The Motorship July/August 2019

JULY/AUGUST 2019

Vol. 100 Issue 1172

Yara Marine:

Bergen Engines:

New MHI turbos:

ABB Turbo:

Peter Strandberg interview

Leif-Arne Skarbø

MET-MBII and MET-ER

Christoph Rofka

ALSO IN THIS ISSUE: Japan yard review | Pacific Green Technologies | Barnacle-proof paint | New HiMSEN DF engine

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19 NOV Hamburg 21 201ȟ Germany TO

The Motorship Award The Zero Emissions Race 8LI 2SXSVWLMT &[EVH [MPP VIXYVR XS XLI 5VSTYPWMSR +YXYVI +YIPW (SRJIVIRGI LSRSYVMRK ERH VIGSKRMWMRK MRRSZEXMZI PS[ IQMWWMSRW ZIWWIPW TEVXRIVWLMTW

The Editor of The Motorship is pleased to announce this year’s nominees: ƽ -SKPYRH 13, VIXVSǻX SJ -YVXMKVYXIRƶW GVYMWI WLMTW ƽ 2EVMI (YVMI &R 13, JYIPPIH 7S5E\ JSV 'EPIEVME *YVSPMRIEW 2EVMXMQEW ƽ 'EFGSGO (EVKS LERHPMRK W]WXIQ JSV IXLERI GEVVMIVW YTIV(SSPIVǝ ƽ -ERWIR ,VMQEPHM ERH 2&3 +MVWX -]FVMH 7S7SW XS FI HIPMZIVIH MR ƽ 2&3 *RIVK] SPYXMSRW Ƴ 7IXVSǻX GSRZIVWMSR SJ GSRZIRXMSREP IRKMRI XS STIVEXI SR 15, ƽ )3: ,1 4WLMQE 9PXVEQE\ ƽ &' +MVWX L]FVMH TS[IV MRXIKVEXMSR EFSEVH IEGSV ZIWWIP ƽ ;* 8IGL 8LI +MVWX 7S5E\ +IVV] MR XLI [SVPH [MXL >IVS *QMWWMSR EMPMRK 2SHI

For more information, to nominate a project or to discuss a submission visit: propulsionconference.com/motorship-award email Nick Edström, Editor, The Motorship: conferences@propulsionconference.com or contact: +44 1329 825335 Organised by: THE

#MotorshipPFF

MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

CONTENTS

JULY/AUGUST 2019

12 NEWS

6 44

REGULARS

14 Banks launch green finance initiative

Eleven major shipping banks, accounting for around 20% of global ship finance, launched a set of principles to integrate climate considerations into lending decisions in line with IMO’s Greenhouse Gas (GHG) strategy. Partners in the scheme included Maersk, Cargill and LR.

14 DNV GL and Oshima tie-up Oshima Shipbuilding and DNV GL have agreed to collaborate on new bulk carrier designs, and launched a first Ultramax design, which offered a 50% reduction in EEDI at Nor-Shipping.

18 Pre-swirl stator for CPPs developed Wärtsilä, the Netherlands-based Maritime Research Institute MARIN and Grimaldi have designed a pre-swirl stator for use by ships with Controllable Pitch Propellers (CPPs).

18 Kongsberg thrusters target merchant marine Kongsberg Maritime has unveiled a new series of tunnel thrusters designed to meet demand from the merchant marine sector.

Online motorship.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events

10 Leader Briefing Scott Poulter, Executive Director of Pacific Green Technologies, offers a strident defence of scrubbers, and of the importance of data-based decisions.

12 Shipyard Report We provide a review of Japan’s leading shipyards, where yards’ unremitting focus on design enhancement and productivity is helping them to withstand intense regional competition.

34 Ship Description

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Japanese shipbuilder Kyokuyo has delivered a 307,000ft-capacity reefership, an example in a series of recent specialist breakbulk reefer deliveries.

FEATURES

14

14 Building on a solid base

Bergen Engines’ Leif-Arne Skarbø discussed the new 12MW V20, growth areas for Bergen’s gas engines, ranging from FSRUs to cruise vessels, and shares his view about future fuel mixes.

16 Many a slip Stevie Knight discusses the challenges and opportunities of reducing methane slip in the dual-fuel, turbocharger and low-pressure gas engine areas, and how this is impacting engine designers’ efforts to meet emissions regulations.

20 New HiMSEN H54DFV Hyundai Heavy Industries (HHI) outlines the new 540mm bore H54DFV, which has been designed with an eye on the passenger vessel market. It is expected to undertake type approval testing in late 2019.

24 Taking a wider view Christoph Rofka of ABB Turbo provides an overview of the current state of the turbocharging market, as four-stroke engine designers eye the benefits of two-stage turbocharging.

28 In for the long haul Yara Marine’s ceo Peter Strandberg shares his perspective on the scrubber market, and calls for the exhaust gas industry to supply hard facts to counter washwater sceptics’ fears.

The Motorship’s Propulsion & Future Fuels Conference will take place on 19-21 November 2019 in Hamburg, Germany.

Stay in touch at propulsionconference.com

JULY/AUGUST 2019 | 3

NEWS REVIEW

VIEWPOINT NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

Peace, love and understanding For fans of British indie music, the 2019 CIMAC Congress in Vancouver offered an additional attraction: the opportunity to visit Stanley Park, where the video to Elvis Costello's early cover hit, (What's So Funny about) Peace, Love and Understanding was filmed. The view from Stanley Park over the North Shore may have changed since 1978, but some of the song's themes played out during the four days of the conference, particularly around the vexed issues of digitalisation and decarbonisation.

The main themes of the conference before arrival were expected to be marine fuel and lubricant suppliers' technical briefings on the operational performance of their new fuels and lubricants (which we will cover in next month's fuel and lubricant special), along with the widening scope of hybridisation in both the short-sea and also deep-sea segments.

Emissions control technology and turbocharging were both interesting areas. In the latter, both ABB Turbo and MHI extended technical limits with new products, while eyeing proliferating new fuel types and tightening environmental regulations, as well as increased operational demands from engine designers in both the low-speed and mediumspeed markets. Stevie Knight discusses some of the issues affecting engine designers and key suppliers in a feature article on page 16.

However, digitalisation emerged as one of the main themes of the event, just as it had overshadowed the preceding week's Nor-Shipping trade fair in Norway.

One unremarked factor is how the rapid pace of evolution of services outside the marine sector, where the digital transition began earlier and has been wider ranging, was feeding into changes within the marine sector. Outside entrants have already affected the market via collaborations such as DNV GL's Veracity platform, for instance.

The discussed regulatory gap is being addressed: a working group within CIMAC is expected to define common standards to help support moves towards standardisation within the next few months, but the pace of evolution (and centripetal pressures) within the market have been extremely rapid.

Nor was this the only area where different participants were calling for the industry to speak with a common voice. A number of scrubber manufacturers have stressed the need for IMO decisions to be made on the basis of scientific research, including Scott Poulter of Pacific Green Technologies, who provides this month's Leader Briefing. Meanwhile the issue of the wide range of alternative fuel options available and the decarbonisation agenda was also raised repeatedly in Vancouver.

The decarbonisation debate ties into a broader discussion about the likely future energy vectors for the industry. A number of alternative fuel projects were discussed at the conference, but the underlying debate surrounded whether LNG was likely to be a long-term or merely an intermediate fuel connected with broader systemic issues. In part it reflected perspectives on whether power-to-X - using electricity to make synthetic, carbon-free liquid and gas fuels - was a potentially scalable solution for global needs within the time scales required or would represent a niche northern European solution by 2030.

Given the multi-faceted complexity of these issues, to say nothing of the possibility of political interference in the process, perhaps Vancouver was a fitting place to ask for a dose of “peace, love and understanding”.

4 | JULY/AUGUST 2019

LR IN DRIVE FOR SUSTAINABLE FINANCING Eleven major shipping banks, supported by a number of industry partners including Lloyd's Register (LR), will launch the Poseidon Principles – a pioneering doctrine that will integrate climate considerations into lending decisions in line with IMO's Greenhouse Gas (GHG) strategy.

LR is uniquely positioned to provide expertise to the signatories of the Poseidon Principles, ensuring that lending decisions protect and help those who are planning to finance, design or build a ship in the 2020s and who will need to consider how their ships can switch to non-fossil fuel later in its operational life.

Alastair Marsh, LR's chief executive commented, “Zeroemission vessels must enter the fleet by 2030 at the latest if the maritime industry is to successfully meet the IMO ambitions of at least 50% reduction in greenhouse gases by 2050.

"The introduction of the Poseidon Principles demonstrates that ship finance is determined to support shipping's decarbonisation challenge across the maritime value chain and also support other

factors such as the energy transition."

Poseidon Principles will give owners and operators more opportunity to explore different ways to decarbonise, knowing there will be financial incentives to support their success. The 11 founding signatories represent a bank loan portfolio of approximately $100bn and around 20% of global ship finance.

The Poseidon Principles will be implemented in internal policies, procedures and standards and applied in all credit products secured by vessels that fall under the aegis of the IMO. They will also aim to support other initiatives developed to address climate, environment, and social risks, such as the Principles for Responsible Banking, Energy Transitions Commission, and the Task Force of Climate-Related Financial Disclosures.

SOVCOMFLOT ORDERS NEW LNG-FUELLED MR TANKERS Sovcomflot and VEB.RF Group have signed agreements whereby VEB Leasing will finance the construction of three new LNG-fuelled MR tankers.

Sovcomflot placed the order for the new tankers with the Zvezda Shipyard (Primorsky Krai) in December 2018. Delivery is scheduled for 2022-2023.

Sergey Frank, president and chief executive of Sovcomflot, said, "Sovcomflot is one of the world leaders in the implementation of green technologies in the transportation of energy by sea. We welcome the plans of Russian shipbuilders to create modern large-tonnage LNG-fuelled vessels which represent the future of world shipping".

"We are pleased that our history of positive cooperation with

VEB.RF Group has been further developed with this project," he added.

Each tanker will have a deadweight of 51,000 tonnes and will transport petroleum products and gas condensate, operating under 20-year time charter agreements with Novatek. T he vessels will have an Ice Class 1B classification, enabling them to provide year-round transportation for hydrocarbons in challenging ice conditions, in particular within the Baltic Sea. The vessels' technical specifications have been designed to meet international regulations on emissions, which come into effect in 2020. In comparison with conventional bunkers, the use of LNG fuel can significantly reduce the amount of vessel emissions.

For the latest news and analysis go to www.motorship.com/news101

NEWS REVIEW

PRE-SWIRL STATOR TO CPPS ACHIEVES FUEL SAVINGS Technology group Wärtsilä, the Netherlands based Maritime Research Institute MARIN and Italian ship owner Grimaldi, have together successfully designed an Energy Saving Device (ESD) for use by ships with Controllable Pitch Propellers (CPPs). The result of the development work is a pre-swirl stator that has been demonstrated to be suitable for use with CPPs. The power-saving device, comprising three fins connected by an outer ring to eliminate tip vortexes, optimises the inflow of water to the propeller to reduce power losses. The concept guides one side of the stern flow in the opposite direction to the propeller rotation, optimising the flow into the propeller and preventing power losses. The technical challenge was how to optimise the pre-swirl stator for the effects of a CPP's variable pitch on the swirl generated.

Following model tests, and subsequent sea trials with Grimaldi's Grande Portogallo, a 165m-long Pure Car & Truck Carrier, fuel efficiency gains of 3.5% were confirmed. This translates into a pay-back period of only 1.3 years.

According to Grimaldi "The initial noon reports suggest a 5 percent

8 The Energy Saving Device developed by the LeanShips project produces valuable fuel savings for ships with CPPs

decrease in the fuel consumption, but in order to get a more realistic value we need to record a wider range of data".

“Wärtsilä continues to collaborate

with strategic partners to create greater efficiencies that enable both cost savings and better environmental performance. The Energy Saving Device developed through the LeanShips project is one more example of successful collaboration that results in substantial customer benefits,” says Lars Anderson, Director, Propulsion, Wärtsilä Marine.

The work was carried out as part of the LeanShips project, under the European Union's Horizon 2020 framework project for research and innovation. LeanShips aims at demonstrating the effectiveness and reliability of technologies that offer energy savings and emission reductions on a large scale.

LeanShips was a four-year project and was completed in April 2019.

Wärtsilä and MARIN were earlier involved in the GRIP project, funded by the European Commission under the 7th Framework programme,

Oshima Shipbuilding and classification society DNV GL have signed a long-term strategic cooperation to conduct R&D into new bulk carrier designs. Oshima unveiled the first design to result from the cooperation, the “Oshima Ultramax 2030” at NorShipping 2019 in Oslo last week.

The partners aim to continue the strategic cooperation through to 2030, developing and updating a road map towards the IMO zero emissions scenario, which will be gradually implemented through annual joint industry projects (JIPs), where other partners will be invited to join.

“Oshima and DNV GL have already had a close cooperation for many

OSHIMA SHIPBUILDING AND DNV GL SIGN STRATEGIC COOPERATION years, resulting in close to 200 ships delivered or on order from Oshima to DNV GL class, and with this strategic agreement we want to extend this cooperation even further,” said Eiichi Hiraga, President of Oshima Shipbuilding. “We are delighted to deliver new, innovative designs together in the years to come.”

The first delivery resulting from this cooperation was launched at the Nor-Shipping trade fair in Oslo: the “Oshima Ultramax 2030”, a new, innovative design which has been developed in cooperation with

leading engine manufacturer Wärtsilä. With an EEDI close to 50% lower than comparable vessels, this Ultramax design is one of the most efficient bulk carrier designs to date. It maximizes operational performance while minimizing emissions by utilizing LNG as fuel, an optimized hull shape and a sail to generate extra propulsion. In addition, the design offers ultra-low emissions in port, by using solar panels and a battery to cover the hotel load during waiting times and port operations.

“To help the industry meet the

ambitious GHG reduction targets set by the IMO, the industry needs to come together to advance ship design, taking advantage of both existing and new technologies,” said Trond Hodne, Director of Sales & Marketing at DNV GL. “This partnership shows how much can come of this approach. The design halves the EEDI of comparable vessels and sets a new standard for low emission bulk carriers. Our relationship with Oshima stretches back many years and we look forward to continue working together in the future.”

Wabtec engine reference

ABC cruise ship

Wärtsilä fresh water

KHI delivers gas carrier

Oceanwide Expeditions has ordered a second cruise ship from Brodosplit in Croatia. The Janssonius is scheduled for completion in 2021 and will have a capacity of 85 passenger and 38 crew cabins. The 107m-long ship will be powered by two ABC 12DZC engines producing 4212kW at 750 rpm, along with two 2 x 6DZC generating 1500 kW at 750 rpm. The propulsion system will include an adjustable pitch propeller, flexible power management, and a shaft generator.

Wärtsilä installed its Serck Como Horizontal Tube Evaporator (HiTE) fresh water production system onboard the pipe-laying vessel, Lorelay, owned by offshore contractor Allseas. The retrofit project produces clean water for technical applications and human consumption and has led to fuel savings of as much as 1 tonne/day. The Wärtsilä HiTE is suited for a variety of vessel types, including special vessels, chemical tankers, small cruise ships, and for offshore applications.

Japan’s KHI Group delivered a second 82,200 cbm gas carrier Japanese LPG group Astomos in June 2019. The vessel was equipped with a scrubber and powered by a 7-cylinder electronicallycontrolled, ultra-long-stroke, two-stroke low-speed KawasakiMAN B&W diesel engine. The 229.9-metre long vessel is designed to New Panamax dimensions and is expected to transport LPG from AltaGas’ Ridley Export Terminal in Canada to Japan.

Wabtec Corporation confirmed the receipt of its first marine engine orders on 20 May. The company secured an order for two 8L250MDC and two 12V250MDC marine engines for 'National Geographic Endurance', the icegoing cruise ship being built by Ulstein for Lindblad Expeditions.

The National Geographic Endurance is scheduled for delivery at Ulstein Verft AS shipyard in Norway in 2020.

6 | JULY/AUGUST 2019

For the latest news and analysis go to www.motorship.com/news101

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NEWS REVIEW

BRIEFS Battery launched Corvus has launched its latest energy storage system (ESS) featuring a larger battery, the Corvus Blue Whale, intended to cater for demand from the cruise market and those with long operation needs. Deliveries of Corvus’ Blue Whale are expected to begin in 2021. The Blue Whale has been upgraded with the latest battery developments, such as modular design and passive air-cooling, and features a low C rate. As a result, it weighs 30% less per kWh and occupies 50% less space per kWh in volume terms than the Orca Energy.

Niigata 6M34RT Japanese engine designer Niigata has announced plans to extend its low-speed fourstroke range and to introduce a new engine to the market in 2020. The 6M34RT engine has a 340-mm bore, a stroke of 630mm and rated output of 1,471 kW. It will be commercially available from next year. The new ‘Galapagos engine’ drives the propeller directly, while the lower speed improves the operational life of the engine’s components. Fishing vessels, oil tankers and bulk carriers are existing markets for lowspeed four-stroke engines in the Japanese fleet.

Next-gen bulker Damen Shiprepair & Conversion has signed off on the conversion of a dredger to dual-fuel LNG/MGO operation. The conversion of the Samuel de Champlain is the first of its kind in Europe.

The 117m, 8,500m³ trailing suction hopper dredger is owned by Rouen-based GIE Dragages-Ports. Its conversion involved the replacement of its diesel-electric MGOburning propulsion system with three MAN 6L35/44DF dual-fuel models, as well as the installation of onboard LNG storage facilities.

8 | JULY/AUGUST 2019

ABB LAUNCHES MEDIUM-POWER AZIPOD ABB has launched a new series of Azipod® propulsors available in 7.5-14.5MW, completing the gap between low and high-power ranges of Azipods. The new Azipod propulsion units are intended to enable ferry and RoPax operators to improve operational efficiency and reduce emissions, but are also suitable for larger offshore construction vessels, midsize cruise ships and shuttle tankers.

The new mid-power range feature ABB's latest fourth generation permanent magnet motors, which have been refined to increase power and higher torque, which in turn allows the specification of smaller engines, maximizing efficiency. The design simplicity of the propulsion system provides increased robustness and reliability, at the same time allowing for ease of maintenance.

In addition, the latest 'M' series of Azipod propulsion feature technical advantages tailored to provide operating benefits for ferry and RoPax owners and operators. The mid-power range propulsion units have been designed for low

onboard height, which allows placing the Azipod system under the car deck of RoPax vessels, ensuring smooth loading and unloading of vehicles, as well as allowing for maximizing the deck space.The latest mid-power series offers particular benefits for ferry and RoPax ship owners in terms of improved energy efficiency and lowered emissions.

ABB has measured how the Azipod propulsion system delivers more resilience to weather and allows for approaching port at higher speeds.

This permits enhanced schedule-keeping, but also offers fuel economy advantages from lower speed requirements during crossings.

Lower fuel consumption also means that the

Azipod-powered ferry would reduce CO2 emissions by approximately 10,000 tons per year.

This is equivalent to the amount of carbon dioxide emitted by about 2,200 passenger cars annually.

ABB's Azipod propulsion is a gearless steerable propulsion system where the electric drive motor is in a submerged pod outside the ship hull. Azipod units can rotate 360 degrees to increase manoeuvrability and operating efficiency, with the proven ability to cut fuel consumption by up to 20 percent compared to traditional shaftline propulsion systems.

Due to minimal noise and vibration, Azipod propulsion also improves passenger and crew comfort.

8 ABB has extended its range of Azipod® propulsors with the launch of a new series available in 7.5-14.5MW

NEW TUNNEL THRUSTER SERIES Kongsberg Maritime has unveiled a new series of tunnel thrusters designed to meet demand from the merchant marine sector for a system that is less complex to install, easier to maintain, and more cost-effective to operate than existing thrusters of comparable size.

Drawing on more than 40 years of tunnel thruster experience and the results of a development project led by a Kongsberg Maritime team at the company's propulsion facility in Ulsteinvik, Norway, the new Tunnel Thruster Commercial (TTC) is particularly suitable for cruise ships, ferries, ro-ro vessels and containerships.

Available in two basic sizes, covering four propeller diameters and power outputs ranging from 1000kW to 5000kW, the mechanical thruster is a modular system based on standard components, not only to reduce installation and commissioning time by between 20% to 30%, but also CAPEX and OPEX.

Commenting on the development, Bård Bjørløw, EVP Global Sales and Marketing, Kongsberg Maritime, said: “For more than 40-years we have focused our thruster development on the offshore vessel market.

This sector typically requires a robust thruster with high performance and dynamic positioning capability.

However, these thrusters are

high-end, high-value products that do not correspond well with merchant market requirements.

“With the new TTC thruster, we have achieved a more cost-effective solution for newbuild and retrofit application to existing commercial ships,” said Bjørløw. “Since commercial ships rarely require DP functionality and only operate their thrusters for a limited period, we have been able to standardise the system, reduce components and optimise installation.”

The TTC has been specifically developed to replace thrusters of comparable size, in a vessel's existing standard tunnel without the need for fabrication, welding or steelwork. The new thruster is fully interchangeable with the current tunnel thruster range, and the redesign does not compromise on performance.

8 The new TTC is available in two basic sizes, covering four propeller diameters and power outputs ranging from 1000kW to 5000kW

For the latest news and analysis go to www.motorship.com/news101

Oslo2019

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Programme highlights include: • Future of zero emissions - Sveinung Oftedal, Norwegian Negotiator, IMO • New regulations in the UNESCO World Heritage Fjords in Norway - Lars Christian Espenes, Leader of Environmental Unit, Norwegian Maritime Authority • Emissions reduction approaching 2030: current and future solutions - Tom Strang, SVP Maritime eý±ĜųŸØ ±ųĹĜƴ±Ĭ • The environmental priorities for European ports - Isabelle Ryckbost, Secretary General, ESPO • Peace Boat Ecoship - Yoshioka Tatsuya, Founder • Decarbonising cruise with waste, a carbon capture solution - Henrik Badin, CEO, Scanship

Meet and network with over 200 attendees representing port authorities, terminal operators and shipping lines.

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GREENPORT

BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

LEADER BRIEFING

PUTTING THE SCIENCE OF SCRUBBER DISCHARGE FIRST In a world facing complex environmental challenges, the best legislative responses are always evidence-based Whether it is a complex decision on transport infrastructure, where to build more houses or whether or not build a waste incinerator, we all hope that the big decisions which affect us, our families, our businesses and our societies will be made by legislators who have carefully and dispassionately considered the evidence.

Emotion-based policy is never a recipe for successful longterm solutions in the complicated real world. But emotion seems to be the order of the day for some port authorities.

This year a handful of port and regional authorities announced bans on open-loop wet scrubbers in their waters, citing concerns over the discharge of process effluence containing sulphur. These decisions fly in the face of their obligations under Marpol Annex VI and in many cases have been made without any reference to any scientific study or research. Not to mention the higher toxicity and particulate emissions of non-scrubbed low-sulphur fuels versus scrubbed fuels.

But rather than simply decrying the unscientific, populist approach taken by some port authorities to the issue of discharge waters from scrubbers, we need to better understand how policy makers think. We need to understand that the authorities, under pressure from newspaper headlines, social media and public opinion, only have time to gather limited information before they make fast decisions. A risk adverse public expects quick verdicts and quick fixes

We need to explain some of the basic science, like the fact that sulphates are naturally already present in the sea. Indeed, if all the sulphur in the world's seas were removed it would form a 1.7m thick layer around the earth Policy makers will therefore try to gather evidence as quickly as possible and they will also draw on emotion to come up with “solutions”. They will potentially have made their choice before the shipowner or scrubber manufacturer has time to say: “more research is needed.”

MAKE THE EMOTIONAL CASE As an industry we need to understand that policy makers don't just listen to scientific arguments, but also to emotional appeals and simple stories. We need to calibrate our lobbying and public outreach accordingly. We need to explain some of the basic science, like the fact that sulphates are naturally already present in the sea. Indeed, if all the sulphur in the world's seas were removed it would form a 1.7m thick layer around the earth. All the sulphur in all the known oil reserves would add only another 10 microns to this layer. We need to simply and succinctly explain that scrubbers are a positive and

10 | JULY/AUGUST 2019

proven technology which will save hundreds of thousands of peoples' lives.

But we are pleased to note that there is one very important corner of the maritime industry where scientific evidence is put at the heart of any decision: the International Maritime Organization. As one of the largest scrubber manufacturers, Pacific Green Technologies welcomes the decision by the IMO to work with the United Nations' Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP) to assess the available evidence relating to the environmental impact of discharges of exhaust gas cleaning system effluent. Its findings will be presented to the Pollution Prevention and Response (PPR 7) meeting in February 2020, with a target completion year of 2021. PPR 7 is expected to further review the documents that were submitted to the recent MEPC 74 in relation to the newly approved output. PPR 7 has been tasked with refining the title and scope of the output and will report the outcome of its consideration to the IMO's Marine Environment Protection Committee (MEPC).

But where does the ongoing debate and uncertainty leave the ship operator thinking about installing a scrubber system?

Our message is simple: invest in an open-loop, hybrid ready system. These do of course come with a price-tag attached, typically a 15% premium. However, they will give ship operators the flexibility they need. Flexibility will be the key to success for any shipping company navigating the complexities of IMO 2020.

8 Scott Poulter, Executive Director of Pacific Green Technologies

For the latest news and analysis go to www.motorship.com/news101

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SHIPYARD REPORT

CONSOLIDATION A CONTINUING THEME IN JAPAN

Photo courtesy of MES Shipbuilding

Business determination by Japanese shipbuilders is expressed in the reshaping of strategies and capacities in the face of unremitting competition, writes David Tinsley

Reflecting a cultural predisposition that has a fundamental bearing on business strategy, the Japanese focus on continuous design enhancement in target sectors of deepsea merchant vessel construction is one of the shipbuilding industry's strongest cards, complemented by an unerring drive for productivity gains.

By consistently increasing product value while restraining capital cost development, the shipbuilding sector as a whole has retained a very high profile and international competitiveness in certain key fields, notably bulkers, crude oil carriers and gas tankers. Japan is ranked third in the global shipbuilding league, after South Korea and China, as regards output and workload.

But business performance in terms of financial results is ultimately plagued by the intensity of the competition, especially that from counterparts in China and South Korea, where government is directly or indirectly supportive of the industry on national economic grounds.

Companies are rising to the new challenges by concentrating more resources on higher added-value tonnage, new product lines and technological R&D, and by building integration capabilities and stronger supply chains.

Consolidation has been a theme for some years, and continues to be expressed both within the diversified conglomerates that span shipbuilding, and between separate organisations. In June 2017, Mitsubishi Heavy Industries (MHI) forged commercial alliances with Oshima Shipbuilding, Namura Shipbuilding and Imabari Shipbuilding. MHI subsequently implemented an internal reorganisation, forming Mitsubishi Shipbuilding to undertake construction of the most outfittingintensive vessels and MHI Marine Structure Co to concentrate on large shipbuilding projects and fabrications.

The following year, Fukuoka Shipbuilding acquired Watanabe Shipbuilding and Usuki Shipyard, the rationale being to enable diversification of production, and respond more flexibly to fluctuations in market demand. In 2014, Namura Shipbuilding acquired Sasebo Heavy Industries, a year after IHI Marine and Universal Shipbuilding merged to form Japan Marine United Corporation.

12 | JULY/AUGUST 2019

8 Mitsui E&S Shipbuilding plans a joint venture with Yangzijiang Shipbuilding (pictured) in China

Most recently, against the backcloth of losses on several large-scale, overseas engineering, procurement and construction (EPC) projects, exacerbated by reduced earnings from ship construction and engine manufacturing, Mitsui E&S Holdings, formerly Mitsui Engineering & Shipbuilding (MES), formulated a plan to reform and re-focus its business structure over the next four years.

Mitsui E&S Group's Business Revival Plan, announced in May 2019, foresees asset disposals and withdrawals from unprofitable sectors, reductions in the payroll and overheads, and a concentration of resources in growth areas. Merchant vessel production at Chiba, the group's largest shipyard, will be reduced and activities there will be re-orientated towards energy engineering and large steel structure fabrication. At the same time, newbuild business will be pursued through collaboration and alliances with companies outside the group.

The plan also sets out to expand the product line-up of ship and industrial machinery, and places commercial emphasis on the provision of lifecycle support services.

Last year, MES offloaded a shipbuilding asset through the sale of Minaminippon Shipbuilding to Imabari Shipbuilding, the industry's most prolific constructor. Located at Usuki, on Kyushu Island, Minaminippon had been jointly owned with Mitsui OSK Lines (MOL). MES, in its new guise as Mitsui E&S Shipbuilding, subsequently sealed a pact with Tsuneishi Shipbuilding. The partners had stated that â&#x20AC;&#x153;The purpose of the agreement is to attain continuous growth of the shipbuilding business through collaboration between the companies in building up design and development capacity, and thereby obtaining more orders, while at the same time maintaining their respective independence in managementâ&#x20AC;?.

The relationship spans joint technological R&D, design and manufacturing, personnel exchange, cooperation in procurement, and mutual use of facilities owned by the companies in Japan and overseas.

The roll-out of the group's Business Revival Plan was also preceded, in October 2018, by an agreement to establish a ship construction venture in China with Yangzijiang Shipbuilding and

For the latest news and analysis go to www.motorship.com/news101

Mitsui & Co. The proposed joint entity, to be registered in Jiangsu province, would be tasked with creating a globally competitive business by combining Yangzijiang's high production capacity with the Japanese partners' commercial and technological capabilities.

The internationalisation strategies of various Japanese shipbuilders have already contributed substantially to the industry's corporate resilience, providing new outlets for design and production know-how and for higher-value elements from Japan.

With its headquarters yard at Fukuyama, in Hiroshima prefecture, the Tsuneishi Group's overseas expansion has seen the establishment of shipbuilding affiliates in the Philippines, China and Paraguay, all of which continue to break new bounds in their construction range.

Tsuneishi Heavy Industries (Cebu) has added an optimised design of regional containership to its portfolio, by way of a contract from Lepta Shipping encompassing four 1,944TEU vessels. The class achieves the highest container intake within the maximum hull dimensions for access to the port of Bangkok, and features Tsuneishi-developed TOP-GR and MTFAST energy-saving propeller and hull fittings plus SOx scrubber technology. The first of the Bangkok-max series was launched in the Philippines on 4 May. Meanwhile, Chinese affiliate Tsuneishi Group (Zhoushan) has this year delivered its first LR1 (Long Range 1)-category product/chemical tanker, in the shape of the 77,000dwt Orange Victoria. The vessel type provides a flexible solution to the rising demand for refined petroleum product, petrochemical and veg oil transportation, encompassing IMO Type 2 and Type 3 cargoes, with the added advantage of increased load capacity.

Notwithstanding the 77,000dwt measurement, the design has a depth and draught akin to that of many MR (Medium Range) tankers in the 40,000-54,999dwt band.

Realising a plan envisaged when the Sino-Japanese joint venture Dalian COSCO KHI Ship Engineering (DACKS) was founded in 2007, completion of a second building dock at the Dalian Lushun yard was announced by Kawasaki Heavy Industries (KHI) on 1 March this year.

As with the 700m-long No 1 Dock, the No 2 Dock offers immense potential, by way of a length of 550m and width of 68m, spanned by two 800t gantries and served by two other cranes. A bulker of 61,000dwt ordered by China's CMB Financial Leasing Co has been laid down in the new facility, which could pave the way in the longer-term for KHI to sharpen its international competitiveness in fields where its Japanese shipbuilding operations are prominent, notably LNG and large LPG carrier construction.

While COSCO and KHI have respective 36% and 34% shareholdings in DACKS, the balance of 30% is held by Nantong COSCO KHI Ship Engineering(NACKS), the Japanese group's other joint shipbuilding undertaking in China. KHI is looking to secure greater efficiencies by strengthening collaboration between DACKS and NACKS, in areas such as purchasing and assignment of shipbuilding work.

DACKS applies the Kawasaki Production System (KPS) and draws on technology from KHI and NACKS. The yard is focused on the top end of the vessel size range, including VLCCs, 20,000TEU-class boxships, and bulkers and ore carriers in the 200,000-300,000dwt range. Once it reaches maximum production capacity, annual output scope will reach 3m dwt, with steel processing throughput of 400,000t.

Taking a different tack from most of its compatriots, Imabari Shipbuilding has continued to pursue further growth by a vigorous policy of business expansion, yard acquisitions and investments within Japan. The Imabari approach signifies a

Photo courtesy of JSEA

SHIPYARD REPORT

strategic bid to challenge Chinese shipbuilders which have grown larger in size through mergers and takeovers under the guidance of Beijing.

During 2017, the group brought into full commission the country's first new dock for ship construction in 17 years, bolstering the unlisted organisation's standing as Japan's leading shipbuilder. The No3 drydock at Imabari's Marugame headquarters complex has bolstered the company's scope for ultra-large containerships of 20,000TEU, VLCCs, very large ore carriers(VLOCs), and LNG tankers, and confers the capability to produce multiple units in quick succession.

Ongoing investment at Marugame reflects the commitment to internal R&D, and ultimately to product quality and performance, as it involves the building of new test tanks.

While earnings have been ploughed back into new and upgraded facilities, acquisition of companies and yards is a consistent factor in the Imabari Group's evolution. A raft of names has been absorbed over the years, including Imai, Nishi, Iwagi, Koyo Dockyard, Shin Yamamoto, Hashihama, Shin Kasado, and Watanabe. More recently, in 2015, the Tsuneishi subsidiary Tadotsu shipyard was brought into the fold. Two years later, the group gained control of Minaminippon Shipbuilding. Having operations concentrated in the Inland Sea region helps the group to hold down logistic costs.

Notwithstanding increasing output from Chinese yards, authoritative industry sources indicate that Chinese productivity is generally only about one-third of the average achieved by Japanese builders. However, the latter are acutely aware that there is no room for complacency. As part of its blueprint for industry in the coming years, China's government has identified shipbuilding as a strategic pillar of the economy, and has set out plans for a major advance in productivity within the next few years.

China's policy directive not only means an ever-more challenging scenario for the Japanese, as well as for South Korean yards and potentially also for the remaining bastions of European shipbuilding, but could also have further implications for global shipyard capacity. Investments in technology and processes will raise the annual output potential of Chinese yards, creating new production capability which will offset the capacity removals of recent years attributable to integration and to closures of weaker and smaller shipbuilding players.

For its part, Japan regards new technology, not least advanced robotics, the application of artificial intelligence(AI) and more sophisticated ship design methods, as fundamental to maintaining a production edge and profitably recovering market share.

For the latest news and analysis go to www.motorship.com/news101

8 New capacity: Imabari's Marugame yard with No3 Dock

JULY/AUGUST 2019 | 13

FOUR-STROKE ENGINES

BERGEN ENGINES BUILDS ON A SOLID PLATFORM Leif-Arne Skarbø, Bergen Engines, Chief Technology Officer, shares the latest developments in Bergen's engine portfolio Leif-Arne Skarbø discussed the latest extension of Bergen Engines' engine portfolio in an interview on the Vancouver shore during the recent 2019 CIMAC Congress.

Skarbø reviewed the latest extension of Bergen Engines' engine portfolio, with the introduction of a powerful 12MW V20 topping the range.

He noted that the development of the V-powered engine posed a number of development challenges, related to reconciling variable load and speed requirements with structural vibration management. The project had benefited from extensive customer involvement, as well as extensive modelling.

“When we started developing this new platform, some of the team doubted our targeted efficiency savings would be achievable. So to exceed them is really satisfying,” he said.

Specific energy consumption is 7300kj/kWh and lubricating oil consumption is less than 0.4g/kWh. The new V20 engine is likely to be destined for the stationary energy generation market, where Bergen's B3x:45 series has achieved rapid growth in high value niches, such as the greenhouse market. However, the rapid growth in the market for LNG-fuelled vessels is also creating opportunities.

HIGH PREMIUM “The core market for Bergen's gas engines was traditionally markets that placed a high premium on our record of reliability, such as the oil and gas market, but we are starting to see increased interest in our engines from the RoPax and cruise vessel segments,” Skarbø said. Norwegian ship operator Hurtigruten has opted to retrofit some of its cruise vessels with Bergen B36:45 gas engines in a hybrid system with batteries.

The reliability and solid service record of Bergen's engines have also seen it penetrate high value mobile markets, such as FSRUs, which have traditionally favoured gas turbines. “Our Bergen engine offers near 90% energy efficiencies compared with gas turbines' lower levels – for a large installation, the savings over the life of a vessel are significant.”

8 Bergen Engines’ first B36:45 inline engine.

14 | JULY/AUGUST 2019

8 Leif-Arne Skarbø, Chief Technology Officer at Bergen Engines, noted that the energy transition was occurring “far faster than we had expected”

ADVANTAGES OF A MODULAR APPROACH Bergen Engines is now extending the B3X:45 family to embrace higher engine outputs and gas versions for alternative fuel requirements. Skarbø noted that the design of the engines was modular, and would facilitate a straightforward rebuild of an engine from gas to diesel or vice versa when and if required.

“Our customers were originally uncertain about committing to LNG without the option of switching back,” Skarbø said. The modular approach offered other benefits, including cost reductions in the cost of sourcing components, as well as greater flexibility in terms of production.

Another advantage of the modular approach was that it permitted a number of different engine variations to be developed, while minimising the costs of expanding the engine designer's portfolio.

Skarbø noted that the gas and diesel versions of the B33:45V engine shared the same engine block, crankshaft, oil-sump & foundation, upper and lower front-end module and exhaust system. The camshaft and VVT arrangement and turbocharger type were largely similar while the only two new modules for the gas version of the engine are the power-pack module and the fuel system module.

COMBUSTION APPROACHES Within the B3x:45 family, Bergen now offers two distinct combustion options: the conventional diesel combustion system, and the Otto Cycle lean burn gas combustion system.

“These are the only two models I know of and are likely to be

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FOUR-STROKE ENGINES

FUTURE FUELS AND THE FUTURE The real uncertainty for Skarbø was around what the future fuel mix would be. “I like to say – you bring it and I'll burn it!

But it is difficult when we don't know what the future fuel mix will look like.”

“I personally expect the future energy vector to be hydrogenbased if we do prohibit the combustion of fossil fuels - this would work with a gas turbine, a reciprocating engine or a steam cycle engine or even a fuel cell,” he said.

The energy transition was also likely to occur faster than was widely appreciated outside the energy generation industry appreciated: “it is far faster than we expected – we are seeing an exponential growth in renewables,” he said.

Skarbø was clear about the advantages of being part of the wider Rolls Royce group in terms of sharing wider research developments.

“It is an exciting moment with so many developments

Picture copyright: Håkon Dalland / Bergen Engines AS

the basis of any future internal combustion engine,” Skarbø said.

Skarbø noted that while Bergen's current gas engines are all fitted with conventional fuel injection systems, Bergen had successfully developed common-rail solutions and run them on their engines in the test bed.

“We could offer a common rail injection option to our customers if asked,” Skarbø said. This experience could be relevant if Rolls Royce Power Systems pursues research into a high-pressure dual fuel gas/liquid injected diesel variant.

While the concept was developed by Wärtsilä for medium speed four-stroke engines in the early 1990s, it could offer further promise in light of subsequent technological advances in control systems, cylinder pressure monitoring and common rail injection technologies.

happening across the group, from the gas turbines to some of the research work in Rolls Royce's mobility sector. Within Rolls Royce Power Systems, there are developments within the high-speed engine section in MTU, such as work on hybridisation and fuel cells. Sometimes research in one area seems to be applicable to one field, and then three years later finds an application in another,” Skarbø said.

But observers hoping for Rolls Royce's pioneering research into battery powered short-haul flight to revolutionise the fleet are likely to be in for a long wait. “We will still need some type of internal combustion solution for deep-sea applications unless we can solve the battery weight/density problem.”

8 The prototype of Bergen Engines’ new B33:45 V20

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FOUR-STROKE ENGINES

DOUBLE BIND: AN INDUSTRY CAUGHT BETWEEN ISSUES

Engine manufacturers have nibbled away at the issue but there are limits: firstly, to what eliminating troublesome dead volumes can achieve: as Stenersen points out, the engines may have reduced methane slip, but the amount that's left is still “significant”.

Unfortunately, as Tremuli notes, despite the phenomenon being stronger at part loads and the slip - when it does occur amounting to a tiny fraction of the total exhaust volume, “it has a greenhouse effect around 25 times that of CO2”, says Georg Wachmeister of KIT's Institute of Internal Combustion Engines.

Multiply the effects and it stands to erode those hard-won carbon gains.

Engine manufacturers have nibbled away at the issue but there are limits: firstly, to what eliminating troublesome dead volumes can achieve: as Stenersen points out, the engines may have reduced methane slip, but the amount that's left is still “significant”. Further, although quenching characteristics can be reduced by enriching the mixture, there's a danger

16 | JULY/AUGUST 2019

8 Methane: the industry's saving grace, or a small and potent greenhouse gas?

of sliding too far in the other direction, raising NOx to unacceptable levels.

It isn't straightforward to find a control strategy that answers these troubles - but having said that, there's reason to dig deep for a sweet spot. As Wachmeister explains: “The correlation between the air-fuel ratio and emissions is not linear, for each engine there will be regions [varying with mix and load] where both NOx and methane reduce, then others where the NOx rises again.”

Therefore, says Stenersen, it primarily comes down to ignition control. While the low-pressure dual-fuel variety has the advantage of fuel flexibility, the issue is, he explains, that they face “a narrow window” of combustion as they ignite a gas and air mix in a diesel-like compression stroke with a few drops of pilot oil. “Too low on air and you have problems in ignition... but there's the potential for knocking if the mixture gets too rich,” he adds.

Interestingly, Rolls-Royce subsidiary MTU has considered both low-pressure dual fuel and lean burn spark ignition (LBSI) alternatives along the way but Manuel Boog explains a similar choice drove the decision: “One of the original reasons for moving into low-pressure pure gas instead of dual fuel 8 Platinumpalladium ore: the basis of the bet so far for methane catalysts

Image: James St John

Although LNG has helped bring down overall airborne emissions, four-stroke gas and dual fuel engines have been caught in “a trade off” between mitigation strategies says Dag Stenersen of SINTEF Ocean.

On one hand, nitrous oxides are typically associated with peak flame temperatures high enough to bind the combustion air's nitrogen and oxygen. On the other, methane issues originates from a small amount of premixed gas and air hiding in nooks and crannies as well as a lower temperature combustion, says Stenersen.

It's largely the result of an early focus on NOx emissions and efficiency, both of which helped to push the four-stroke market far toward lean-burn operation: in fact, this “is typically double” the stoichiometric ideal, the amount strictly necessary for complete combustion says Paolo Tremuli of ABB Turbocharging.

Tremuli adds that beyond NOx reduction, lean burn has related advantages: “The engine is less sensible to knocking and as the thermal loading of the components is lower, the power density of the engine can be increased.”

But now it seems there's a price to pay. “While a lean mix reduces the NOx output by decreasing flame temperature, at low loads the combustion will meet cooler, quenching areas as it advances along the cylinder liner,” as a result, the temperatures simply don't reach the 500C-plus temperatures necessary to burn the methane, explains Stenersen: These, along with those molecules hidden between the piston top and cylinder liner, around the gasket, or behind the anti-polishing ring “get pulled out during the exhaust stroke”.

Image: Stevie Knight

The maritime industry is currently trying to make sense of clashing emission requirements, writes Stevie Knight

For the latest news and analysis go to www.motorship.com/news101

FOUR-STROKE ENGINES

solutions was because there's always a compromise between knocking and a high enough temperature to ignite the diesel, so we found it was quite difficult to find a workable balance for varying loads”.

By contrast, “a single fuel engine doesn't have that issue, it can be optimised in any direction” points out Boog's colleague, Peter Kunz.

That doesn't mean it's easy, just easier. Indeed, MTU spent a good few years bringing these divergent emissions concerns together in its latest Series 4000 mobile gas engines, the new 16 cylinder version coming out this year with the 8V model due in 2021/22.

Kunz argues for realism: “We have been looking deeply into a lean burn development that's still optimised for as low as possible methane slip,” he says adding: “You can't completely avoid it, but you can mitigate it.” He points out the emissions are “well under the only methane regulation in existence at the moment, the EU Stage V limit” of 6g per kWh. There were, of course, related issues. While MTU has based these high-speed engines on existing stationary power technology, “we had to further develop it for the mobile market” says Kunz. That meant tackling something that's traditionally been a tough call for gas engines: “One big goal was to make it as dynamic as possible - it had to follow the acceleration and deceleration curves you find in marine applications.”

To achieve this, the fuel input was redesigned, moving from single point to multipoint injection with a control valve sitting in front of each cylinder. “Originally we had just one valve in front near the turbocharger, but that's a long way for the gas to travel,” he explains. “To keep up with variations in engine speed you need that distance to be much shorter.” Further, the valves on the S4000 engine support a flexible injection strategy, optimising mixture quality for combustion stability at each engine operating point. As a result, “the dynamics are now comparable to a standard diesel engine” says Kunz.

This should make a big difference to overall ship design “as it means you don't have to move to a diesel-electric configuration for performance stability, you can retain the shaft drive,” says Boog. It's good news for vessels such as the Lake Constance ferry which is installing the very first 8V version with “similar characteristics” for load response the diesel equivalent.

Shortening the run also helped with “the other big challenge”, making the engine gas safe. “We could have made our life easier with just a shut down in case of failure, but this way you have a more robust operation,” says Boog.

CATALYTIC SYSTEMS Methane can be oxidised to carbon dioxide and water - so, what about introducing a catalytic system to do just that?

Once again, the challenge is methane's stability. As Addy Majewski of DieselNet explains: “Catalytic systems usually work on other hydrocarbon emissions because they have longer molecules: methane's is particularly short, so it's harder to break – and needs very high, 500C-plus temperatures to do it.”

Because of this, the most effective are still highertemperature palladium-based chemistries, but they have an issue: “These are de-activated by just a few parts per million of sulphur,” says Majewski.

Put simply, reduced sulphur compounds (sulphides) exhibit an affinity for palladium and effectively clog it up by forming deposits and reducing the availability of the catalytic surface.

According to Wachmeister, the Institute's recently released research suggests that there's a plausible solution to the problem: “Right now we are looking at strategies to reactivate the catalyst while in use.” There are a number of techniques but the easiest to achieve in situ is an extra burst of heat to burn

the sulphur off. He explains: “One way to do this is to have occasional gas-rich 'pulses' that change the fuel-air ratio for a few seconds.” Testbed trials show this seems to be a workable solution.

It's not the only answer: “Palladium, with a little platinum, is the best we have at the moment but a lot of research – including ours – has been trying to find alternatives able to work at lower temperatures”, says Wachmeister, although both he and Majewski admit that this tantalising possibility still appears some way off.

TURBOCHARGING There's another, related challenge, says Boog: “A palladiumbased catalyst often has to be positioned in advance of the turbo because the airflow after the turbine is too cool, requiring a huge surface area to do the same job.” However, positioning it in the hotspot can impair engine dynamics as “a pre-turbo catalyst slows the flow,” he adds.

Interestingly, this is where bigger turbochargers – over 500kW apiece – have an advantage: “The oxidation of methane increases the gas temperature which partially compensates for the pressure losses,” says Tremuli. “All in all, larger turbochargers can survive the catalyst with a small penalty in efficiency.”

Still, many installations could benefit from a little help and MTU aims to lift efficiency with an electrically supported unit,

For the latest news and analysis go to www.motorship.com/news101

8 The valves on the S4000 engine have supported a flexible injection strategy, optimising mixture quality for combustion stability at each engine operating point

8 An electrically assisted turbocharger doesn't depend on the energy from the engine’s exhaust

JULY/AUGUST 2019 | 17

FOUR-STROKE ENGINES

explains Boog. The idea originally came from G+L innotec, and like many good ideas, it's fairly simple. An electric motor is fitted in front of the turbocharger compressor ensuring that extra air is available to feed the engine on ramp-up by building up boost pressure. As the turbocharger is no longer relying entirely on the energy coming out of the exhaust, it allows its operating point to be decoupled from the speed of the diesel engine.

The first MTU engines with electrically assisted turbocharging (E-ATL) should enter the market in 2021, although one advantage of the system is that it may be possible to retrofit existing installations with the technology without creating additional stresses on the turbo rotor.

OTHER PATHS...

Despite all this, low-pressure dual-fuel engines might have other tricks up their sleeves.

Both Caterpillar and Wärtsilä have investigated the possibility of ‘skip firing,” according to Niclas Liljenfeldt of Wärtsilä, active cylinder technology, cylinder deactivation or skip firing has already been utilised in various non-marine applications. In the automotive industry, its aim is mainly fuel economy, but there are also emission control benefits – including methane mitigation: “The main drivers to introduce active cylinder technology (ACT) for Wärtsilä gas engines [is] to reduce the unburned hydrocarbons as well as to improve the efficiency at part loads,” writes Liljenfeldt.

But, he adds that noise, vibration and harshness (NVH) always needs to be taken into consideration when ACT is introduced, with the manufacturer looking carefully at the impact on both the base frame and flexible couplings.

Having said that, developments of this kind remain, for the

time being, outside commercial application and a real advance on slip may demand more fundamental change – such as switching to a high-pressure dual fuel strategy.

FINALLY...

Despite its other successes, it seems certain the industry will have to rethink some of its strategies in order to meet the physically small but pernicious methane issue. According to an analysis by Transport & Environment, 'from the perspective of WTW (Well-to-wake) CO2 equivalent emissions, the change for better or worse compared to existing marine fuels depends on the level of methane leakage. It adds that with a rate of methane leakage of just 3.5%, 'the savings are nullified'.

Therefore, if we are to meet the IMO target of halving our GHG emissions by 2050 then it seems sensible that new propulsion technologies should be able to demonstrate how they mitigate or avoid this considerable greenhouse threat altogether.

8 A pair of Rederij Doeksen ferries are being powered

by MTU’s Series 4000 16-cylinder singlefuel gas engines

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FOUR-STROKE ENGINES

J-ENG TARGETS MARCH 2021 FOR FIRST UEC42LSH DELIVERY Japan Engine Corporation (J-ENG) is to introduce the UEC42LSH, a successor to its medium-speed UEC45LSE design

HOLDING DISCUSSIONS No orders for either of the new engines have yet been confirmed, but the engine designer is holding discussions with interested parties about the UEC42LSH. The overall space requirements for the engine have been reduced, while the engine's fuel efficiency at slower operating speeds has been improved.

In Tier 2 operation, the new engine, UEC42LSH is expected to achieve a fuel consumption rate of 164 g/kWh at maximum rating. The mono-fuel UEC42LSJ variant is understood to reduce fuel consumption further, with a fuel consumption rate of 157 g/kWh at maximum rating.

The main market for the new engine is expected to be from the domestic Japanese market, where the preceding iteration, the UEC45LSE, was widely sold, although the high efficiency and brake mean effective pressure (BMEP) of the engine are also expected to attract interest in other East Asian markets. In Tier 2 operation, the new engine, UEC42LSH is expected to achieve a fuel consumption rate of 164 g/kWh at maximum rating. The mono-fuel UEC42LSJ variant is understood to reduce fuel consumption further, with a fuel consumption rate of 157 g/kWh at maximum rating.

The new engine features the same engine stroke as the UEC45LSE to simplify the manufacturing process for licensees.

The upgraded design is an extension of the existing engine range, and includes the same three- ring piston pack and chrome ceramic piston ring model. The existing combustion chamber design has been retained in the new engine.

The engine will also be tuned to optimise output and engine speeds at slower operating speeds, while the engine

Credit: J-ENG

The new engine will be characterised by reduced fuel consumption, and the first delivery of the new engine is scheduled for March 2021 for UEC42LSH. The company has also confirmed plans to develop an MGO mono-fuel version, UEC42LSJ. Development work on this project will follow after UEC42LSH, and the first delivery of the new engine is expected in March 2022.

The UEC42LSJ shares the same technology concept as J-ENG's current 500mm bore UEC50LSJ engine â&#x20AC;&#x201C; JUMP (J-ENG Marine Power). By utilising MGO as the fuel, the ship owner can avoid the need to invest in an exhaust gas cleaning system to meet IMO SOx emission regulations. Meanwhile high fuel efficiency and a resilient operating system can deliver competitive operating costs. The engine also features stratified water injection to optimise fuel oil consumption and minimise NOx emissions.

8 The new UEC42LSH will supplement the UEC45LSE engine: the first 6UEC45LSEC1 engine (pictured) was delivered in 2018

will be optimised to comply with EEDI requirements. A particular focus is being placed on improving the reliability of the engine. Managing sudden increases in speed requirements from de-rated engine installations whilst bearing down on fuel oil consumption and emissions is placing pressure on engine flexibility.

CONDITION-BASED MAINTENANCE The existing Eco-Engine control system will be used in the new engine. However, J-ENG also announced plans to extend digitalization and introduce condition-based maintenance services across its wider engine portfolio at the UEC42LSH's launch in Japan in May. While the introduction of the new engine is one of the main programmes being undertaken by J-ENG's research and development team, it is also active in the development of Internet of Things (IoT) solutions.

For the latest news and analysis go to www.motorship.com/news101

PRINCIPAL PARTICULARS: Engine model Bore, mm Stroke, mm Stroke/bore Cylinder number Output (kW) Engine speed, RPM Pme, bar Piston speed, m/s SFOC, 100% Tier2 mode, g/kWh SFOC, 100% Tier3 mode, g/kWh

6UEC42LSHEco-D3-EGR 420 1,930 4.6 5-8 7,560 118 24.0 7.6 164

6UEC42LSJEGR 420 1,930 4.6 5-8 7,560 118 24.0 7.6 157

6UEC45LSEEco-B2-EGR450 1,930 4.3 5-8 8,280 128 21.1 8.2 169

5UEC50LSHEco-C3-EGR 500 2,300 4.6 5-8 8,900 108 21.9 8.3 164

165.6

158.6

170.7

165.6

JULY/AUGUST 2019 | 19

FOUR-STROKE ENGINES

HHI EXTENDS DUAL-FUEL HIMSEN RANGE Hyundai Heavy Industries Co. (HHI) announced at the CIMAC conference in Vancouver that it was adding a larger engine to HiMSEN’s range of dual-fuel engines

TWO-STAGE TURBOCHARGING SYSTEM The new engine will be available with two-stage turbocharging and single-stage turbocharging systems. The maximum

cylinder pressure has been increased by around 30% compared with previous models.

According to S.H. Lee, project manager of the HHI's H54DFV development programme, the introduction of the two stage turbocharger system has led to “significantly higher engine efficiency and an improvement in emissions performance”.

NEW H32CV ENGINE HHI also introduced a new 320mm bore conventional engine, the H32CV, at CIMAC. The H32CV engine has been designed with a 320mm bore and 450mm stroke at 720/750rpm.

The engine underwent a Type Approval Test with representatives of classification societies including KR, DNV GL, ABS, Bureau Veritas, ClassNK, and Lloyds Register in March 2019.

The weight and the volume of the engine have been optimised, permitting a 20% increase in power density. The combustion system has also been upgraded.

The intake air pressure has been increased, while enhanced Miller timing has been implemented, combining variable injection timing with intake/exhaust valve timing.

The next design in the dual-fuel programme is a dual-fuel variant of the H32CV, the H32DF, on which development is to begin in Q4 2019.

8 HHI’s new H32CV engine underwent a Type Approval Test with representatives of classification societies including KR, DNV GL, ABS, Bureau Veritas, ClassNK, RINA, CCS and Lloyds Register in March 2019

8 Two HiMSEN H46/V50 engines were installed onboard Weidong Ferry's newbuild ropax, the New Golden Bridge VII in 2018

Credit: MarineTraffiic, Seongwoo Soo

The H54DFV engine has been designed with a 540mm bore and 600mm stroke at 600rpm and has a maximum output of 26,400 kW. The company also announced that the new engine would be offered in both single-stage and two-stage turbocharger configurations.

Development work on the H54DFV has been implemented since January 2015, and type approval testing is provisionally foreseen for Q4 2019. Marketing would start shortly thereafter, with a view to delivering the first production engine in 2021.

As the latest expression of HHI's sustained, vigorous investment in engine technology, the engine will feature dual valve timing system with extreme Miller cycle that is claimed to greatly limit NOx emissions as well as offering low noise and vibrations. The maximum cylinder pressure has been increased by around 30% compared with previous models.

The engine is to be produced in six to nine-cylinder in-line models and 12- to 18-cylinder vee configurations. With an output of 1,470kW per cylinder at a running speed of 600rpm, the H54DFV will span the power band from 8,820kW to 26,460kW at maximum continuous rating.

The engine's micro-pilot injection system as well as combustion chamber design have been optimised to ensure stable combustion and efficient operation in 'gas mode'.

Hyundai had announced in 2018 that it planned to launch a new dual-fuel engine with improved output to expand its market share in the passenger ship main propulsion market.

HHI only obtained the first reference for a HiMSEN engine in a passenger vessel in 2018, when two HiMSEN H46/60V engines were installed onboard Weidong Ferry's newbuild ro-pax, the New Golden Bridge VII. Including land-based units, over 11,500 HiMSEN engines have been sold, representing 20% of the global medium-speed engine market.

8 Type Approval testing for the new H54DFV is expected in Q4 2019

20 | JULY/AUGUST 2019

For the latest news and analysis go to www.motorship.com/news101

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TURBOCHARGERS

ABB TURBOCHARGING LAUNCHES NEW COMPACT TURBOCHARGER ABB Turbocharging has extended its turbocharger range, launching the A255-L and A260-L turbochargers for small and medium bore diesel and gas engines in the low-speed market The turbochargers are extensions of ABB's proven and reliable single stage A100-L and A200-L designs, and combine the previous turbochargers' best in class performance and wide compressor maps with a smaller frame size and enhanced rotor component technologies.

ABB is in discussions with a number of interested parties.

These turbochargers will be produced in its production facility in Switzerland, China and by the company's licensees in South Korea.

Digital SIKO, a digital exposure-based functionality to rotor assessment, enabling rotor exchange intervals to be managed according to condition is also available on these turbochargers.

The reduction in size will lower maintenance costs, while the improvement in efficiency will reduce fuel costs, resulting in an overall reduction in the total cost of ownership.

Alexandros Karamitsos, head of global sales for Product Line Low-speed Turbocharger, ABB commented: “We believe further focus will be placed on turbocharger efficiency in the future, alongside higher compressor pressure ratio demands, to enable two-stroke engines to reach their full potential. Our A255-L and A260-L turbochargers will support this demand, delivering the highest levels of turbocharger efficiency and power density while enabling small-bore two-stroke engines to achieve lower fuel consumption, and complying with latest emissions regulations.”

The compact design makes the turbocharger easier to mount in in modern, space-optimized engine rooms, which is a particular consideration for vessels below 40,000 dwt.

Karamitsos continues “The A255-L and A260-L turbochargers are designed to operate on all fuel types and on engines

specified for both IMO Tier II or Tier III emissions levels. Similar to other turbocharger products in our A200-L series, a full range of matching components will be available to ensure an optimized on-engine specification. Our drydock-to-drydock service concept will also be available for these turbochargers.”

Due to the significant efficiencies achieved, the new A255-L and A260-L turbochargers can reduce the energy efficiency design index (EEDI) of smaller merchant vessels in the size range of 10,000- 40,000 dwt that make use of small and medium bore two-stroke engines.

8 ABB is launching new turbochargers for the low-speed market, extending the A200-L design, and combining it with a smaller frame size and enhanced rotor component technologies

MAN Energy Solutions becomes first turbocharger manufacturer to establish VTA as standard for large-bore, four-stroke engines.

MAN Energy Solutions is introducing VTA (Variable Turbine Area) as standard on TCA turbochargers for its MAN 51/60 engine type.

This step is the first time that VTA technology has been approved as standard for a largebore MAN four-stroke engine.

Stefan Terbeck, Project Manager for the MAN 51/60 engine series at MAN Energy Solutions, said: “High-tech solutions are necessary to meet the market's demanding requirements and - with this announcement we have really delivered. VTA turbochargers are becoming more and more important, especially when it comes to gas engines. VTA has already been applied from our licensee, Kawasaki Heavy Industries, who has reported excellent performance and high reliability on

22 | JULY/AUGUST 2019

Credit: MAN

MAN sets VTA standard for 51/60DF engine

8 MAN's VTA turbocharger

their engines. Furthermore, the VTA concept is even now employed commonly in the significant formaldehyde-manufacturing segment.”

MAN Energy Solutions reports that it already has more than 380 references of turbochargers sold with VTA technology, and that VTA is approved for its TCA turbocharger sizes TCA55 to TCA88 - both for marine and power applications.

MAN is the only turbocharger manufacturer to

offer axial turbochargers with VTA as standard for any large-bore, four-stroke engines.

Under the VTA concept, the volume of charge air can be precisely matched to the quantity of injected fuel at all points in an engine's load and speed range. This has several benefits, including: 6 significant fuel savings 6 improved dynamic performance 6 fuel flexibility: smart control management means engine adapts itself automatically to get to best possible operating point 6 range extension: it includes elevated ambient temperature without de-rating 6 peaking balance: handles load fluctuations.

MAN Energy Solutions reports that the typical payback period for VTA on MAN engines will be one-and-a-half to two years, and that its next step is to make VTA standard for its MAN 51/60G engine type.

For the latest news and analysis go to www.motorship.com/news101

TURBOCHARGERS

MHI NEW AXIAL FLOW TURBOCHARGER SERIES Mitsubishi Heavy Industries Group (MHI) showcased a new axial flow turbocharger, MET-MBII series, and launched a new generation of its radial turbocharger, MET-ER series.

DESIGN ADVANCES The MET-MBII series features a new compressor impeller, with an optimised blade count and blade angle distribution. The number of blades was changed from the current combination of 11 whole and 11 splitter blades to 7+7 blades.

This has permitted a 16% increase in air flow rate, while maintaining the same body size, piping connection, footprints and turbocharger efficiency of the conventional model, MET-MB. MHI maintains the MET-MBII series offers turbocharger downsizing, weight reduction, cost reduction and space saving.

The compressor map has been widened thanks to several new innovations, while the maximum compressor pressure ratio is 5.0 for the MET-MBII series. The bearing diameter and the rotor shaft diameter were reduced compared with the METMB, permitting higher speed without an increase in bearing temperatures.

The MET turbocharger has redesigned the gas labyrinth on the turbine side, increasing the area where the seal air pushes on the turbine side, in order to reduce the increased pressure on the compressor side thrust bearing. The previous MET-MB series' turbine has also been replaced with a newer model featuring an optimised distribution of turbine blades.

The new design would reuse several components from the MET-MB turbocharger casing design, with the exception of the silencer, which would help ensure easy maintenance. “This has been a trademark feature of MET turbochargers,” Ito noted, adding that the optimised design had also lowered the cost of production. The new series offers particular advantages for conventional engines fitted with high pressure EGR systems,

The MET turbocharger has redesigned the gas labyrinth on the turbine side, increasing the area where the seal air pushes on the turbine side, in order to reduce the increased pressure on the compressor side thrust bearing

Credit: Mitsubishi Heavy Industries Group

The turbocharger manufacturer continues to occupy a strong position in the global turbocharger market for two-stroke engines, with a market share of around 40%.

Mr. Yoshikazu Ito, team leader of the two-stroke design team, told The Motorship that the approvals from the engine designers "were under discussion with a positive attitude", and that the new turbocharger series is expected to be launched commercially next year.

The MET-MBII series will consist of 10 models and that one turbocharger unit will be able to cover engine output from about 3,400 kW to 45,000 kW. which could benefit from wide air flow range compressors. The new series was also suitable for the increasing number of dualfuel engines entering service, which also had special requirements for air-flow at higher loads.

Meanwhile, MHI also unveil a new generation of its radial turbocharger for four-stroke engines (MET-ER) in Vancouver.

The MET-ER series is to be launched into the market later in 2019 once tests with engine manufacturers are concluded.

Preliminary results from engine tests indicate that the MET-ER series turbocharger will offer higher efficiency and consequently fuel and NOx emission savings compared with the MET-SRC series.

The MET-ER series can support a maximum compressor pressure ratio of 6.0, an increase on the previous MET-SCR generation of turbochargers, by implementing a new type compressor with optimized blade height and angle distribution.

The transient response was improved by about 25% compared with the existing MET-SRC series by developing a new-type turbine wheel that reduces the inertia of the turbine by making its diameter smaller while maintaining the flow rate and high efficiency.

Each frame size was optimised, with the space requirements for a turbocharger suitable for use with a 1,000 kW engine reduced by about 40% between the MET18SRC and the MET16ER. The number of parts has also been reduced by around 30% between the two series, improving the turbocharger's ease of maintainability. “Customers will be able to opt for models that are between one and two frame sizes smaller than existing turbochargers,” Yushi Ono, Senior Deputy Manager of the Four-Stroke Team told The Motorship.

The series features seven types, and a single turbocharger can handle engine outputs from 500 kW up to 5,800 kW. The series builds on the previous MET-SR, MET-SRII and MET-SRC series, of which around 15,000 units have been delivered. The MET-SRC series has gained a particularly strong position in the domestic Japanese market, but the company expects the new series ease of maintenance, optimised design and ease of overhaul to attract increased attention from engine manufacturers in China and Korea.

For the latest news and analysis go to www.motorship.com/news101

8 The new MET-ER series is to be launched into the market later in 2019 once tests with engine manufacturers are concluded

JULY/AUGUST 2019 | 23

TURBOCHARGERS

TAKING A BROADER VIEW OF TURBOCHARGING Christoph Rofka, Vice President – Head of Technology at ABB Turbo Systems provided a wider perspective on the rapidly evolving turbocharger landscape As digitalisation was one of the recurring themes at the 2019 CIMAC Congress, Christoph Rofka, Vice President - Head of Technology at ABB Turbo Systems began the interview by discussing the very different requirements of combining digital engineers and traditional engineers.

Marine hardware developments have different length of production and product cycles compared with software developers, before you even begin to consider the different safety cultures.

“This means that practices followed in other industries, such as launch and iterate, cannot be applied to the marine industry.”

ABB combines a deep understanding of digitalisation tools with a long pedigree in the marine industry. This offers advantages, particularly as it is extending its data service offering. The company launched a fleet-wide extension to its existing engine performance tool, ABB Ability™ Tekomar XPERT, in Vancouver.

A LOW SULPHUR FUTURE While there are a number of pressing issues on the digitalisation agenda, such as the need for common standards and the need for the ownership of shipowner data to be defined, Rofka was more focused on the challenges posed by the decarbonisation agenda.

There is no sign of a consensus within the marine industry with regard to what fuels or energy vectors the industry will require in the next few years. This poses challenges for equipment suppliers and OEMS serving the marine industry, but the challenge is acute for key technology suppliers, such as ABB. “We need to develop a range of solutions that can be completed and commercialised fairly rapidly in response to customer feedback, while simultaneously keeping our portfolio lean and under control and maintaining cost management.”

“If you ask me what a future turbocharger will look like for a future fuel configuration in 2030, I have no idea,” he said. Partly this was due to the myriad of options being discussed by market participants.

Ideally the industry would come together around a single view to avoid a situation where the industry has to manage a wide range of liquids and gaseous fuels.

ABB has been conducting pre-studies to anticipate some of the potential energy vectors in the future – and the internal combustion engine is likely to remain a key technology because of reliability and ability to handle a variety of fuels.

“We need to develop a range of solutions that can be completed and commercialised fairly rapidly in response to customer feedback, while simultaneously keeping our portfolio lean and under control and maintaining cost management”

24 | JULY/AUGUST 2019

8 Christoph Rofka, Vice President – Head of Technology at ABB Turbo Systems, shared his thoughts on digitisation, decarbonisation and low-speed turbocharging in June

The results of the studies suggest that while carbon neutral e-fuels are likely to emerge in Europe, for example, other users were likely to place a higher value on them than the marine industry. “Whatever the solution is, it will have to supply the whole market,” Rofka said, cautioning against blind assumptions that niche European solutions could supply the global fleet.

“If we face a future where we have to consume a wide range of different fuels, it will be more difficult and more expensive for the industry to handle,” Rofka commented.

Such uncertainty has real world implications for ABB's R&D focuses. “We can develop solutions to meet future requirements but we cannot scatter ourselves in different directions. The industry needs to come together to offer us some greater certainty.”

MEDIUM-SPEED – WHERE PUSH MEETS PULL ABB liaises closely with the main engine designers in different speed segments in order to understand the latest technologies coming down the track. “We try to understand where the main engine developers are focusing, in order to anticipate their likely demands.”

But Rofka added that one of the challenges for ABB's R&D department was identifying how far existing technology could be stretched to meet new requirements, describing the two strands as a “push and pull” dynamic within the department.

He cited ABB's new high-speed A200-H turbocharger as an

For the latest news and analysis go to www.motorship.com/news101

TURBOCHARGERS

example of technological innovation, which has made “a huge step” in lifting the pressure ratio from 6.0, which had been previously accepted as the ceiling, to 6.5.

Rather than develop a new platform, ABB wanted to see if they could stretch the limits of the existing turbocharger series.

“Who knows, perhaps we will be able to achieve a maximum pressure ratio of 7.0?” Rofka said, laughing.

However, ABB isn't conducting academic research, and Rofka noted that the technological limits of single-stage turbocharging have been reached – two-stage turbocharging offers benefits in terms of energy density and fuel efficiency that a single-stage solution simply cannot match.

It was likely that all new medium-speed engine platforms will need to be designed to be compatible with a two-stage turbocharging solution. Rofka gave the example of the first such engine, the Wärtsilä 31 engine, which was designed to be compatible with ABB's Power-2 800-M two-stage turbocharging and has “really maximised the benefits of the solution”.

LOW-SPEED IS A DIFFERENT WORLD The low-speed market is a different world, Rofka said. This partly reflects the differing technical principles of low speed engines, with scavenging and the absence of gas exchange cycles reducing the potential benefits of two-stage turbocharging solutions. “That is just a matter of simple physics,” Rofka said.

As such, he expects to see continued research into singlestage solutions for the low-speed market for many years to come, with a renewed focus on fuel efficiency likely to follow, particularly if fuel prices rise from their currently comparatively low level.

In the near term, ABB is focusing on offering sequential turbocharging as an option to its customers in the low-speed sector. It launched the Flexible integrated Turbocharging System for Two-Stroke Engines (FiTS2) at Marintec in 2017 but many shipowners and operators have been focused on the regulatory demands in the run up to the implementation of the IMO's 2020 Sulphur Cap. “Conceptually, sequential turbocharging is nothing new but our FiTS2 solution now allows switching during operations – we think more operators will focus on the benefits as fuel efficiency becomes a renewed focus after 2020.”

8 ABB’s Power2 800-M two-stage turbocharging

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EMISSIONS ABATEMENT

TAKING A LONG-TERM VIEW OF EXHAUST GAS TREATMENT Sigurd Some Jenssen, Director of Exhaust Gas Treatment at Wärtsilä, took time out of his busy schedule during Nor-Shipping 2019 to discuss the current state of the market Jenssen noted that Wärtsilä's orderbook was fully booked for the remainder of 2019, and that the company had secured orders for delivery for dates as late as the second half of 2020.

The company has received orders for over 700 scrubber systems, and has more orders in hand than all of its currently delivered systems. The orderbook is almost evenly split between newbuilds and retrofits. While a relatively large proportion of its orders have been for closed-loop and hybrid systems, the majority of its orders have been made for openloop scrubbers.

A similar split is seen between Wärtsilä's compact inline scrubber system (I-SOx), its Q-SOx system, or its conventional venturi scrubber design (V-SOx), with the V-SOx design accounting for the majority of sales. The V-SOx design and ISOx designs are best suited to smaller engine configurations, ranging between 1 and 35 MW and 1 and 20 MW, while the Q-SOx is suited to larger installations, ranging between 40 and 70 MW. Demand for Wärtsilä's scrubbers has been driven mainly by the tanker, containers, bulker, and the cruise and ferry segments. While the cruise vessel segment was an early adopter of exhaust gas cleaning technologies, there are significant opportunities in other segments as well.

“With around 3,000 scrubbers likely to be installed by the end of 2019, and a further 1,000 units on order, we see plenty of opportunity to convert some of the 40,000 vessels that are likely to be moving from HSFO to MGO or LSFO,” Jenssen said.

MARKET OVERVIEW Looking at the broader market, Jenssen notes that the pace of new orders has slowed slightly, after “an explosion of interest” in 2018. The main driver for shipowners was ensuring that the installation could be completed by 1 January 2020, in order to be ready for the introduction of the IMO Global Sulphur Cap, Jenssen noted.

What we have seen is a slight slowdown in orders, as shipowners who have not yet secured slots adopt a wait and see attitude towards the new regulations.

“We expect to see a rebound in orders from Q1 2020 and into the second half of next year - a lot of people are waiting to see how the spread develops between HSFO and the low sulphur options in the market,” Jenssen said.

One of the other factors encouraging shipowners to delay booking retrofits is that many of the available slots are “off the beaten track” and might involve yards with less experience of undertaking retrofits. “Some people are taking the view that it is better to wait for a few weeks or months in 2020, in order to avoid the risk of delays if the installation doesn't work optimally.”

Lead times are another hindrance to

26 | JULY/AUGUST 2019

8 Sigurd Some Jenssen, Director of Exhaust Gas Treatment at Wärtsilä, expects to see a rebound in orders from Q1 2020 and into the second half of next year.

rushing to fit in orders before the end of 2019. “We anticipated this tightness and have been preparing to ensure that our supply chains are in order,” Jenssen said, adding that Wärtsilä had moved to diversify its suppliers between Europe and Asia.

LOOKING AHEAD Customers sometimes consider the quality and range of service options, as well as a product's service history when choosing providers, but with some new installations likely to be still in service close to 2050, another consideration might be continuing service innovation.

Wärtsilä has inaugurated a new laboratory to conduct research into new EGCS solutions, which is investigating the possibility of new catalysts or new washwater treatment options. Wärtsilä already offers a number of additional solutions for customers who want to achieve standards above existing regulatory minimums.

“We offer an optional washwater treatment system for open-loop systems which removes a large portion of the particles captured in the scrubber from the washwater. Similarly we have concluded a pilot project to improve PM capture by up to an additional 20%, which involves a three-stage scrubber process for an open-loop system, a modified filter and some design modifications.”

“We are committed to this market over the long term,” Jenssen concluded, citing Wärtsilä's investments to strengthen its supply base and expand its in-house engineering capacity as well as engineering hubs expansions during 2018 and 2019 to support the increased growth.

8 Wärtsilä hybrid scrubber systems have the flexibility to operate in both open and closed loop

For the latest news and analysis go to www.motorship.com/news101

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EMISSIONS ABATEMENT

SCRUBBER SUPPLIERS NEED TO SET AGENDA Yara Marine Technologies's ceo Peter Strandberg sees a long-term future for scrubbers but calls for the industry to allay washwater sceptics' fears

MARKET OUTLOOK Turning to the market, Strandberg noted that the company had over 120 scrubber systems in operation and had over two million operating hours. “Our operating record is very important to us, as we sell on our track record,” he said.

In terms of Yara's own orderbook, the equipment supplier has no availability for orders for the remainder of 2019 and has booked orders as far ahead as 2021.

Orders have slowed somewhat since the “massive growth” at the back end of 2018, but Strandberg expects to see a rebound in orders after January 2020 when the fuel spread becomes apparent. Strandberg notes Yara is ready to meet increased demand, without compromising on quality. “Our focus on supplier quality has paid off,” he said, noting that by permanently seconding employees to suppliers' operations for quality assurance, Yara had avoided quality issues. “It takes time to educate suppliers about what you need, but we opened our office in China in 2018.”

CUSTOMER SEGMENTS Strandberg noted that the market for scrubbers had evolved in recent years, and that the company was seeing demand from different types of vessels. The particular features of the company’s systems, such as the small footprint of its small inline scrubbers, had established its position in the passenger vessel segment, but were increasingly being seen as an attraction in other segments.

A similar focus on quality governed the decision to specify high grade stainless steel to withstand the corrosive atmosphere inside our scrubbers. “That’s why we can offer extended guarantees against corrosion,” Strandberg said.

In-line scrubbers offer a smaller footprint, and the possibility of fitting the system within the funnel. However, other vessel types were also focusing on multi-engine inlet in-line scrubber system as an interesting solution.

“Space is a constant focus for containership operators as well. We have supplied a single large inline hybrid scrubber system for the main engine of several ultra large containerships.

The ships need a second inline hybrid scrubber system to cover the exhaust from the ULCCs' 5 x 5MW auxiliary engines.”

Strandberg also has a clear perspective on how the market is

28 | JULY/AUGUST 2019

Photo: Meyer Werft

“Scrubber suppliers as an industry haven't been good enough,” Yara Marine's ceo Peter Strandberg told The Motorship during an interview at Nor-Shipping 2019 in Lillestrom.

“I don't mean as an industry meeting our customers' requirements. Our products meet the strictest environmental standards. But we haven't been good enough at coming together as an industry and supplying hard scientific data before the IMO or whoever else. We've let environmentalists set the agenda about open loop scrubbers without any data at all.”

Strandberg quoted the results of Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT) study, which concluded no “short or long-term effects on marine organisms can be caused by the use of open-loop scrubbers.”

8 A Yara Marine scrubber installation at Meyer Werft

likely to evolve over the next few years. “We expect decisions to be made on a total cost of ownership basis going forward, rather than on a simple headline comparison,” he said. “Shipowners understand it can be very expensive to be cheap, especially if you are comparing performance over 72 months rather than 12 months. Yards can sometimes take a shorter view.”

Yara Marine's products have successfully passed MARPOL tests, and Yara is happy to discuss the terms of offering extended warranties to its customers.

The second change will be that the high sulphur fuel oil market is likely to increase again in size after shrinking in January.

“There are no readily available alternative uses for HFO - and the alternative fuels are all likely to be more expensive.” “I see a long-term market for HSFO, which I think will be with us for a long time to come.” This will in turn drive increased demand for R&D as environmental standards are likely to continue to evolve. This is an area that Yara Marine takes pride in. “We will have to develop our products further,” Strandberg said.

The company offers both SOx and NOx (Selective Catalytic Reduction) abatement technologies, giving it a rounded perspective on regulatory developments and technology.

8 Yara Marine Technologies's ceo Peter Strandberg called for the industry to allay washwater sceptics' fears

For the latest news and analysis go to www.motorship.com/news101

EMISSIONS ABATEMENT

EFFICIENCY AND VERSATILITY – A WINNING COMBINATION Globic 7000 is the latest antifouling coating solution from leading worldwide coatings manufacturer Hempel

8 Globic 7000 is the latest antifouling coating solution from Hempel

Specifically designed to deliver effective protection for up to 60 months, Globic 7000 incorporates an optimum biocide mix to guard against both hard and soft fouling.

With an improved performance against slime and algae, Globic 7000 is suitable for wide operational conditions including long idle periods and slow steaming operations.

The high-volume solids in the coating mean that it can be applied more quickly and with less waste to deliver further cost reductions whilst the vessel is in dry dock.

PROVEN TECHNOLOGY Globic 7000 is built on Hempel's proven Globic technology that has been applied to more than 10,000 vessels since its launch in 2002. This technology ensures uniform and effective biocide release and a clean hull over the entire dry-docking interval.

The secret to this is Hempel's patented Nano acrylate technology that provides a fine polishing control mechanism to bring the integral biocides to the surface at a stable rate to ensure a clean hull over the entire service life period. Globic's

With an improved performance against slime and algae, Globic 7000 is suitable for wide operational conditions including long idle periods and slow steaming operations.

unique technology allows the coating to start working as soon as the hull meets the water to deliver full and immediate antifouling protection.

Globic 7000 incorporates Hempel's patented microfibres giving the coating best-in-class mechanical strength. The microfibres increase the coating's resistance to abrasion and impact damage often incurred during daily operations and protects against cracking and peeling.

This strengthening of the coating minimises the area required for blasting and so significantly reduces maintenance costs during dry docking. * Speed loss is the amount of speed a vessel loses due to air or water resistance. The greater the speed loss, the more fuel is required to move the ship through the water.

GLOBIC 7000 AT A GLANCE: – Lasting protection against both hard and soft fouling thanks to smart and efficient biocide package – Suitable for all vessel types and wide operational conditions, including slow steaming and long idle periods – Incorporates proven patented Nano acrylate technology – Effective protection for up to 60 months service time – Improved colour stability – Low Volatile Organic Compound (VOC) levels – below 400g/L – Reinforced with patented microfibres for best-in-class mechanical strength to avoid cracking and peeling, significantly reducing maintenance costs in dry dock

For the latest news and analysis go to www.motorship.com/news101

JULY/AUGUST 2019 | 29

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

DESIGN FOR PERFORMANCE

NEW COMPOUND LEAVES MR TANKER ALL BUT BARNACLE-FREE The vertical sides of Team Tankers' 46,067DWT chemical and products carrier Team Calypso were coated with Chugoku Marine Paints' SEAFLO NEO CF-PREMIUM antifouling paint that contains Selektope® during its five-year drydocking at the Sembcorp shipyard, Singapore in 2015. During the last 40 months the MR tanker has been in active operation across a wide range of trade routes globally, often sailing in global biofouling hotspots with > 25oC (up to 32oC) water temperatures where the risk of biofouling is very high. The vessel has also spent several extended periods idling in these zones.

Independent third-party data analysis has also verified the fouling prevention performance of the Selektope®-powered hull coating. At month 40, total added resistance on Team Calypso's hull and propeller due to fouling is exceptionally low, at 16%, compared to up to 30% expected for a reference ship of similar age, size and trading pattern. Of that 16% total, added resistance on the hull accounted for 10% whereas added resistance on the propeller accounted for the remaining 6%.

The development of added resistance was calculated at a rate equivalent to 0.4% per month, compared to the expected rate of between 0.5% and 1.5%. A hull inspection conducted at month 35 in the tanker's in-water-survey schedule established that Team Calypso's hull was virtually barnacle free with no soft fouling coverage.

Team Tankers Performance & Environmental Manager Captain Pär Brandholm comments: “Team Calypso has operated for over three years since last dry dock, and we can conclude that the fouling of the hull remains at a very low level and we hope the trend will continue being flat. We anticipate similar performance for our vessels Team Tapatio, Team Toccata, Team Tosca and Team Leader using the same hull coating containing Selektope®.”

STUDY REVEALS FUEL SAVINGS In late 2018, Team Tankers disclosed that they were comparing the hull performance of Team Calypso to other sister ships in the fleet. Hull performance is being tracked using continuous data collection and logging. Mass flow meters, and highergrade logs have been installed on the vessels to improve measurements in combination with detailed 3rd party analysis of collected data.

According to Team Tankers, the difference in fuel consumption between Team Calypso and one of its sister ships coated with a different type of premium, biocidal self-polishing coating type is 2.4 tonnes/day. Assuming a bunker fuel cost of 500 USD/mt, this equates to a USD 1,200/day saving for Team Calypso. In terms of total added resistance on the hull and propeller, with the added resistance on the hull commonly used as an indicator of the presence of biofouling on the hull, Team Calypso registered 12% added resistance at month 36 since dry docking versus its sister ship registered 23% total added resistance at month 24 since its last dry docking.

In addition to the performance effects, the hull of Team Calypso has not required any cleaning to remove biofouling

Credit: Team Tankers

A tanker operator opted to apply an innovative antifouling paint to four other MR tankers after a multi-year trial revealed lower bio-fouling and fuel savings.

to-date. Therefore, a cost saving of USD35,000 was also identified

by Team Tankers for a 36-month period in the business case study. The performance of the Selektope-containing paint on Team Calypso confirms the barnacle-repellent action of Selektope for a vessel engaged in active service that encounters significant exposure to severe fouling conditions and under-takes periodic idling activity. Following the results achieved on Team Calypso, Team Tankers International have committed four additional MR tankers to using the Selektope®containing antifouling paints.

8 Team Tankers’ Team Calypso in dry dock at Sembcorp in Singapore

A STIMULATING COMPOUND Selektope® (chemical name medetomidine) is a non-metal, organic compound that is added to antifouling paints. Swedish scientists in Gothenburg discovered medetomidine prevents barnacle larvae from settling on hard substrates when they noted exposure to very low concentrations of medetomidine provokes a temporary swimming mode response in the barnacle species Amphibalanus improvises. The barnacle larvae swim away from the surface with non-fatal effect.

“Bio-technology company I-Tech AB commercialised the use of medetomidine in marine coatings under the brand name Selektope®. Today, I-Tech controls the largest and most efficient source of medetomidine production and owns all IP and regulatory rights to Selektope®.”

For the latest news and analysis go to www.motorship.com/news101

8 Medetomidine prevents barnacle larvae from settling on hard substrates by binding to the larvae’s octopamine receptor, stimulating a temporary non-fatal swimming response, even at very low concentrations

JULY/AUGUST 2019 | 31

SHIP DESCRIPTION

NEW REEFERSHIPS FOR PACIFIC TRADE

Credit: Kyokuyo Shipbuilding

Specialist breakbulk reefer operators retain a share of seaborne refrigerated cargo and have implemented a clutch of newbuild projects in recent years, writes David Tinsley

Testament to such resilience and business response to demand in niche sectors of the small to mid-size reefer vessel market is a recently completed contract for two Japanesebuilt 307,000ft-capacity ships in the conventional mould. The 134m sisters Boyang Bering and Boyang Alaska, constructed

by Kyokuyo Shipbuilding to the account of South Korean interests, offer scope across the temperature-controlled cargo range, with particular provision for fish transportation and high-seas transhipment.

Ordered by the Seoul-based Boyang company, and managed by Khana Marine of Busan, each vessel has four main holds horizontally divided by tweendecks, affording multiple, freezer compartments. Cargo handling is achieved using a total of eight main, swinging derricks heeled to the pairs of posts between Nos1 and 2 and Nos3 and 4 holds, respectively.

The ships' cargo gear and operating performance reflect the particular requirements of offshore and at-sea transfers on the fishing grounds, and the vessels carry the necessary authorisations for operations in areas subject to strict federal control of fishery resources, not least in the northwest Pacific Ocean.

PRINCIPAL PARTICULARS â&#x20AC;&#x201C; Boyang Bering/Boyang Length overall 134.10m Breadth 20.20m Depth 10.30m Draught 7.51m Gross tonnage 6,592t Cargo capacity 307,000ft3 Main engine power 4,550kW Generators 3 x 800kVA Complement 20 Class KRS Flag Panama

32 | JULY/AUGUST 2019

8 Workmanlike ship from Japan: reefer Boyang Bering pictured after delivery in the Kanmon Strait

Boyang Bering and Boyang Alaska are each powered by a seven-cylinder model of the MAN L35MC engine, rated for 4,550kW at 210rpm, a relatively fast running speed in the context of European two-stroke designs. The machinery was manufactured under licence on Shikoku Island at the Takamatsu factory of Makita Corporation. To handle the high electrical loads imposed by refrigerated cargoes, each shipset of auxiliaries comprises three 800kVA generators.

Located at Shimonoseki, on the Kanmon Strait at the western end of Japan's Inland Sea, Kyokuyo is a respected, privatelyowned builder of bespoke vessels for both domestic and foreign clients, and has a long track record in reefership production. Since the early 1990s, its best-selling designs have been a 235,000ft3 type suited to both fruit and fishery products, a 200,000ft3 ultra-low temperature (-50Ë&#x161;C) class developed mainly for frozen fish transportation, and a versatile, 400,000ft3 general reefer trader.

CHARACTERISTIC DIVERSITY Five newbuilds of various ship types were delivered over the course of 2018, illustrating the characteristic diversity of the yard's output. The list of completions entailed a 7,000m3 semirefrigerated LPG carrier, a 7,500m3 pressurised LPG tanker, a 1,096 TEU regional containership, one ultra-low temperature reefer vessel, and a 670 TEU coastal feeder container carrier.

The latter, commissioned as the Nagara, is distinguished by her aerodynamic, hemispherical-like prow first used for the 2010-built car carrier City of St Petersburg. She is the second Imoto Lines feeder from Kyokuyo, and the fifth vessel all-told, to use the semi spherical-shaped (SSS) bow form devised by the yard.

A further reefer newbuilding figures in Kyokuyo's forward production programme, along with a fourth 7,000m3 LPG carrier and three 1,100TEU boxships.

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SHIP DESCRIPTION

8 First of a new breed: Thun Lidkoping on delivery in China

THUN DRIVE INTO INTERMEDIATE TANKER SECTOR Underscoring the company's bid to develop in the intermediate tanker category, the first of five 18,650 dwt IMO Type 2 chemical/product carriers has been delivered in China to Swedish-owned Thun Tankers, writes David Tinsley Thun Lidkoping has been phased into the operating network overseen through the Gothenburg-headquartered Gothia Tanker Alliance, which holds shipment contracts with oil majors and traders, principally across north west Europe.

Constructed by AVIC Dingheng, the ship will be commercially managed by Furetank Chartering, which is responsible for the intermediate segment within the alliance.

Conceived in-house by the parent Erik Thun group, the design of the new tanker generation applies key precepts as to resource efficiency, environmental care and regulatory compliance as well as customer requirements. The vessel is registered under the Dutch flag, with crewing and technical husbandry assigned to MF Shipping Group, based at Farmsum, near Delfzijl.

Thun Lidkoping is arranged with 12 cargo tanks incorporating double-valve segregations and creating a total revenue-earning volume of 21,086m3. Each space is served by a hydraulicallydriven, Framo submerged pump of 400m3/h outturn, affording a practical, maximum loading capacity of 2,400m3/h through six of the lines at the pipe manifold. The installation includes a vapour return system.

The internals of the tanks are treated with Jotun's Tankguard Special Ultra coating, a chemically-resistant novolac epoxy formulation to withstand challenging cargoes and cargo sequences. Its very low chemical absorption properties render suitability to frequent changes of cargo. The choice of coating is critical to such vessels, to ensure not only the requisite resistance to a wide range of products and cargo compositions,

but also to facilitate cleaning and fast turnarounds, while obviating any retentions in the tanks leading to contamination of subsequent cargoes. Tank cleaning is accomplished by a Scanjet installation of single-nozzle fixed machines, two in each tank, using either water or cargo as the medium. Tank ventilation is effected by way of a system supplied by Heinen Hopman.

Wärtsilä medium-speed diesel machinery in the shape of an eight-cylinder L32 engine provides a propulsive power output of 4,480kW at 720rpm, translated into thrust by a Wärtsilä controllable pitch propeller. Manoeuvrability is enhanced by a flap rudder and 800kW Brunvoll bow thrusters. The high electrical load associated with cargo operations is covered by an outfit of three gensets driven by Scania 470kW engines.

Second-of-class Thun London is expected to be completed in July, to be followed by the third, fourth and fifth ships between October this year and March 2020.

The handover of Thun Lidkoping by AVIC Dingheng took place simultaneously to that of the delivery of the 8,000dwt product tanker Thun Evolve, the second in a series of four Eclass newbuilds ordered by Thun Tankers from Ferus Smit in the Netherlands. The E-class ships have LNG dual-fuel installations. Thun Evolve will be engaged in distributive traffic in the Scandinavian region.

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PRINCIPAL PARTICULARS – Boyang Bering/Boyang Length overall 149.80m Breadth 22.80m Draught, design 9.40m Draught, summer 8.50m Deadweight 18,650t Gross tonnage 11,800t Cargo capacity, 100% 21,086m3 Cargo capacity, 98% 20,665m3 Cargo tanks 12 Loading capacity 2,400m3/h Main engine power 4,480kW Bow thruster 800kW Ice Class 1C Flag Netherlands

JULY/AUGUST 2019 | 33

SHIP DESCRIPTION

NEW SAGA FOR UNITED KINGDOM CRUISE FLEET The company's core target market is affluent British travellers of the so-called Baby Boomer generation, although the highly individual design and itineraries are intended to foster wider appeal.

The vessel size and accommodation for approximately 1,000 passengers is modest by current industry standards, albeit bigger than Saga's existing ships, creating a larger platform for more dining, entertainment and recreational options. One of the most significant aspects of the project is the extent and effect of energy-efficiency measures incorporated.

Although engaged in the business since 1997, the premiumbrand company has until now progressively and successfully developed its fleet through secondhand purchases. It was only in 2015 that Saga Cruises implemented a new construction project for the first time, ordering the Spirit of Discovery and a sistership, to be delivered next year as the Spirit of Adventure, from Meyer Werft.

German engineering technology is strongly represented in the diesel-electric vessels, which afford an important reference for the latest podded propulsion system developed by Siemens.

In the two-year lead time before the start of production on the first vessel, Saga and the Papenburg yard collaborated to introduce a range of energy-saving measures which are expected to yield an overall reduction of 8.5% in fuel consumption compared to the initially formulated design.

Significant reductions have accordingly been achieved in 'hotel' electrical load, including that of the heating, ventilation and air conditioning (HVAC) system, a major consumer on any passengership. Through the use of multi-stage chillers, entailing a larger number of smaller compressor units than conventional designs, the team has achieved finer and more energy-efficient climate control. Ozone-neutral carbon dioxide is used for cold room refrigeration. Saga invested about EUR 600,000 (US$682,000) in technical modifications to the original design, which are expected to yield annual savings of about EUR 800,000 (US$909,200).

The power station-type plant is based on four gensets driven by nine-cylinder models of MAN's L32/44CR medium-speed engine, each developing 5,400kW for a generator rating of 5,211ekW. Electronically-controlled common rail injection systems optimise fuel efficiency and minimise smoke emissions, while NOx abatement to IMO Tier III standard will be exercised through the use of selective catalytic reduction (SCR) technology. Yara Marine-supplied, hybrid scrubbers provide a further level of emissions control.

Waste heat recovery in various manifestations represents an important part of the energy saving strategy for the ship.

Azimuthing, podded electric propulsion thrusters offer a raft of benefits long-proven in cruiseship applications, not least as regards manoeuvring precision, power translation maximisation and energy effectiveness. For its newbuild tonnage, Saga Cruises nominated the SISHIP eSiPOD system developed by Siemens, claimed to provide the highest level of

34 | JULY/AUGUST 2019

Photo courtesy of Meyer Werft)

UK operator Saga Cruises has commissioned its first-ever newbuild, with the handover in Germany of the 58,200gt Spirit of Discovery, writes David Tinsley.

overall efficiency through the combination of a compact, hydrodynamic pod design and integral, permanent-excited synchronous electric motor. Siemens was entrusted with responsibility for the supply of the complete power and distribution installation in each ship.

Manoeuvring qualities are enhanced by a pair of Brunvoll tunnel thrusters in the foreship section. The twin, 360-degree rotating podded propulsion units obviate any need for tunnel thrusters at the stern.

London-based SMC Design was assigned all aspects of what is termed as 'hospitality design', encompassing the interiors of Spirit of Discovery as well as artwork procurement and onboard branding. For the second newbuild, Spirit of Adventure, another London company, AD Associates, has been appointed as architectural design contractor.

Spirit of Discovery was due to arrive at the port of Dover on 28 June, with the official naming ceremony to take place on 5 July, five days ahead of the scheduled commencement of her maiden service voyage, entailing calls at ports and anchorages around the British Isles.

8 Spirit of Discovery making passage down the River Ems from her Papenburg yard of build

PRINCIPAL PARTICULARS â&#x20AC;&#x201C; Spirit of Discovery Length overall 236.71m Length, bp 211.90m Breadth 31.20m Depth 10.40m Draught 7.60m Gross tonnage 58,119t Propulsion system Diesel-electric Main generators 4 x 5,211ekW Class DNV GL Flag UK

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50 YEARS AGO

MOST POWERFUL - 1969 STYLE The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com

One phrase that kept coming up in the July 1969 issue of The Motorship was 'the world's most powerful'.

It referred, in one case, to a low-speed engine built at Mitsui in Japan, to the B&W K9FF design. At 34,200 bhp this 9-cylinder engine, built for a Japanese container vessel, was an extension of the company's portfolio, that previously had been built in 7-cylinder format, for tankers. Our editorial predecessors looked forward to the possibility of 10-cylinder, or even 12-cylinder versions being built for future ships. The latest 9-cylinder unit was expected to propel the new ship, which at 1016 TEU capacity would nowadays be considered a small feeder vessel, at 25.9 knots.

The demands of containerised trade had led to several modifications to the basic K9FF concept, mainly to reduce vibration. The 'open' design of container ships was thought to be inherently less torsionally rigid, and thus more susceptible to vibration from the propulsion machinery. Mitsui had therefore included carefully controlled holes in crankpins and flywheel balancing weights, while adding balancing weights to the guide shoes for the crossheads on alternate cylinders. A chain-driven Lanchester type balancing gear was incorporated to eliminate secondary vertical forces and moments. Although the ship was intended to operate at a maximum loaded speed of 23 knots, she was expected to spend periods at far lower speeds while maintaining satisfactory engine combustion. To aid this, a secondary electrically-driven blower was added to

8 Crankshaft for the 34,200 bhp Mitsui-B&amp;W K9FF engine, the most powerful yet built in 1969

38 | JULY/AUGUST 2019

8 Most powerful medium speed engine ship - the Wärtsilä-built Axel Johnson

the turbocharger - this could be by-passed as engine load increased.

Another 'world's most powerful' was an ocean-going tug, built by Schichau of Bremerhaven for Bugsier of Hamburg. The Oceanic was powered by two Deutz 16cylinder medium speed engines, each rated 6,400 bhp at 600 rpm, driving clutched CP propellers through reduction gearboxes. This gave the 87.6m tug a bollard pull of 150t and free running speed of 22 knots; impressive even in today's tug world.

The third 'world's most powerful' was the first in a class of six container ships, built by Wärtsilä in Turku, for Johnson Line of Sweden. With a twin-screw configuration centred on four Pielstick engines delivering a total of 26,040 bhp, the Axel Johnson earned the title of the 'most powerful medium-speed engine ship'. The ships were built for service between Sweden, Germany and UK to the US West Coast and Canada via the Panama Canal. This represented a round trip of 56 days.

The original design was for a combined general and refrigerated vessel with capacity for some 20ft containers. However, after basic dimensions and scantlings had been finalised, containerisation began to gain its strong foothold, and 40ft containers became popular. So the design was altered , with the emphasis on containers, although this mean some compromise in the stowage arrangements. As built, there was capacity for 92 20ft containers in two refrigerated holds, with a further 456 20ft and 62 40ft boxes in four more holds and on the hatch covers. Some 80 40ft and 56 20ft containers could be carried on deck. Two further spaces carried uncontainerised refrigerated containers, while No.3 hold was arranged for general cargo. Apart from on-board gantry cranes, the Axel Johnson looked remarkably similar to today's container ships.

The engine room contained two 16-cylinder and two 12-cylinder Pielstick PC2V engines, the smaller units driving alternators for electrical power. This required the main engines to operate at constant speed, so two Kamewa CP propellers driven through reduction gears provided speed control and reversing. Propeller pitch was controlled from the bridge, the ship being arranged for unmanned machinery operation.

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To talk through the possibilities and opportunities for your business at M&CCE Expo 2020, please contact the events team. We look forward to meeting you there.

For more information visit: mcceexpo.com contact: +44 1329 825335 or email: info@mcceexpo.com #MCCEExpo2020

Organised by:

Media partners: