNG

By Robert Rapier - Nov 25, 2024

A new study reveals that greenhouse gas emissions from U.S. liquefied natural gas (LNG) exports may be lower than previously thought.

The study highlights the importance of pathway-specific analysis and the use of granular data in accurately assessing the environmental impact of LNG.

These findings have significant implications for energy policy, industry practices, and consumer awareness.


Liquefied natural gas (LNG) has transformed global energy markets, in large part because of U.S. emergence as a leading exporter. However, the environmental impact of LNG, particularly greenhouse gas (GHG) emissions, remains contentious.

A new study, Gas Pathing: Improved Greenhouse Gas Emission Estimates of Liquefied Natural Gas Exports through Enhanced Supply Chain Resolution, published in ACS Sustainable Chemistry & Engineering, sheds new light on this issue.
Revolutionizing Life Cycle Assessments

Life Cycle Assessments (LCAs) are vital for evaluating LNG’s environmental footprint, covering its journey from extraction to end use. This new study by Roman-White et al. refines LCA methodologies, improving accuracy and offering actionable insights. Building upon earlier research sponsored by Cheniere Energy, it delves deeper into emissions variability across LNG supply chains.

Key FindingsEnhanced Gas Pathing Algorithm: The study introduces a sophisticated algorithm that identifies 138 distinct pathways for natural gas within the U.S., revealing significant emission variations based on transportation routes.

Lower Emissions Estimates: Reference GHG intensities for U.S. LNG delivered to Europe were found to be 22-53% lower than prior studies, suggesting earlier overestimations.
Impact of Modern Data: When incorporating recent measurement data, emissions estimates increased by 41-52% over the reference case but remained 20-28% lower than older studies relying on less empirical data.

Variability in Emissions: Emissions varied by up to six times between pathways, emphasizing the need for pathway-specific assessments to grasp the full environmental impact of LNG.

Methodology and Approach

The study utilized detailed data from two U.S. liquefaction facilities, analyzing various stages of the LNG supply chain. These included production, processing, transmission, liquefaction, and shipping. By applying their gas pathing algorithm, researchers crafted a comprehensive emissions profile, accounting for regional and operational nuances.
Implications for the Energy SectorPolicy and Regulation: The study underscores the necessity for precise emissions data to craft effective climate policies.

Industry Practices: It provides the LNG industry with tools to optimize supply chains, lowering their environmental impact.

Consumer Awareness: Enhanced understanding of LNG’s emissions equips stakeholders to make more sustainable energy choices.

Contextual Discussion

This study adds depth to ongoing debates about LNG’s environmental implications. A recent Forbes article explored claims that LNG might exceed coal in emissions. However, Roman-White et al.’s detailed LCAs suggest that LNG’s emissions are often lower than earlier estimates, depending on specific pathways. This highlights the importance of granular data in evaluating energy sources.
Conclusion

The study by Roman-White et al. marks a pivotal advancement in quantifying LNG’s GHG emissions. By refining methodologies and embracing detailed, data-driven approaches, it provides a clearer picture of LNG’s environmental footprint. This research not only aids policymakers and industry stakeholders but also supports global efforts toward more sustainable energy practices.

By Robert Rapier

BC First Nation seeks court over Seabridge’s KSM project

Staff Writer | November 25, 2024 | 

The KSM gold-copper project, 70 km north of Stewart, BC. Credit: Seabridge Gold.

The Tsetsaut Skii km Lax Ha (TSKLH) Nation has applied to the British Columbia Supreme Court to review Seabridge Gold‘s (TSX: SEA; NYSE: SA) KSM gold-copper project after the province excused it from a permit expiry.


The First Nation is concerned about proposed tailings for the project in northwest BC, says it wasn’t properly consulted and wants the order reversed. The company and province have breached obligations under Canada’s constitution and the United Nations Declaration on the Rights of Indigenous Peoples, the community’s lawyer says.

“The province has repeatedly acknowledged the planned location of KSM’s tailings waste is in Tsetsaut Skii km Lax Ha territory,” Ryan Beaton, the community’s lawyer, said on Monday. “Yet for years they have ignored, and allowed Seabridge to ignore, the Nation’s attempts to have its concerns addressed.”

Seabridge says its application for an exemption from the permit expiry was widely supported in the project’s area, including by Indigenous communities. The province deemed the project had “substantially started” so a July 2026 environmental approval deadline would not be broken. A final decision on the TSKLH petition could take a year or more, the company said. Meantime, the province’s ruling stays in place.

“TSKLH were provided the relevant information early and participated in the province’s review process, including submitting comments for the province’s consideration,” Seabridge chair and CEO Rudi Fronk said in a statement. “TSKLH may not agree with the ultimate substantially started determination, but Seabridge is confident that there is ample evidence that the determination was reasonable.”

Shares in Seabridge Gold fell 3.8% on Monday to close at C$20.26 in Toronto, valuing the company at C$1.8 billion. They’ve ranged from C$12.62 to C$28.39 over the past 52 weeks.

Order reversal

The TSKLH Nation claims an extensive traditional territory including the area of the KSM project, and it contests right of the Niga’s Nation and Tahltan Nation over the area of the eastern portion of the project.

Seabridge says it provided the TSKLH with a copy of its application the day after it was filed in January. The Nation asked several times for in-depth consultation, and the province said it would consult with it. TSKLH had 30 days to review the draft report issued by the BC Environmental Assessment Office, and the Nation did make its views known.

At this point, Seabridge does not have access to the record of consultation between the province and the TSKLH Nation and says it’s unable to offer a fully informed view on the merits of TSKLH’s claims.

Under BC rules, a project’s Environmental Assessment Certificate expires if the project has not been “substantially started” by the deadline specified in the permit. However, the BC Minister of Environment and Climate Change Strategy can overrule the law if it makes certain determinations about the project’s advancement.

Even if TSKLH is successful, a typical order in these circumstances would require the province to return to its substantially started determination process, either to expand consultation of TSKLH or reconsider the reasons for its determination, and then a fresh determination would be issued.

ARTISANAL MINING

Peru’s small miners block highways, camp outside Congress demanding registry extension

Reuters | November 25, 2024 | 

Protesters in Peru. Credit: Johnattan Rupire, Wikimedia Commons

Thousands of small-scale miners in Peru blocked roads and camped outside Congress on Monday to demand extension of a program that allows them to operate temporarily, but which authorities say has expanded illegal mining.


A government bill sent to Congress last week gave small-scale miners a six-month period to formalize their activities after the current program expires on Dec. 31, but miners say that is not enough time.


“We are asking for at least a two-year extension and for a new law that will allow us to complete our formalization,” said the president of the National Confederation of Small and Artisanal Mining (Confemin), Maximo Becquer.

Hundreds have set up tents near Congress since last week and thousands of miners in uniforms and plastic helmets have blocked the main coastal highway in the southern regions of Ica and Arequipa, leaving hundreds of freight and passenger vehicles stuck for up to five kilometers.

The program, known as REINFO, started in 2012 and gave workers a temporary permit while they waited to be formalized. REINFO has been extended several times and currently has 85,000 registered artisanal miners, only about 20% of which have been formalized.

Many workers have used the temporary permit to mine in prohibited areas or third-party property without having to comply with labor or environmental regulations, according to authorities and private mining companies. Attacks on formal mines have left at least 30 dead in the past two years.

Peru produced 99.7 million grams of gold in 2023, a 2.8% year-on-year rise. According to the government, small artisanal mines extract around 40% of that, but small-scale mining groups put the figure at 50%.

“We are here sleeping in the open air and the government is not paying attention to us,” said Nelson Calderón, a 45-year-old miner from the Andean region of Ayacucho who came to Lima to protest. “On December 31, REINFO will be canceled and where are we going to end up?”

Pedro Yaranga, an analyst specializing in social conflicts in Peru, said that there are strong competing interests between Congress and small-scale miners that could escalate.

“If this isn’t resolved, it’s going to be a timebomb,” Yaranga said.

(By Marco Aquino and Alexander Villegas; Editing by David Gregorio)

 PETTY CRIMINAL

Navy Petty Officer Gets 1.5 Years for Stealing $850,000 in Supplies

Published Nov 25, 2024 7:47 PM by The Maritime Executive

 

 

A federal court in Rhode Island has sentenced a former U.S. Navy petty officer to 1.5 years in prison over his role in a criminal gang that stole hundreds of thousands of dollars' worth of gear from Navy warehouses on the East Coast. According to prosecutors, the equipment was intended for the use of the conspirators' fellow servicemembers, but was siphoned off and sold to buyers in China, Russia and about 50 other foreign nations. 

Former PO1 Richard Allen, 53, pleaded guilty in August to six counts of money laundering and one count of conspiracy. According to his plea agreement, Allen was stationed at Naval Weapons Station Yorktown in Williamsburg, Virginia, a facility that stores and distributes weaponry and supplies for warships on the Eastern Seaboard. He used his warehouse access to steal more than $850,000 worth of supplies, from uniforms and winter wear to soft body armor and goggles. Allen and his co-conspirators also made off with curious choices of lower-value items, like Navy SEAL insignia and infrared flag patches. 

All items were selected for bulk sale to customers in the U.S. and abroad: clients would tell Allen what they wanted from the warehouses and the gang would conspire to steal it. Payment was often made via Paypal, outside of the banking system. The conspirators then transferred funds to their bank accounts in sums less than $10,000 in hopes of avoiding scrutiny. Even after he retired from active duty, Allen continued his involvement in the conspiracy and continued to receive payments from its activities. 

The stolen goods went to customers in a bewildering variety of jurisdictions, from New Zealand to Norway to the Philippines, Chile, South Korea, Hong Kong and Kazakhstan. 

“Americans – especially the men and women who have served in uniform – deserve public employees who do their jobs honestly and with integrity,” said Jodi Cohen, Special Agent in Charge of the FBI Boston Division. “Richard Allen failed to do both when he selfishly took advantage of his position with the Navy to commit fraud, cheating both his fellow officers and taxpayers."

 

Australia Selects Damen Design Built by Austal for New Littoral Fleet

Austal will build the Damen design to create Australia's new littoral fleet capability (Australia Defence)

Published Nov 25, 2024 5:51 PM by The Maritime Executive

 

The government of Prime Minister Anthony Albanese of Australia is moving forward to create a new littoral fleet capability as part of its investment program expanding Australia’s defense capabilities. Australia’s Defence Ministers announced the selection of the design and will commence commercial negotiations with Austal which will be responsible for building the fleet of new vessels in Western Australia while they are also moving forward on the design project for new general purpose frigates.

Calling it a “significant step in the establishment of a littoral fleet,” the government announced on Friday that it has selected a design by Damen Shipyards Group as the preferred option for the Australian Defence Force’s Landing Craft Heavy. The government has prioritized the acquisition of new littoral maneuver capabilities and infrastructure to meet the aims of the National Defense Strategy.

The LST100 vessel design has a 3,900-tonne displacement, is 328 feet (100 meters) long will be capable of carrying more than 500 tonnes of military vehicles and equipment. Government officials said it will be capable of operating with other vessels to undertake a range of tasks including troop insertion and extraction, logistics movements, and humanitarian assistance and disaster relief. It is intended to carry six Abrams Tanks,11 Redback Infantry Fighting Vehicles, or 26 HIMARS - and will be fitted with self-defense weapons systems and Australian military communications.

“The announcement on the selection of a design for Landing Craft Heavy is great news for the Australian Defence Force and all industry stakeholders, demonstrating the Australian Government’s clear commitment to achieving continuous naval shipbuilding in Western Australia, and delivering an effective littoral capability for the Australian Army,” said Austal Chief Executive Paddy Gregg.

The plan calls for building eight Landing Craft Heavy vessels, based on the Damen Shipyards Group’s Landing Ship Transport 100 (LST100). Construction, which is expected to start in 2026, will be by Australian shipbuilder Austal at the Henderson Shipyard in Western Australia, subject to acceptable commercial negotiations and demonstrated performance.  

“Importantly, these vessels will be built in Australia, from Australian steel,” said Minister for Defence Industry and Capability Delivery, Pat Conroy. “This project is an important part of our plans for continuous naval shipbuilding in both South Australia and Western Australia, which is creating thousands of well-paid and high-skilled jobs.”

The landing craft is another piece in a comprehensive plan by the Albanese Government designed to expand Australia’s naval forces. Today, November 25, it announced the selection of two shipbuilders, Mitsubishi Heavy Industries and Thyssenkrupp Marine Systems, to progress designs for Australia’s future general purpose frigates. In May they announced discussions with five shipbuilders, with the others being in South Korea and Spain. Defence said it will now work with Mitsubishi Heavy Industries, Thyssenkrupp Marine Systems, and Australian industry partners to further develop the proposals for the Mogami and MEKO A-200 frigates.

The Albanese Government is investing up to A$55 billion over the decade, including up to A$10 billion for the general purpose frigates, as part of a plan that will more than double the size of the Navy’s surface combatant fleet compared with the former government’s plan.

Australia’s new general purpose frigates will replace the Anzac Class frigates and will be equipped for undersea warfare and local air defense. The current plan calls for the first three general purpose frigates to be built offshore and transitioned to Australia with the remainder of the build to be constructed locally at Henderson in Western Australia.

 

Novel New Ro/Ro Wind Component Carrier Launched at Zhenjiang Shipyard

The new DEKC / Damen / Amasus designed wind component carrier (Concordia Damen)

Published Nov 25, 2024 6:23 PM by The Maritime Executive

 

The offshore wind service vessel company Deugro is building two unique and specialized cargo vessels for turbine components, which keep getting bigger and bigger every year. 

Deugro Danmark secured a firm charter agreement with turbine builder Siemens Gamesa for its "Rotra" concept of wind component transport. Working with Siemens Gamesa, specialty vessel designer DEKC Maritime and shipbuilder Concordia Damen, Deugro came up with a more cost-effective and efficient vessel design to carry out the task. 

The Rotra Futura and sister ship Rotra Horizon are designed for ro/ro loading with a rear ramp, and can stow turbine blades three tiers high. They also have cranes for greater flexibility in loading methods and a house-forward accommodations arrangement to maximize cargo deck space. The previous generation of Rotra vessels are house-aft, with a bow ramp, and they underwent significant modifications in 2022: they were widened with sponsons and had their ro/ro ramps modified, all to handle the growing size of modern turbines. 

A modern Wartsila main engine will power them ahead with 15 percent better efficiency than a comparable older vessel, augmented with a waste heat recovery system. 

"Innovation is central to our ship designs, allowing us to effectively respond to the growing demand for more sustainable solutions," says managing director Chris Kornet. "For the Rotra Futura and Rotra Horizon, we, along with our partners, have focused extensively on energy savings and an environmentally friendly design. The aerodynamic and hydro-optimized hull design, combined with a special low-resistance coating, contributes to lower fuel consumption."

 

UK Launches Largest Sanction Package Against Russia’s Shadow Tanker Fleet

UK launched the largest sanction effort yet on the shadow fleet (file photo)

Published Nov 25, 2024 1:51 PM by The Maritime Executive

 

The UK government launched its largest sanction package yet against the shadow tanker fleet while urging other nations to follow in tightening their efforts and showing support for Ukraine. The latest sweeping action which encompasses 30 tankers and two insurance companies is being highlighted as part of an aggressive move by the UK government against the clandestine oil trade.

“The shadow fleet also poses significant risks to global trade. Many of the ships engage in deceptive shipping practices and are a danger to the environment – many tankers flagrantly ignore basic safety standards, increasing the chance of catastrophic oil spills,” the UK said detailing its latest moves. “Constraining these revenues, including by cracking down on the companies that insure these vessels, is vital for maintaining our shared security.”

The effort is one of the most sweeping seen since the West began efforts to limit Russia’s oil trade and comes as the shadow fleet continues to grow. S&P Global released data earlier in the month reporting that its Commodities at Sea and Maritime Intelligence Risk Suite had identified 889 tankers of at least 27,000 dwt that had been used to transport sanctioned oil including from Russia, Iran, and Venezuela. They said the combined fleet represents over 111.6 million dwt and 17 percent of the global tanker fleet.

Whereas past UK efforts have mostly focused on vessels using international registries, today’s listing includes 11 vessels indirectly controlled by Sovcomflot through Invest Fleet in St. Petersburg and South Fleet. Nine of the listed tankers are reflected as being registered in Russia. The effort also sanctions two Russian companies, Alfastrakhovanie and VSK, which the announcement calls “dubious insurers,” for enabling the shadow fleet.  

Many of the vessels are being managed from India or China and show a broad range of flags. Predominantly the ships are registered in Panama with seven vessels, as well as in Gabon and Barbados and individual cases from Sierra Leone, Cook Islands, and Antigua and Barbuda. 

Several of the vessels are more clearly in the shadow fleet with unknown management and two vessels are listed in the Equasis database as having false flag data. The Valour (113,000 dwt) is reflected falsely reporting registry in Guinea and the Daksha (10,000 dwt) falsely identifies a Comoros registry.

Highlighting its efforts at cracking down on the shadow fleet, the UK reports on November 12 that it challenged a tanker Ksena (106,000 dwt) which shows Panama as its registry and management from Moldova. The tanker ignored the UK challenge and did not supply data on its insurance leading to it being included in today’s sanctions. 

The UK reports it has challenged 43 vessels with dubious insurance to supply their details as they pass through UK waters. The sanctions permit the UK to prohibit the tankers from entering UK ports and they cite as examples the tankers Artemis (117,000 dwt registered in Gabon) and Sea Fidelity (115,000 dwt registered in the Cook Islands) which the UK reports are idle in the Baltic since being sanctioned last month.

The UK reports it has now sanctioned 73 oil tankers which it notes is ahead of the U.S. which has listed 39 and the European Union which sanctioned 19 tankers. They said half of the vessels listed today alone transported more than $4.3 billion worth of oil and oil products like gasoline in the last year.

The new effort was announced as the UK Foreign Secretary David Lammy is beginning meetings with the G7 foreign ministers. UK Prime Minister Keir Starmer in July reported 46 countries and the EU were participating in the sanctions against the shadow fleet and Lammy will use the current meeting to push for further support. The EU is reported to be working on its next phase of sanctions after members of the European Parliament on November 14 overwhelmingly approved a new resolution calling for enhancing the enforcement of the price cap on Russian oil by cracking down on the shadow fleet. 

ECOCIDE

Up to a Third of BWTS Are Failing Port State Inspections

 Ballast Water Treatment Systems 

Better training, record keeping, and maintence is needed as up to a third of BWTS fail Port state inspections (file photo)

Published Nov 25, 2024 6:26 PM by The Maritime Executive

 

 

Over 30 percent of all installed ballast water treatment systems fail Port State compliance inspections despite 95 percent of systems having successfully passed commissioning tests according to a new analysis submitted to the International Maritime Organization as it is reviewing BWTS requirements. The report highlights issues with maintenance, record keeping, and crew training while warning that additional requirements are coming into effect in 2025 ahead of completing amendments by the end of 2026.

The information was submitted by Global TestNet, an association of testing organizations set up in 2010 under the GloBallast Partnership, to the IMO looking at compliance with the D-2 standard of the BWM Convention, which entered fully into force on September 8. Ships are required to discharge ballast water with fewer than 10 viable organisms per 1m3 that are at least 50µm in size but the data revealed that 29 to 44 percent of operational systems are failing to remove invasive species in the >50µm range, with more than 100 organisms of this size routinely found in every 1m3 of treated water.

“These results show that even if a vessel with a type-approved ballast water treatment system passes initial commissioning tests, the BWM system alone cannot assure against non-compliance,” said Charlène Ceresola, BIO-UV Group’s BWT Project Manager.

According to the findings, the most common reasons for non-compliance were contamination of the ballast water tank from mixing treated and untreated waters or improperly opening/closing valves; organism regrowth due to insufficient and infrequent cleaning of the ballast water tanks; and human error due to insufficient system knowledge, maintenance, and training.

“When a BWMS is properly installed, a high efficacy in removing organisms is achieved but IMO MEPC reports have acknowledged that this efficacy may not be sufficient to constantly meet the D-2 discharge standard,” said Ceresola. “If operators do not fully understand the impacts of Ballast Water Management on board, and if bypassing cleaning procedures for ballast tanks occurs frequently, non-compliance will be unavoidable.” 

The most frequent deficiencies reported by the Paris Memorandum of Understanding on Port State control also related to poor ballast water record bookkeeping, inadequate crew training, system unfamiliarity, and invalid or missing certificates. Of the 907 ballast water non-compliance deficiencies reported by the Paris MoU in 2023,760 related to record-keeping and administration (58%), BWTS system and system knowledge (16%), and certification (16.9%), resulting in 33 ship detention. This year to date, 505 ballast water management deficiencies have been reported, resulting in 17 ship detentions.

“We are encouraging BIO-SEA system operators to refer to the new guidance on ballast water record-keeping and reporting (due to enter into force on February 1, 2025) to safeguard against port delays and detentions,” said Ceresola. “While there remains a two-year grace period for treatment performance issues, ships can still be delayed for poor administration. Maintenance and crew training are also areas where ships can be detained. 

“There is certainly a need for strengthening maintenance and system knowledge, and this will be part of the package of amendments IMO is preparing,” she noted.

The IMO’s Convention Review Plan for the BWMS experience-building phase aims to address the 13 priority issues identified at MEPC80. The amendments package is expected to be completed by the end of 2026, with implementation taking place 12 to 18 months afterward. The primary focus areas include BTWS maintenance, crew training, and addressing challenging water conditions.

 

HMM Joins Ranks of LNG Boxship Companies with Korea’s First LNG Vessels

HMM marked the name of its first two LNG-fueled containerships (HJ Shipbuilding)

Published Nov 25, 2024 7:31 PM by The Maritime Executive

 

Shipping companies operating LNG-fueled vessels were part of an elite club that is continuing to grow and is now being cited as a fleet differentiator. South Korea’s HMM celebrated the name of its first two LNG-fueled containerships along with HJ Shipbuilding & Construction which called the vessels a key part of its re-entry into the commercial shipbuilding market.

The ceremony took place in Busan, South Korea at the HJ Shipbuilding yard on November 21. The two vessels, each with a capacity of 7,700 TEU are another example of the mid-sized segment converting to LNG following the large vessels which were among the first to adopt LNG.

HMM reports the ships, named HMM Ocean and HMM Sky, will enter service in January 2025. They will be deployed on its Far East-India-Mediterranean service. They will be both the first LNG containerships for the line and South Korea. HMM Ocean and HMM Sky are each 892 feet (272 meters) and are registered in Liberia.

The ships are part of a $240 million contract placed by Greece’s Navios Maritime Partners in 2022. HMM reports it has entered into a long-term charter for up to 14 years to operate the two vessels. They are part of the line’s efforts at further expansion and adopting alternative fuels. HMM also ordered in 2023 nine methanol-powered containerships to be built by HD Hyundai Heavy Industries and HJ Heavy Industries for delivery starting in 2026. HMM highlights that it plans to invest more than $10 billion to strengthen its eco-friendly competitiveness.

LNG has grown in popularity among shipowners as an available fuel option that will also permit future transitions to green fuels. Emerging just a decade ago, LNG continues to grow in adoption. DNV calculates that there are over 600 vessels worldwide now in service using LNG. This includes over 120 containerships with DNV calculating a further 300 LNG-fueled containerships are currently on order. LNG is only being challenged by methanol as the most common fuel type for new orders while Alphaliner calculated that 55 percent of the orders this year were for LNG dual-fuel vessels.

Zim, another mid-size operator, joined the LNG ranks in 2023 and is adding a total of 24 LNG vessels as part of a fleet construction program for a total of 46 vessels. Speaking to investors on its recent earnings call Zim cited the benefits of being an early adopter of LNG. They said it has provided both environmental and financial benefits, with LNG being 25 percent more efficient and consistently cheaper than LSFO. When Zim completes its new ship deliveries, 40 percent of its capacity will be on LNG-fueled vessels.

HMM’s president Kim Kyung-bae said during the naming ceremony that the new LNG vessels will be “a great help to HMM’s operations.”

HJ Shipbuilding highlights that it returned to commercial shipbuilding in 2021 due to the strong demand in the market and they are focusing on the 5,000 to 9,000 TEU midsized containership segment. They have also built six 5,500 TEU vessels and in June 2024 received an order from Navios for two 7,900 TEU vessels as well as an option for two more ships of the class.