OEMs outline challenges ahead

For engine manufacturers, development time, resources and cost are major issues. There are many alternative fuel candidates, and it is difficult to proceed with all of them at the same time, so it is necessary to set priorities and work on them. In addition, when moving forward with development, significant capital investment may be required, and the engine manufacturer alone will not be able to bear the burden, so financial support from the government or other organisations will be necessary.

As an engine manufacturer, the challenge is that dual fuel engines need to be tested using each fuel type. So compared to conventional engines, factory occupancy time is longer and there are limitations as to the number of engines that can be manufactured and new capital investment is required.

Also, dual fuel engines require a higher level of skill to handle, so as an engine manufacturer, we have prepared training courses and provide support after the engines enter service.

In the short term, LNG and biofuels are needed for transitions and drop-ins. In the mid-term, we believe that carbon-free fuels such as hydrogen and ammonia need to be addressed. We are currently focusing on ammonia, and our immediate target is to bring ammonia-fuelled engines to the market and to gain proficiency, but we are constantly monitoring the world situation regarding other fuels and are prepared to change direction depending on the situation.

We will continue to invest in facilities, including increasing production of dual fuel engines, to meet market needs.

In order to further reduce GHG emissions in the future, we are working with a licensor to develop an ammonia fuel engine, and we aim to launch it in the market as soon as possible.

Due to the diversification of engine specifications, fuel type and operational policies, the number of cylinder oil options is increasing, and we believe that in the future cylinder oils that can cover a wide range of engine specifications with the same brand, such as Category II cylinder oil as defined by MAN Energy Solutions, will be desired.

Lubricating oil for ammonia fuel engines, which we are currently developing, is also in the early stages of development at each lubricating oil supplier.

To promote the use of alternative fuels in the future, it is essential to have lubricants that can work with them, so we would like lubricant oil suppliers to find a direction in advance through laboratory tests.

In addition, we would like to see the development of carbon-neutral lubricants, as it is expected that not only fuel oil but also lubricants will eventually be required to be carbon-neutral.

For the purpose of GHG reduction, our company also supports heavy oil, biofuel, LNG and ammonia. As for alternativefuels, we plan to develop a lineup of ammonia-fuelled engines by around 2030. As for ammonia-fuelled engines, the world's first commercial ammonia-fuelled tugboat has been in operation at the Port of Yokohama since August 2024.

With our engines, you can choose from four types of alternative fuel: LNG (methane), ethane, methanol and LPG. As for ammonia fuel engine, we are participating in a joint development project for ammonia-fuelled vessels. In this project, we are working on the development and manufacture of ammonia-fuelled engines, ammonia fuel supply systems and ammonia catch systems. The engine we manufacture is scheduled to be the world's first ammonia fuel engine licensed by MAN Energy Solutions.

The ammonia supply line is a double-pipe structure, just like the conventional dual-fuel engine, and is designed so that no leakage occurs inside the engine room. We will continue to confirm the safety of the engine in various situations through test operation of the prototype engine currently under development.

First, we believe it is important to properly understand the characteristics of each fuel.

After understanding the risk correctly, it is necessary to assume the risk, take measures to address the risk, and confirm and verify the risk through in-house tests.

On the other hand, it is necessary to consider not only the engine itself but also the entire vessel or plant. Therefore, it is important to identify risks together with shipyards, other equipment manufacturers, and shipowners, and to confirm and verify the risks in the field by eliminating them at safety concept meetings such as HAZID.

While it is important to take countermeasures against each risk and reduce the frequency of its occurrence, it is also important to create a system and structure that prevents exposure to danger even if a risk occurs. We believe that training and awareness of operators are also necessary for this purpose.

Currently, LNG and methanol are attracting attention as environmentally friendly fuels, and ships fuelled by these fuels are already in service. Sustainable biofuels and synthetic fuels may also be increasingly used as marine fuels as environmental regulations are tightened. In the long term, ammonia and hydrogen are expected to become important zero-emission fuels.

We think that hydrogen will become popular for short-distance transport, such as for coastal vessels, and that ammonia and methanol will become popular for ocean-going vessels, but we think that the market will change depending on the future fuel supply chain.