The Motorship November 2019

NOVEMBER 2019

Vol. 100 Issue 1175

WinGD X-DF2.0:

LNG retrofits:

New MAN ME-GA engine:

First LH2 carrier:

Volkmar Galke interview

Høglund dos-and-don’ts

700mm-bore debut

KHI lays keel

ALSO IN THIS ISSUE: Germany yard review | Teignbridge Propellers | Deck machinery | New Wärtsilä 31SG

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CONTENTS

NOVEMBER 2019

26 NEWS

12

14 REGULARS

14 ABS in condition-based survey ABS and Topaz Energy and Marine announced a pioneering project in which Caspian Voyager, Topaz's largest Platform Supply Vessel (PSV) enters an Extended Dry-Docking (EDD) scheme, as a step towards a condition-based survey approach.

14 J-ENG to research hydrogen Japan Engine (J-ENG) is to begin research and development of the combustion of hydrogen and ammonia as fuel in collaboration with Japan's National Maritime Research Institute.

16 AiP for Daewoo ethylene tanks DNV GL awarded South Korea's Daewoo Shipbuilding & Marine Engineering (DSME) with Approval in Principle (AiP) certificates for two new Type B 98,000 cubic metre ethylene carrier cargo tank designs.

8 American Ethane to order VLECs American Ethane plans to order 17 very large ethane carriers. The 150,000 cbm capacity VLECs will be ordered from Chinese shipyards Hudong-Zhonghua and Jiangnan.

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10 Leader Briefing Robin Townsend of Bureau Veritas's ship recycling consultancy partner, Marprof Environmental, warns that ship owners need to pay careful attention to ship recycling regulations.

12 Shipyard Report We provide a review of Germany’s leading shipyards, which have pursued technological and environmental strategies to maintain competitiveness.

34 Ship Description Merseyside-based shipbuilder Cammell Laird launched the 129m-long Sir David Attenborough in September. One of the world’s most advanced vessels designed and equipped for multidisciplinary research in the polar regions, it is also the largest civilian vessel built in the UK for over 15 years.

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

FEATURES

18

14 MAN’s ME-GA engine

MAN Energy Solutions outlines the dimensions and specification of its new ME-GA lowpressure engine, and targets an installation aboard an LNG tanker at the end of 2021.

16 Next generation X-DF WinGD is aiming to reduce methane emissions by over 40% thanks to a new development in its next generation of X-DF engines, Volkmar Galke tells The Motorship.

Prototype technologies are due to be fitted aboard a gas-fuelled vessel by early 2020.

25 Economics of LNG retrofits Peter Morsbach, Director Projects at Høglund Gas Solutions, discusses the economics of LNG retrofits and identifies some of the issues that can arise during conversion projects.

31 Liquefied H2 carrier The world’s first liquefied hydrogen carrier is due to be launched at Kawasaki Heavy Industries’ Kobe shipyard in December. We examine some of the innovative features in the ground-breaking project.

36 Intelligent deck machinery Stevie Knight looks at the latest autonomous trends in deck machinery, and identifies the cost of LiDAR sensors as a barrier to wider adoption of semi-autonomous unloading systems.

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

Stay in touch at propulsionconference.com

NOVEMBER 2019 | 3

NEWS REVIEW

CONDITION-BASED APPROACH Image: Topaz Energy and Marine/Graham Curran - MarineTraffic.com

VIEWPOINT NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

Let’s face the music and dance As I reflect on my main takeaways from London International Shipping Week, the first thought was not the basis of the Poseidon Principles, or the attitude of Asian lenders towards the principles. Instead, I thought the industry could take Irving Berlin's advice: "Let's face the music and dance", in the words of his 1936 standard.

Some companies have responded to the risk of "trouble ahead", by adopting fuel saving or GHG emission reduction measures.

Representatives from a number of such shipowners that have taken just such steps are speaking at next month's Motorship Propulsion and Future Fuels conference in Hamburg.

This is not to underestimate the complexity of the decisions involved.

Simply taking the adoption of LNG as one example, Callum Ludgate of Sovcomflot outlined the host of technical, regulatory and financial issues that needed to be examined at a DNV GL presentation during LISW. We include a feature in this issue from LNG specialist Høglund around some of the technical issues involved in deciding whether to convert a vessel to dual-fuel operation.

One of the other obstacles to switching to dual-fuel engines was the concern that GHG emission regulations may spread to cover methane emissions. As such, the technical performance of duel fuel and pure gas engines is highly topical. A number of stories in this month's magazine outline technical developments by engine designers trying to achieve 20% carbon savings compared with diesel engines.

WinGD's Volkmar Galke shares that the Winterthur-based company has tested a new solution that would reduce methane emissions from the company's X-DF engines by up to 40%, extending the overall GHG emissions saving by using X-DF instead of diesel engines to around 20%.

We also include coverage of two other LNG engine developments, including the planned specifications of the 700mm bore version of MAN Energy Solutions' new ME-GA low pressure platform.

We also cover the launch of a marine variant of Wärtsilä's 31SG engine at Gastech in Houston. The new engine offers GHG emissions savings of around 18% on a Ro-Pax, but by integrating a battery hybridisation solution, savings of up to 22% can be achieved, Rasmus Teir told The Motorship.

This month has also seen further developments in the marine battery space. Corvus announced the planned launch of a Lithium-ion capacitor (LiC) product targeting the offshore market in 2020 after reaching an agreement with Kawasaki Heavy Industries, with which it developed the product.

In what has been a busy month for LNG-related developments, the AiP for Samsung Heavy Industries' innovative dual-fuel Aframax crude oil tanker design, which includes LNG-fuelled solid oxide fuel cells (SOFCs) alongside conventional DF engines, is noteworthy.

This dovetails nicely with an in-depth article looking at some of the technical obstacles to introducing ammonia and hydrogen-fuelled fuel cells more widely, as well as a feature on the Energy Observer hydrogen fuel cell powered catamaran.

We conclude with a technical feature on Kawasaki Heavy Industries' ground-breaking new liquefied hydrogen (LH2) carrier, which is due to be launched in December 2019. The project features a considerable number of technological innovations, ranging from the containment system, the fuel-transfer system and including safety procedures.

The vessel will represent a significant technological achievement for the Japanese shipbuilding industry when it enters service early in 2021.

4 | NOVEMBER 2019

ABS and Topaz Energy and Marine have, together with the State Maritime Agency under the Ministry of Transport, Communications and High Technologies of the Republic of Azerbaijan (ASMA), announced a pioneering project which enables a condition-based survey approach.

The new partnership is expected to help align Topaz's maintenance strategy with future conditionbased class rules from ABS, moving from a prescriptive survey to condition-based. This venture marks a significant step in Topaz's journey to transform its fleet to a condition-based class model.

The entry of Caspian Voyager, Topaz's largest modern Platform Supply Vessel (PSV) in the Caspian, into the Extended Dry-Docking (EDD) scheme acts as a bridge for this transition.

The programme will extend the

8 Caspian Voyager

vessel's maximum dry-docking period from 5 to 7.5 years, allowing the vessel to undergo In-Water Surveys (IWS), resulting in higher availability and productivity.

Christopher J. Wiernicki, ABS chairman, president and CEO, said: “This solution compliments Topaz's digital efforts in targeting critical areas for repair, prioritising maintenance requirements, and efficient scheduling and using resources to improve availability of their assets, whilst also meeting class and statutory requirements.”

Martin Helweg, COO at Topaz Energy and Marine, added: “This agreement is a milestone in our journey towards digital transformation. At Topaz, we focus relentlessly on ensuring the quality and safety of our operations.

J-ENG TO INVESTIGATE FUELS Japanese engine designer Japan Engine Corporation (J-ENG) announced plans to carry out research and development of the combustion of hydrogen and ammonia as fuel in collaboration with Japan's National Maritime Research Institute.

J-ENG identified the “combustion of carbon-free fuel” as one of the solutions for decarbonization. J-ENG noted that hydrogen energy s a promising energy carrier for achieving a decarbonized society, and various studies are being conducted about the use of liquefied hydrogen and ammonia.

The National Maritime Research Institute has been investigating the use of hydrogen and ammonia fuel as a potential means of

reducing greenhouse gas emissions. This includes conducting research into the use of hydrogen and ammonia as a fuel for a gas engine, which has been carried out on the institute's 1985-vintage 3 cylinder 230mm bore test engine.

NMRI's current research into hydrogen and ammonia as fuel was included in a presentation to NMRI's conference in Tokyo in May. This included operational experience of using hydrogen in a 155mm bore Yanmar AYG20L-SE gas-fuelled engine, as well as experience with co-firing ammonia at concentrations of up to 20% in an IC engine, and experiments with a catalyst to reduce ammonia-derived NOx in the engine exhaust.

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NEWS REVIEW

BABCOCK RECEIVES LR AIP FOR ECOETHN SOLUTION 8 LR presented AiP to Babcock for its ecoETHN® solution at Gastech 2019 in Houston, Texas on Wednesday 17 September

Photo: LR

(of up to 2.0 mol%) in the ethane cargo. The reception terminal will receive cargoes with a lower methane content, enabling them to produce a higher quality ethane for suppliers.

Andrew McKeran, LR's Commercial Director, Marine & Offshore, awarding the AiP said: “ecoETHN® is a first for the industry and we're incredibly proud to issue an AiP to Babcock LGE for their design. ecoETHN® offers clear benefits to a variety of stakeholders, from power saving within the reliquefaction plant for owners, liquefaction terminals reducing costs by producing a higher content of methane in ethane, to terminals which can produce a high-quality

ethane for their suppliers. ecoETHN® also offers a greener alternative by preventing venting occurring into the atmosphere,

reinforcing LR's commitment to shipping's transition to decarbonisation.

We see this a great step in ethane's journey as a marine fuel.”

DNV GL GIVES DAEWOO AIP FOR ETHYLENE TANKS DNV GL has presented South Korea's Daewoo Shipbuilding & Marine Engineering (DSME) with Approval in Principle (AiP) certificates for two new 98,000 cubic metre ethylene carrier cargo tank designs.

The AiPs were granted for two type-B prismatic cargo tank designs, one made of high

manganese steel, the other constructed with 5% nickel steel. During the review DNV GL experts assessed the cargo containment systems, machinery spaces and accommodation arrangements, as well as the hull girder strength and local scantling amidships.

Onboard lifesaving and firefighting systems were also part of the assessment. It was found that the general concepts of both tank designs comply with the DNV GL rules for the classification of ships and that they are in accordance with SOLAS and the IGC Code (2016 edition).

“Increasing oil and gas production from shale deposits is making more ethylene available across the globe, and an increasing number of ship operators are interested in the gas as a cargo for gas carriers,” said Johan Petter Tutturen.

“DSME's innovative designs will give the industry new options as it looks to expand this market,” he added.

Photo: DNV GL

Classification society Lloyd's Register (LR) awarded Approval in Principle (AiP) to Babcock for its ecoETHN® solution at Gastech 2019 in Houston, Texas on Wednesday 18 September.

Babcock LGE's ecoETHN® solution permits the condensation of ethane BOG in a single step. By integrating the reliquefaction system with the fuel gas supply system, the solution maximises the efficiency of ethane-fuelled vessels, and very large ethane carriers (VLECs) in particular. This is the first time such an application has been developed by the maritime industry.

Babcock's ecoETHN® separates excess methane from within the cargo boil-off gas (BOG) and feeds this into an ethane-fuelled VLEC engine, thereby reusing the incondensable methane gas as fuel. With no venting to the atmosphere, the industry-first design also minimises greenhouse gas emissions and as a result, the reliquefaction plant can optimise the operation whereby the system only condenses ethane boil-off gas.

LR carried out the appraisal of the system ensuring compliance with LR Rules and IGC Regulations, assessing the technical feasibility of the combined solution for the use of an enriched-methane ethane fuel supply system and maintaining cargo tank temperature/pressure control intended for the new generation of innovative VLECs. ecoETHN® helps owners and operators reduce power consumption within the reliquefaction plant by using excess methane as fuel. The system also presents benefits to ethane liquefaction terminals as it allows a higher content of methane

8 Odin Kwon, CTO of DSME (l), receives the AiP certificates from Johan Petter Tutturen, DNV GL - Maritime business director gas carriers

Corvus to market LiC

UECC orders ro-ro

SHI fuel cell AiP

Daihatsu LPG AiP

Corvus Energy is to market a lithium-ion capacitor (LiC) technology that it developed with Kawasaki Heavy Industries (KHI) after agreeing a licensing agreement. Corvus Energy plans to introduce a new product, Blue Marlin, in 2020. LiCs offer improved energy utilisation efficiency with high power density, while offering extended operational life. The product is targeting the offshore segment, where improved efficiency.

United European Car Carriers (UECC) has confirmed an option with China Ship Building Trading and Jiangnan Shipyard Group for a third battery hybrid LNG vessel for UECC’s Atlantic short sea trade.

The new orders will take the UECC dual-fuel LNG fleet to five vessels, which represents more than 50% of the UECC owned fleet. The new battery-hybrid solution will take the Norwegian shipping line beyond the IMO target of 40% reduction in carbon intensity by 2030.

Samsung Heavy Industries (SHI) has received approval in principle (AiP) from DNV GL for Aframax crude oil tankers, which include use fuel cells. The design features solid oxide fuel cells (SOFCs) using LNG as fuel. The design also features primary propulsion engines, fuelled with LNG. This is the first AiP for this type of technology. Bloom Energy has also developed hydrogen-fuelled SOFC technology for the stationary energy market.

ClassNK, has granted AiP to Daihatsu Diesel and Osaka Gas for their development of an LPG Reformer for marine engines. The LPG Reformer converts LPG into synthetic methane gas. By converting LPG into synthetic methane gas prior to fuelling, the risks of knocking can be reduced, resulting in the same operational performance as when using LNG. ClassNK released guidelines outlining safety requirements for LPG in June 2019.

6 | NOVEMBER 2019

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

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NEWS REVIEW

BRIEFS COSCO BWMS TA The US Coastguard awarded type approval to COSCO Shipbuilding Industry Co. for its Blue Ocean Shield (BOS) ballast water management system (BWMS) in September. COSCO becomes the 21st company to receive the USCG certificate. The USCG TA certificate stipulates a hold time of 48 hours for marine and brackish water and 72 hours for fresh water operations. BOS employs an ultraviolet disinfection and filtration system, with a filter size of 50μm.

NYK Line orders PCTC Japan’s NYK Line has placed an order for an LNG-fuelled pure car and truck carrier (PCTC). The 200m-long vessel is scheduled to be delivered in 2020 and will be both the first large LNG-fuelled PCTC to be built in Japan and the world’s largest LNG-fuelled PCTC when it enters service.

Shin Kurushima Toyohashi Shipbuilding Co. Ltd, which previously built Japan’s first post Panamax car carrier, the 7,000 CEU Aries Leader in 2014, will construct the vessel.

ABS D&D deal ABS and Hyundai Heavy Industries agreed to framework for the exchange of digitalisation and decarbonisation (D&D) concepts to apply to present and future designs.

Launched at a ceremony during Gastech, the new framework, the industry's first D&D ecosystem between class, shipyard and ship service company, enables HHI, HGS and ABS to support alternative means of compliance using the newly commissioned ABS Remote Decision Support Center, supported by technology and services from HHI and HGS.

8 | NOVEMBER 2019

AMERICAN ETHANE TO ORDER 17 VLECS Houston-based American Ethane announced plans to order 17 very large ethane carriers at Gastech in Houston on 17 September. The 150,000 cbm capacity VLECs will be ordered from Chinese shipyards Hudong-Zhonghua and Jiangnan, both of which received approval in principle for VLEC designs earlier in 2019.

The vessels are designed for long distance, large scale ethane transportation. The vessels will feature GTT's Mark III membrane containment system, which allows the cargo capacity to be enhanced within the vessel's dimensions, while retaining a limited draft.

The newbuilds will be contracted on the basis of a long-term contract signed between American Ethane and China Merchants Group to supply three Chinese chemicals producers, Nanshan Group, the Ganergy Group and the Yangquan Coal Group, with US shale gas-derived ethane. Cargoes will be delivered to new discharge terminals and gas crackers. Construction

of the facilities has yet to begin.

An export terminal in Beaumont Texas is expected to have a throughput capacity of 7.2 million tonnes/year of ethane once construction is completed.

The first VLEC is expected to be delivered by mid 2021, with the last of the series of vessels expected to be delivered by 2023.

The vessels will be propelled by a single MAN gas-injected, ME-GI two-stroke in its ethane-capable GIE version. The 6G70ME-C9.5 GIE-HP dual-fuel engine is specified at an NCR rating of 19,219kW at 79.4 rpm.

8 American Ethane announced plans to order 17 VLECs at Gastech on 17 September

The vessel also features 4 x auxiliary engines, specified at 1,800 kW, and includes a selective catalyst reduction system to limit NOx emissions.

Ethane fuel is derived from cargo vaporisation (“boil-off”) during the vessel's regular operation, while a further 2.5% of the vessel's cargo is expected to be consumed between the Gulf Coast and eastern China. The vessels will have a range of 12,000 nautical miles.

CONTEST TO FIND BEST 3D PRINTED HULL DESIGN Lloyd's Register (LR) is partnering with Singapore's National Additive Manufacturing Innovation Cluster (NAMIC) to launch a global competition to find the best design idea for a 3D printed rescue boat hull.

This will be the first ever fullscale rescue boat to be delivered by 3D printing and the most innovative design will win S$30,000.

“This is a great competition for any shipbuilder, shipyard, manufacturing company or design business interested in submitting their designs with the possibility of winning a significant amount of money to develop their idea using additive manufacturing techniques,” said Hussain Quraishi, innovation lead at LR’s Digital Innovation Hub in Singapore.

“We're particularly looking for entries which embrace the freedom that additive manufacturing allows to develop new novel hull designs,” he added.

The competition is the first part

of a three-phase project to build and qualify a 3D printed rescue boat hull with autonomous sensors. It is launched by NAMIC in partnership with LR, the Lloyd's Register Foundation, ST Electronics, Autodesk, and AML3D and supported by Singapore's National Research Foundation (NRF) and the Maritime Port Authority of Singapore (MPA).

The winning design will be part of a research exercise with

Nanyang Technological University, Singapore, embedding sensors and integrating autonomous navigation systems provided by ST Electronics.

This incubation and design appraisal phase is expected to last around a year, after which it will be manufactured by AML3D and qualified by LR. 8 LR and NAMIC are partnering to find the best design for a 3D printed rescue boat hull

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

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LEADER BRIEFING

DELETION FOCUS AS SHIP RECYCLING DEADLINES LOOM Robin Townsend of Bureau Veritas's ship recycling consultancy partner, Marprof Environmental, warned that ship owners need to pay careful attention to ship recycling regulations.

The entry into force of the EU Ship Recycling regulations (EU SRR) on 31 December 2018 introduced requirements for vessel owners to prepare and carry an inventory of hazardous materials (IHM) for newbuildings of 500 gt and above, and ensure ships destined for demolition shall have a certified IHM and be sent to one of the recycling facilities in the EU List of approved ship recycling facilities.

Port State Control authorities have already begun to enforce IHM compliance,” Townsend noted. The reach of the EU SRR will be extended on 31 December 2020, when the requirement to carry an up-to-date IHM will be extended to both existing EU-flagged tonnage as well as non-EU flagged ships that will visit EU ports.

Some estimates have put the number of affected vessels as high as 20,000 vessels, or roughly 33% of the global fleet. The effects of the process are likely to lead to an improvement in health and safety standards in the ship recycling industry.

“There is no doubt that with the current attention on environmental standards, increasing attention will be focused on end-of-life recycling practices,” Townsend noted.

IHM The production of the IHM involves the check and sampling of a vessel's materials, components and machinery, including paint. For vessels in operation, documenting the make-up of insulation materials, along with other components, can be a challenge as most onboard materials are not supported by material declarations. “It is worth seeking expert advice rather than sampling everything,” Townsend noted.

While the production of an IHM cannot be rushed, a number of online tools have been launched to simplify the process of keeping it up to date. Bureau Veritas offers an online application, Praxis, that allows crew members and shoreside staff to keep an inventory up-to-date. Online IHM management tools offer particular advantages for ship operators and ship owners who need to manage sampling and risk management processes across a fleet of vessels.

Ship owners and operators who are about to embark on the process of compiling up an IHM should note that a second set of ship recycling regulations, the International Maritime Organization's Hong Kong Convention (HKC), is currently in the process of ratification. This would extend the requirement to draw up an IHM to the entire global fleet. Of the three criteria for ratification (15 member states, 40% of the global fleet, and 3% of combined ship recycling capacity), at least two are likely to be met by the end of 2020, Townsend noted.

“We could see the Hong Kong 8 Bureau Veritas offers an online application, Praxis, that allows crew members and shoreside staff to keep an inventory of hazardous materials up-to-date

10 | NOVEMBER 2019

Convention come into force as soon as the end of 2020,” he added. While the process of producing the IHM is broadly similar for both the EU SRR and HKC, there are differences in terms of the materials covered (the EU SRR lists both PFOS and HBCDD) and control measures. “It is not helpful for the industry to have to handle two sets of standards. Ideally, we would like to see the two different schemes consolidated,” Townsend said.

8 Jim Heath and Robin Townsend of Bureau Veritas's ship recycling consultancy partner, Marprof Environmental

EU LIST OF APPROVED FACILITIES The EU List of approved ship recycling facilities includes 34 facilities, of which nine facilities are located outside the EU, in Norway, Turkey and the United States.

The absence of ship recycling facilities that use intertidal landing, which is used in the main recycling centres in Bangladesh and India, limits the number of recycling centres on the EU List able to handle larger vessel sizes. Following the decision by the Chinese government to restrict imports of scrap and other secondary materials, Chinese shipyards withdrew from the EU List. Consequently, the current EU List is unlikely to have sufficient facilities to satisfy demand for larger size vessel demolitions. “A number of Indian yards are hoping to be included on the list in the next 12 months,” Townsend noted.

The decision about whether or not to include tidal recycling facilities on the EU List is likely to have wide reaching consequences for the value of recycled vessels. Townsend noted that there is a USD300/tonne spread between prices available at EU recycling centres and in Asia, which is likely to have direct implications for the end-of-life value of EU-flagged vessels. “There is a risk that this will create an uneven playing field for shipowners with EU flagged vessels,” Jim Heath, partner at Marprof noted.

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

SHIPYARD REPORT

GERMAN YARDS INVEST FOR HIGH-END MARKETS

Credit: Meyer Werft

Structural change and revitalisation of German shipbuilding is accompanied by technological and environmental strategies to keep the industry ahead of the curve

A jewel in the crown of German and European shipbuilding, Meyer Werft is in the vanguard of the industry's drive for new technological solutions to raise the cruiseship sector's environmental performance. One element of this strategy is increasing provision for cleaner-burning LNG fuel in large, luxury vessel power and propulsion systems.

The practical result of the shipbuilder's R&D endeavours is that three-quarters of the orderbook at the headquarters Papenburg yard, and over 90% of that contracted at its Finnish subsidiary Meyer Turku, is composed of tonnage specified with LNG-capable machinery.

Furthermore, the group's Neptun Werft division in Mecklenburg-Vorpommern has gained considerable knowhow in the fabrication of LNG fuel tanks and in its innovative production of floating engine room units (FERUs), for supply to the shipyards at Papenburg and Turku. The latest FERU machine room modules measure 140m in length by 42m width, and have attained a new level of pre-outfitted complexity with the move to LNG powering.

Ranking as the world's first cruise ship equipped with LNG dual-fuel power plant, based on four German-made MaK engine-driven gensets, the December 2018 service debut of the 184,000gt AIDAnova marked the opening of a new chapter in the sector's evolution. Two-thirds of the funding for the innovation costs incurred by Meyer Werft for the development of the LNG propulsion system for the AIDAnova came from the federal government, and the remaining third was provided under the 'Innovative Shipbuilding to safeguard competitive jobs programme' of the state of Niedersachsen (Lower Saxony).

Meyer Werft's R&D programme is extensive and its commitments have been longstanding as regards both shipand production-related topics, thereby intertwining the quality, operating efficacy and environmental standard of the product with the efficiency and productivity of the means of manufacture and construction. Advances in laser technology

12 | NOVEMBER 2019

8 Saga Cruises’ Spirit of Discovery taking shape in Meyer Werft’s Papenburg building hall

have been widely embraced by German industry as a whole, and Meyer Werft affords a prime example of its application in shipbuilding. The company operates one of the largest laser centres in Europe, whereby the Papenburg site houses six 12kW systems with CO2 lasers to fabricate modules for cruise liners.

To meet the group's rising production of cruiseship tonnage, while better ensuring a competitive cost basis to meet an intensified challenge from China and elsewhere in the future, Meyer has this year formed a joint venture in Lithuania to supply pipe isometrics to all three group yards in Germany and Finland.

The Vilnius-based company formed with metal fabricator Stengel is known as Meyer Stengel Tubes.

By 2022, the group's demand for pipe isometrics is expected to grow by about 60%. Meyer Werft is also investing in new pipe-bending machines at the Papenburg yard, which already possesses one of the most advanced pipe production facilities in Europe.

As a key contributor to German shipbuilding success on export markets, having attained a leading global position in roro and ro-pax technology and construction, Flensburger Schiffbau-Gesellschaft (FSG) is entering a new stage in its long history, having just passed into the 100% control of investment company Tennor Holding.

Contractual performance along with design added-value has long been a strong card of FSG, but problems and delays in building Irish Continental Group's ro-pax W.B.Yeats have damaged that reputation, and culminated in the shipyard reaching a serious financial situation by the start of 2019. This had had a knock-on effect on subsequent production, most evidently expressed in the delayed completion of the LNGfuelled ro-pax newbuild Honfleur, which has missed the entire 2019 summer season with Brittany Ferries.

In February 2019, the shipbuilder's then Norwegian parent, the SIEM Group, sold 76% of the shares in FSG to global investment firm Sapinda Holding, under an agreement

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whereby the latter would inject EUR33 million (US$36.5m) of new equity into the yard. In September, SIEM's remaining 24% stake was acquired by Tennor Holding, formerly Sapinda, founded and headed by German financier Lars Windhorst.

Tennor operates out of offices in London, Amsterdam and Berlin.

SIEM had been involved in FSG since 2014, having taken over the shipyard when it was experiencing liquidity problems. The move ensured the completion of two well intervention vessels which had been contracted by SIEM Offshore against longterm charters. SIEM subsequently booked a series of ro-ro vessels to its own account at Flensburg, the latest delivery having been the 4,076 lane metre-capacity freight carrier Leevsten, handed over at the end of August this year. One further trailership to the same design is on the books for SIEM, and is expected in early 2020.

Leevsten is based on a highly successful class developed by the yard and built in multiple numbers for deployment by Mediterranean and North European operators. The latest ship will be chartered out but husbanded within the parent group, being the first ro-ro placed with Gdynia-based SIEM Ship Management, which provides technical management and manning for dedicated reefership and pure car/truck carrier (PCTC) tonnage.

Besides Brittany Ferries' Honfleur, now at an advanced stage of outfitting, plus the sister to Leevsten, the backlog at the Flensburg yard comprises another newbuild for Irish Continental Group, destined to be the world's largest ro-pax as regards lane-metre capacity (5,615 lane-m), plus two ro-pax ferries specified with dual-fuel electric propulsion for Bass Strait operator TT Line Tasmania.

SIEM Industries' Annual Report for 2018, published in June 2019, showed that FSG incurred a net loss of EUR111 million (US$122.8m) last year. The Norwegian group, with interests in oil and gas, renewable energy, ocean transportation of vehicles and refrigerated cargoes, and potash mining, stated that “The non-core shipbuilding activities of FSG was affected by management issues, lack of performance by subcontractors to the shipyard, and absence of building financing available to the German shipyard.”

Meanwhile, a star is rising in the east. In MecklenburgVorpommern, MV Werften has been able to consolidate its development plans as a result of an international consortium led by KfW IPEX-Bank having put together a financing package amounting to EUR2.6 billion (US$2.86m) for two exceptionally large cruise ships. The transaction relates to two Global-class newbuilds contracted by Genting Hong Kong, and followed confirmation of export credit and shipbuilding guarantees by the federal government and the state.

MV Werften was formed in 2016 by the Genting Group of Malaysia as the entity for the acquired shipyards in RostockWarnemuende, Wismar and Stralsund. Genting's total expenditure to date, including the costs of purchasing the yards, start-up losses and the subsequent heavy investment in the refurbishment and modernisation of the facilities, is understood to have reached EUR840 million (US$925m). “Due to the lack of cruiseship construction sites, we deliberately chose to invest in MV Werften to get ships in time for our three cruise lines,” said Tan Sri Lim, chairman and chief executive officer of Genting Hong Kong. Proven product quality on the part of the yards involved, resident craft skills, and the extensive network of experienced suppliers and subcontractors, strongly influenced the decision to set up in Germany.

The German affiliate is accordingly tasked with supplying tonnage for the Genting brands Star Cruises, Dream Cruises, and Crystal Cruises, against the backcloth of the expansion of the Asian cruise market. The initial output is to encompass three

Credit: FSG

SHIPYARD REPORT

8 Production of high-capacity ro-ro tonnage has been consistent at the Flensburg shipyard

Endeavor-class expedition-type cruise ships of 200-passenger capacity plus two Global-class vessels, each offering a lowerberth capacity for 5,000 passengers. Subsequent production is to include an 800-passenger series, designated the Diamond type.

Almost exactly 12 months on from the keel laying of the first of the Global duo, the Rostock-Warnemuende yard cut steel for the sister vessel on September 10 this year, with a view to keel laying in December. Deliveries into the Dream Cruises' operation are anticipated in early 2021 and 2022, respectively.

Genting Hong Kong recently announced the sale of 35% of its Dream Cruises business to TPG Darting. The rationale for the disposal is to strengthen the group's balance sheet and ability to continue to expand its cruise fleet.

The Global-class programme optimises across-the-board capabilities of MV Werften. In the case of the second vessel of the 342m x 46m design, up to 30 large sections will be fabricated at the Stralsund yard, for transfer to the main production at Warnemuende, with final newbuild completion at Wismar.

A new construction hall has been established at the RostockWarnemunde yard, housing state-of-the-art, automated laser-hybrid, thin steel welding line for block production, plus an outfitting line. Genting has also opened a factory in Wismar dedicated to the production of cabin modules. A 125m-high crane, purchased specifically for the Global newbuilds, is being installed at the Wismar outfitting quay.

MV Werften is ploughing more than EUR100 million (US$110m) into the new shipbuilding hall complex at Warnemuende, encompassing panel production, section fabrication and pre-outfitting, and profile manufacturing.

Mecklenburg-Vorpommern state and the federal government have together granted EUR 6 million (US$6.6m) in support funding for the advanced facilities.

The wider industry's orientation to higher added-value production streams is encapsulated by the wealth of smaller yards engaged in bespoke projects for civilian and agency customers, and by the various specialists in surface warships and submarines.

Naval shipbuilder thyssenkrupp Marine Systems has added a new string to its bow by obtaining manufacturer approval from DNV GL for the production of 3D printed parts for maritime applications. The certification covers austenitic stainless steel parts. The company also recently unveiled its fourth-generation fuel cell system for submarines, building on experience gained from 38 FC systems contracted to date with seven customer navies.

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

NOVEMBER 2019 | 13

TWO-STROKE ENGINES

MAN TO DEBUT LOW-PRESSURE DUAL-FUEL MODELS MAN Energy Solutions plans to launch its ME-GA low-pressure generation with five- and six-cylinder models in the 700mm-bore size, writes David Tinsley Developed in co-operation with licensee Hyundai Heavy Industries Engine & Machinery Division (HHI-EMD), the ME-GA engines will produce up to 2,830kW per cylinder and ensure IMO Tier III compliance in gas mode without additional exhaust treatment systems.

Strong interest from the LNG carrier sector in a low-pressure dual-fuel design has been a key motivator for the project. Twinengine LNGCs represent the biggest market segment for ME-GI engines. The ME-GA version obviates the relatively high cost of the fuel gas supply arrangements, including the highpressure compressor for boosting the pressure of boil-off gas to the 300 bar injection pressure needed for the ME-GI engine in LNGC applications.

MAN's move has no doubt also been influenced by Winterthur Gas & Diesel's success with the low-pressure X-DF family in the dual-fuel two-stroke propulsion market.

Designated the G70ME-C10.5-GA, the new engine type will engender nominal maximum continuous outputs of 14,150kW and 16,980kW, respectively, at a crankshaft speed of 78rpm in five- and six-cylinder configurations at the L1 rating point.

FLEXIBILITY AND CHOICE However, the layout diagram in each case provides a high degree of flexibility and choice as to contractually specified maximum continuous power and speed combinations At the L4 SMCR, for instance, per-cylinder output is 1,920kW at 66rpm.

The company has indicated that the first ME-GA engine could be installed in an LNG tanker at the end of 2021. The design will have the same outline and footprint as that of the G70ME-C10.5 engine, which can deliver up to 3,100kW at 78rpm.

The retention of the engine outline and footprint will minimise difficulties for licensee engine manufacturers to deliver the new design. HHI-EMD has assisted in this process,

PRINCIPAL PARTICULARS – MAN G70ME-C10.5-GA engine Type Dual-fuel two-stroke Bore 700mm Stroke 3,256mm Stroke/bore ratio 4.65 Power per cylinder, L1 rating 2,830kW @78rpm Power/cyl, L2 rating 2,260kW @78rpm Power/cyl, L3 rating 2,400kW @66rpm Power/cyl, L4 rating 1,920kW @66rpm Mean effective pressure, L1 rating 17.4 bar Engine versions, cylinder numbers 5, 6 Power range(SMCR), 5cyl model 9,600-14,150kW Power range(SMCR), 6cyl model 11,520-16,980kW

14 | NOVEMBER 2019

The company is adamant that ME-GA will not supplant the high-pressure ME-GI/ME-LGI engines, which is expected to remain as one of the strongpoints of its portfolio. By June this year, 280 sales had been confirmed, and 500,000 operating hours had been logged, for the ME-GI class

8 Brian Østergaard Sørensen, Vice President, Head of R&D within Two-Stroke Business

having identified maintaining engine dimensions constant as one of the selection criteria at the beginning of the project.

Brian Østergaard Sørensen, Vice President, Head of R&D within Two-Stroke Business, told The Motorship in May that development testing on one of MAN's two test engines in Copenhagen was expected to begin in the second half of 2019.

The company is adamant that ME-GA will not supplant the high-pressure ME-GI/ME-LGI engines, which is expected to remain as one of the strongpoints of its portfolio. By June this year, 280 sales had been confirmed, and 500,000 operating hours had been logged, for the ME-GI class.

Commitment to progression of the ME-GI concept was demonstrated in early 2019 by the unveiling of a Mark 2 version.

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

TWO-STROKE ENGINES

WINGD EYES LOWER EMISSIONS IN NEXT-GEN X-DF ENGINES Volkmar Galke, Global Head of Sales discussed technological developments in an interview with The Motorship at Gastech in Houston. Given the entry into force of the International Maritime Organisation's EEDI criteria in the coming years, and the IMO's 2030 and 2050 targets for reductions in greenhouse gas (GHG) emissions from the global fleet, the GHG emission footprint of different vessels and their respective engines have never been more topical.

Amid the competing claims of different alternative fuels and prospective solutions, liquefied natural gas (LNG) remains the only alternative fuel that offers scalable supply, a developing supply infrastructure and mature technology that has an extensive operating record.

“Since the launch of the X-DF engine series in 2013, our engines have accumulated over 280,000 running hours, with 265 engines in operation and/or on order,” Galke said.

Given the likelihood of further regulatory attention on GHG emissions, it is unsurprising that methane emissions from its low-pressure dual-fuel Otto cycle engines had attracted attention from potential buyers. Some of the coverage was inaccurate or based on outdated data sets, but WinGD had devoted significant attention to reducing methane emissions from its engines.

“If you compare our engines with four-stroke LP Otto cycle engines, we emit about 50% fewer methane emissions,” Galke noted..

However, WinGD was close to announcing the introduction of a new refinement to its X-DF engines that would significantly reduce methane emissions.

STEP CHANGE IN METHANE EMISSIONS WinGD developed technologies that influence the combustion process within an X-DF engine. The technologies have been successfully tested on WinGD's lab engines at its test centres.

Galke added the technologies were also expected to make a modest contribution towards improved fuel efficiency for any engines so equipped.

“We expect to see an operational reduction in methane emissions of at least 40% compared with the current generation of X-DF engines,” Galke said.

As X-DF engines' SOx and NOx emissions are 99% and 90% lower than diesel engines, and GHG emissions are around 15% lower than diesel engines, they already represent the lowest possible impact engine choice at the moment.

“LNG clearly represents the most environmentally secure solution currently available for the industry,” Galke said.

Factoring in the impact of the new solution would extend the overall GHG emissions benefit of applying X-DF instead of diesel engines to around 20%, Galke said.

NEXT GENERATION X-DF ENGINE WinGD is currently working on the further development of its X-DF concept (X-DF2.0). Prototype technologies have successfully been tested on the engine designer's test beds and are due to be fitted aboard a gas-fuelled vessel by early 2020.

16 | NOVEMBER 2019

Credit: WinGD

Winterthur-based engine designer WinGD is aiming to reduce methane emissions by over 40% thanks to a new development in its next generation of X-DF engines.

8 WinGD is currently working on X-DF2.0, a further development of its X-DF design (X40DF pictured).

Prototype technologies are due to be fitted aboard a gas-fuelled vessel by early 2020.

The initial results from the first running hours of the above mentioned LNG fuelled vessel should be available later in 2020.

The new GHG reducing technology is likely to be market ready in 2021 As the GHG reducing technology only increases the footprint of an engine modestly, it may also be suitable for retrofit to existing X-DF engines. The possibility of offering the device for retrofit is being seriously considered, Galke said.

QUENCHING AS KEY PHENOMENON Galke would not disclose more technical details of how the technology will operate, but noted it built on WinGD's recent focus in reducing methane emissions, which has included combustion chamber optimisation, more sophisticated engine tuning measures, pre-chamber ignition optimisation and other developments.

Much of this is based on the analysis of the phenomena contributing to methane emissions from DF engines, which was discussed during a presentation by WinGD's German Weisser at the CIMAC Congress in Vancouver earlier this year.

The most significant sources of unburnt hydrocarbons are associated with quenching of the flame on combustion chamber surfaces, and the quenching impact of crevices within the combustion chamber.

He highlighted the effect of the particular gas admission concept of X-DF engines, which results in two layers of air separating the fuel gas mixture from the exhaust valve and cylinder head, and from the piston surface respectively.

In consequence, engine bore size also plays a role in emissions of unburnt hydrocarbons such as methane, as larger engines are associated with lower fractions of the fuel gas mixture in the quenching layer, and GHG emissions are reduced accordingly.

Weisser shared WinGD's plans to introduce a technology to significantly lower methane emissions from X-DF engines during the presentation.

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

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TWO-STROKE ENGINES

MAPPING THE FUTURE: ADVANCES IN CAMERA TECHNOLOGY Technological progress in the digital imaging industry is creating opportunities in areas such as ship inspections, writes Samantha Fisk The use of drones as a remote inspection technique (RIT) has increased since class society DNV GL first began using camera-equipped drones in surveys in 2016.

The use of drones as an alternative to close-up surveys is permitted under both DNV GL rules and IACS Unified Requirements, and offers reductions in survey time and costs, and improvements in terms of the safety of surveyors. However, there have been some limitations on the scope of inspections using this advanced technology.

DNV GL has launched its own drone for carrying out onboard surveys. ADRASSO (autonomous drone-based surveys of ships in operation), as the drone has been named, has been developed to help minimise the risks of carrying out onboard inspections, and to extend the capacity of drone-based ship inspections.

The drone uses hyperspectral imaging technology, which has been used in other industries for some time, but is now being applied in the marine industry. Hyperspectral images pick up on more colours than normal vision, where we see light in the three-colour spectrum of red, green and blue. As a result, it can give a more detailed and in-depth picture.

Currently, the drone is still under development with further work being carried out in the area of data collection. But, Øyvind Smogeli, programme director digital assurance, DNV GL explains that this technology will be able to assist surveyors when carrying out surveys, especially when looking for cracks and fatigue lines in the tank.

The drone will be able to give a surveyor a clearer and more detailed view of what they are looking at, without having to go into the location themselves. A further advantage is that the imaging will be able to detect any rust under the tank coating that the human eye may not be able to see. The camera has been developed by Norsk Electro Optikk and weighs 30kg.

Another company that is also developing camera surveying technology for the industry is Blueye Robotics. The little 'ROV in a box' has been used to explore the deep depths of the ocean and in recent developments is now partnering with Inchcape Shipping for marine inspection and surveying of its vessels in ports.

The Blueye ROV (remotely operated vehicle) was developed to be as user friendly as possible, with a steering pad styled on

8 Over 600 units of the Blueye Pioneer ROV (pictured) have been sold.

18 | NOVEMBER 2019

a 'gaming' control console and to be able to carry out marine inspections at a reduced cost. Just over 600 units of the Blueye Pioneer have now been sold to the market and being used for various purposes around the world.

Erik Dyrkoren, ceo, Blueye highlighted the savings that can be made with the ROV with a recent project on a Maersk drill rig. He notes that where instead of calling on oceaneering and paying €100,000 a day, a company can purchase a Blueye Pioneer for €10,000 to carry out the survey. “That is the type of cost savings we can see in that industry. Adopting is always slow due to regulations and demands on the technology being bought in that industry, but it's happening.”

The ROV measures 485x257x354mm and weighs 8.6kg. It is fitted with 4 x 350w thrusters to manoeuvre it and also a tether to upload the images back on the surface.

Another Norwegian digital technology company is seeking to apply camera and drone technology to as the aquaculture, marine and oil and gas sectors. Ecotone is one of the companies that has launched its pioneering hyperspectral imaging camera, initially for the inspection of salmon lice, but as CEO, Oddbjørn Rødsten explains there are further applications which the camera can be used for, such as pipeline inspection and mineral mining.

“We are working with different survey companies, but the most interest we are getting now is the seabed mapper”, says Rødsten, “What is coming is more inspection of subsea installations because the amount of subsea installations are increasing and the information that you can get through hyperspectral cameras you cannot get from other cameras.”

Ecotone notes for seabed mapping the technology will enable more detailed mapping of habitats and sediments of the sea floor and give a better overall view of the area.

8 Ecotone’s pioneering hyperspectral imaging camera has potential applications in underwater pipeline inspection and mineral mining, as well as more detailed mapping of the sea floor.

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

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LNG & ALTERNATIVE FUELS

MAJOR LNG CARRIER ORDER FOR ZVEZDA SHIPYARD A joint venture between Novatek and Sovcomflot will oversee order and operation of a new fleet of ice class LNG carriers, writes Eugene Gerden The independent gas producer Novatek announced plans to form a joint venture with Sovcomflot to manage the construction and operation of Arctic ice-class LNG carriers on 5 September 2019.

As part of the announcement, up to 17 next generation dualfuel Arc7 LNG carriers are to constructed at the Zvezda shipyard in the Russian Far East. The new LNG carriers are expected to operate along the Northern Sea Route (NSR) throughout the year.

Zvezda Shipyard announced that it was selecting Samsung Heavy Industries (SHI) as its partner for the construction of ice class LNG carriers thanks to SHI's experience of constructing LNG carriers, and its technological expertise.

UPDATED LNGC DESIGN SHI will cooperate with Zvezda in the design of the updated Arc7 ice-class LNG carriers. Part of the focus will be on optimising the vessel's hull design in order to improve performance in winter ice along the Northern Sea Route.

The previous generation of LNG carriers featured a moderate ice bow and a heavily reinforced structure and icebreaking profile aft. The design is expected to retain the podded electric propulsion system comprising three, 360degree steerable Azipod units delivering a combined, maximum 45MW power used in the previous design.

Part of the focus will be on optimising the vessel's hull design in order to improve performance in winter ice along the Northern Sea Route The previous generation of dual-fuel LNG carriers used Wartsila's dual-fuel 50DF engines. The plant has to cope with the dramatic variations in engine load entailed in ice-forcing and manoeuvring in high-Arctic conditions.

The new design is expected to be able to crush ice up to 2.1m thick, improving its icebreaking capabilities compared with the previous generation of ice class carriers.

The first ship is scheduled for delivery by the end of 2022, while its sea testing should be completed no later than April 2023.

Meanwhile, SHI also announced plans to cooperate with Zvezda in the construction of shuttle tankers. The Korean company has won over 40% of global orders for shuttle tankers, and has expressed its willingness to enter the Russian market.

NORTHERN SEA ROUTE The NSR is a 2,150 nautical mile shipping corridor along Russia's northern coastline, through the waters of the Arctic Ocean, comprising the Barents, Kara, Laptev, East Siberian, Chukotsk and Bering Seas.

It is the shortest maritime route between the ports of Europe

20 | NOVEMBER 2019

and the Far East, and links the mouths of Siberian rivers into a single transport system.

The vessels are expected to make shipments to Asia by voyaging eastbound from the Gulf of Ob along the NSR and out into the Pacific via the Bering Sea, resulting in substantially reduced delivery times, as well as savings in fuel consumption and lower emissions per cargo tonne.

SUB-CONTRACTING The Russian government has previously emphasised a determination to localise the production of LNG carriers, but domestic shipyards currently lack experience of building of such vessels.

The agreement to collaborate with SHI means that Zvezda is likely to be focused on the construction of hulls, steering columns as well as other less technically challenging equipment and machinery during the first of years of the project.

Nuno Kim, Chief Engineer of South Korea's DSME, noted that the localisation of the first LNG carriers assembled in Zvezda was almost 10%, while this had risen to 30% with the second vessel. The slow pace of localisation has been criticised by Russian analysts, who are sceptical about the degree to which localisation at Zvezda will benefit the shipyard and the entire

8 The next generation dual-fuel LNG carriers will be able to sail along the Northern Sea Route eastward for 12 months per year, exceeding the six month capacity of Christophe de Margerie (pictured)

8 Sergey Frank, President and CEO of Sovcomflot, and Leonid Mikhelson, Chairman of the Management Board of Novatek, sign a joint venture agreement in September

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

LNG & ALTERNATIVE FUELS

wider Russian shipbuilding industry.

The opportunity to mitigate the risk of spiralling construction costs and project overruns at Zvezda is one of the advantages of developing closer cooperation with some leading South Korean shipyards.

Some analysts of the Russian Ministry of Industry and Trade believe building such ships “from scratch� at Zvezda will be significantly more costly than their building in South Korean and other Asian shipyards at least during the next 2-3 years.

According to Russian Ministry of Industry and Trade assessments, the cost of building an LNG carrier at Zvezda is estimated at the average of about USD390 million per ship.

This compares with the cost of construction of the same ships at South Korean shipyards, which is estimated at about US$324-330 million.

The Russian government regards this project as strategically important for Russia's civil shipbuilding industry and has committed itself to subsidising the cost of building LNG carriers at Zvezda. Igor Sechin, head of Rosneft, recently said that an estimated RUB 200 billion (US$3 billion) had been invested in the building of Zvezda shipyard.

Zvezda is hoping to receive RUB 53.5 billion (US$900 million) of subsidies from the Russian state during the period of 2020-2023.

The allocated state subsidies are expected to cover about 30% of the cost of the newbuilding, which will reduce their final cost to close to the level of LNG carriers built at South Korean shipyards.

OPPORTUNITIES In addition to LNG carriers for Novatek, Zvezda has already collected a portfolio of 37 orders, including 26 ships, ordered by Rosneft itself.

Zvezda already received a contract from Sovcomflot to construct three MR-class 51,000 dwt product carriers in January, while Novatek expects to order at least three product carrier vessels at a cost of about US$325 million each.

The product carriers are expected to handle the condensate export traffic from the Arctic LNG 2 project.

Condensate is a mixture of light hydrocarbon oils present in the raw natural gas field and is separated off before the gas liquefaction process.

It is used to produce fuels and as a feedstock in the petro-chemical

industry. Previous ice class product carriers for Russian LNG projects have been constructed in foreign shipyards. Russian analysts conclude that Sovcomflot and Russian natural gas producer Gazprom are both likely to be interested in building LNG carriers at Russian shipyards if LNG tankers can be successfully delivered from Zvezda.

8 Zvezda shipyard is hoping to receive RUB 53.5 billion (US$900 million) of subsidies from the Russian state during the period of 2020-2023

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LNG & ALTERNATIVE FUELS

AMMONIA COULD BE THE ANSWER TO HYDROGEN CHALLENGE Surprisingly, ammonia's volumetric energy density is higher than liquefied hydrogen, says Grzegorz Pawelec of Hydrogen Europe: at 3.5kWh of energy per litre it takes up less space than LH2, working out at three times the volume of MGO. Admittedly, there's a trade-off in energy lost to processing, but the benefits are arguably greater than the losses: ammonia poses a lower fire risk as it has a narrower flammability range and higher ignition temperature than hydrogen. Alongside this, it's far, far easier to handle: it only requires 10 bar pressure or low-level refrigeration (below -33C) to keep it liquid.

Further, it's already widely used in everything from fertilisers to plastics and pharmaceuticals.

However, utilising ammonia pushes the best-known Permeable Membrane (PEM) cells out of the development loop. These have benefitted from a great deal of automotive innovation and are fast on load uptake, but PEM cells are particularly susceptible to poisoning, demanding a completely pure hydrogen feed. “The problem is that even after cracking ammonia onboard to return the hydrogen, you have traces of it left in the H2,” says Pawelec, necessitating a purification unit. Beside the space, this extra process means that operating PEMFCs on ammonia becomes “energy prohibitive” says Gennadi Finkelshtain.

An ammonia future therefore demands a fundamental change in approach, and the answer may be to switch the underpinning chemistry. Utilising an alkaline, liquid electrolyte rather than a solid acid medium has major advantages: ion transport - the main driver of the process – is more efficient and excess heat is likewise better shifted away from the electrodes. Further, anodic and cathodic reactions require lower activation energy, allowing the use of non-noble metal catalysts which in turn brings down costs.

Moreover, Finkelshtain explains that alkaline fuel cells (AFCs) have a big advantage: they are capable of handling the mixture of hydrogen, nitrogen and those trace amounts of ammonia that result from cracking the NH3, without requiring further purification procedures.

However, the most important point is that pairing it with a simple, low-pressure, liquefied ammonia cylinder gives you everything you need for an independent, off-grid energy source making it potentially interesting for future maritime development. While current offerings yield around 5kW per unit, Finkelshtain underlines that all it would take to scale it up and reduce the footprint for an onboard application is “the right partners”.

There are other fuel cell applications that could make use of

Installing fuel cells usually means you're removing an engine, so you're down on a heat source.

But you can use the 250°C output to help generate hot water and steam for the boilers

22 | NOVEMBER 2019

Photo: Ben Ostrowsky

The maritime industry is searching for a way to allow H2 to be turned into a more easily storable, transportable form of fuel. Ammonia could be the answer, writes Stevie Knight

ammonia: “Cruise ships can be like a floating town for a thousand or more people, with a power requirement reaching up to 50MW,” says Olivier Bucheli of SOLIDpower.

The solution here could well be solid oxide fuel cells (SOFC), which are robust enough to cope with less-than-pure hydrogen.

At 700°C these run hotter than most other varieties but don't require an external cracker, the heat can be used to separate the ammonia into hydrogen and nitrogen either inside, or in a close-coupled area just outside the casing.

More, the excess thermal energy can be utilised by standard waste heat recovery systems, and it may assist transition to cleaner ships. “Installing fuel cells usually means you're removing an engine, so you're down on a heat source. But you can use the 250°C output to help generate hot water and steam for the boilers,” says Bucheli.

There are some operational points to consider that make this particular technology suitable for larger ships. Unlike the more common PEM cells which can respond in a few seconds, starting up an SOFC installation from cold takes time, around eight hours in all. However, it can 'hot ramp' up or down, he explains: “Once going, SOFC's can move from 50% load to full load in only 15 minutes.” So, if there's a fairly constant baseline draw, as there will be on a cruise ship, “you just let it run”.

While SOLIDpower is putting together a 60kW containerised unit, a more integrated solution has distinct advantages.

Fuel cells don't need the same kind of space around them as combustion engines, so they can be stacked together... or separated. “As a result, you can move away from one or two large engine rooms to five or more different zones,” says Bucheli. Not only does this give the designers a chance to reclaim some of the void areas around the ship but clever positioning could cut down the distance between source and

8 Ammonia is the third-most transported chemical globally

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

LNG & ALTERNATIVE FUELS

consumer. “There's less copper and lower resistance, so there are fewer losses,” he explains, similar efficiencies likewise applying to heat transport.

hydrogen through standard fuel cell and burning it, the advantage is somewhat lower for larger, long distance vessels “just because the big, marine two-stroke engines are very efficient as they are”. However, Pratt points out, “there are more reasons behind technology choice than efficiency alone”, adding that as people are now actively searching for low or zero emission solutions, this element is steadily rising up the agenda.

BACKUP Redundancy requirements alter the picture even further.

Firstly, a fuel cell's behaviour is almost the inverse of a combustion engine, as it is better utilised at part loads - this can be as low as 25%. It's only when a fuel cell reaches around 70% to 80% of its capacity that its efficiency really starts tailing away.

Therefore, a certain level of redundancy will result from the installation being tailored for these lower loads, leaving a lot of overhead room for greater demand: unlike gensets, most peaks probably won't require switching on another unit.

Secondly, because they are modular in essence “you can lose one block out of five from a fuel cell stack, and the others will still work” Bucheli explains.

Still, he believes that the most advanced applications will, like GenCell's offering, see a pairing of fuel cells and batteries to cover “the few minutes” left by the fairly slow FC response, rather than relying on gensets. It's a sensible solution for a greening cruise industry: if there's some notice given on a cold start, the energy storage can be sized to cover a relatively limited periodic draw.

There are considerations but according to a paper by Nick Ash and Tim Scarbrough of Ricardo Energy & Environment, the outlines for ammonia as a fuel already exist: they say that as bulk ammonia transport vessels (usually liquefied petroleum gas-carriers) are designed according to the requirements of the 2014 IGC Code, only “minor adjustments would be required to equip vessels to operate with ammonia as a fuel”.

THE SLOW PATH FOR H2 ADOPTION When it comes to a sensible way to utilise hydrogen, the big issue is not the lack of alternatives, but rather, the number of potential development paths.

It makes it more difficult for any one technology to gain traction. So, as Olivier Bucheli argues, “before we decide on the silver bullet... we should let the market develop further”.

There's a lot to recommend taking it slowly, and some are looking toward using hydrogen or hydrogen derivatives in 'old technology applications': MAN, for example, is looking at tweaking existing dual-fuel engines to run on ammonia.

Photo: GenCell Energy

COMBUSTION There are pragmatic reasons for this approach. Firstly, it yields a greater fuel flexibility, and as Joe Pratt of GGZEM explains, while smaller craft see a larger difference between putting

8 Ammonia is the third-most transported chemical globally.

24 | NOVEMBER 2019

NOx MITIGATION Re-enter our old friend green ammonia, giving carbon-sensitive shipping yet another option. Pawelec outlines the sums that owners need to bear in mind: “Standard combustion of MGO equals high energy density, but low overall efficiency – up to 45% but as poor as 30% for low-power units.

Ammonia through an internal combustion engine generally gives you efficiency comparable to MGO but lower energy density... by a factor of 2.8.” However you have to add NOx mitigation as the peak flame temperature is hot enough to fuse the nitrogen and oxygen out of the air in the cylinder.

On the other hand, ammonia run through an SOFC yields the same energy density as burning it, (again, 2.8 times lower than MGO) “but a high efficiency, around 60%”, adds Pawalec.

Simply put, you may need more fuel storage, but you get some way to clean running from burning green-sourced ammonia, though you can go all the way to zero emissions and get far more 'bang-for-your-buck' if you don't actually bang it, but feed a fuel cell instead.

But even if green ammonia does gain adherents, the hydrogen story will have more than strand. That's because even straightforward H2 doesn't always require outsized tanks.

According to Pawelec, “working out what fuel space you need onboard is not a simple case of comparing energy densities, there are more factors to consider”.

Here, route becomes important. Hydrogen Europe's recently-developed calculation tool was used to study the choices facing a fairly typical box feeder operation: the 141m Neuburg's calls take it between Holland, Sweden, Poland, the UK and Spain. It currently utilises a Caterpillar 8,400 BHP (6,260kW) main engine, has 880 m3 HFO tanks, and consumption running to about 36 tonnes a day.

Replicating that with compressed hydrogen at 700 bar increases fuel volume five times, to about 4,700 m3, costing the ship 15% of its payload capacity. Even liquid H2 would result in a 7.2% loss.

But, “you have to ask whether all that fuel is actually needed onboard” says Pawelec. In fact, the vessel's fuel tanks currently allow it approximately 25 days of sailing without bunkering.

Therefore, there's certainly room to play with the operation: “For example, reducing the amount of fuel to a level required for seven days of continuous sailing enables the use of compressed hydrogen for a loss of only 25 TEU, that's 3% of the cargo capacity and just four containers for liquefied hydrogen, under 1% of the cargo.” It comes to even less if using ammonia.

While the fuel has to be available en route and the ship would consequently lose some operational flexibility, he believes the benefits, zero emissions and its tie-in to the market could well outweigh the issues.

If this sounds familiar, it should: “It's exactly the same thing that's happening in the case of LNG,” says Pawelec. “Although LNG has a lower energy density than MGO, the tank sizes don't vary that much. What's happening is the ship owners are deciding to sacrifice some of the excess autonomy in exchange for not having to reduce payload capacity.”

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LNG & ALTERNATIVE FUELS

LNG RETROFITS: WHY BETTER LATERAL THINKING IS NEEDED Peter Morsbach, Director Projects at Høglund Gas Solutions, discusses some of the issues that can arise during LNG retrofits

8 Høglund was awarded a contract

by Bergen Tankers to deliver a cargo handling system (CHS) for the LNG bunker vessel Bergen LNG in 2018

This year saw a landmark in the LNG retrofit world when HapagLloyd announced the retrofit of the 15,000-TEU boxship Sajir, converted to dual-fuel LNG. As one of the largest LNG retrofits, it attracted a great deal of attention, just as another large boxship project, the launch of the first of CMA-CGM's mega boxships, Jacques Saade, did at the end of September.

As these launches indicate, we are certainly living in exciting times for the LNG shipping market, with fuel more widely available and a broader range of vessel types and owners looking to convert to this greener fuel in an effort to meet IMO 2020 guidelines. Some, like Hurtigruten, whose fleet Høglund is retrofitting with fuel gas handling and control systems, are looking even further ahead to sustainable biofuels, one of the most promising pathways to CO2-neutral shipping.

However, the advent of LNG as a fuel source is requiring shipping to rethink its approach to retrofits - just as it is requiring innovative design in the newbuild space. Due to the specific regulatory requirements LNG as fuel brings, it is more important than ever that designers, engineers, automation experts and system integrators are aware of the complexities of one anothers' work and co-ordinate better to meet the high standards of safety and reliability that shipping demands.

OUR PROJECTS Høglund has been involved in some of the most significant recent gas retrofit projects, building on the years of expertise gained in the delivery and operation of automation of gas handling and control systems in the field.

This year, we were awarded a contract by Bergen Tankers to deliver a cargo handling system (CHS) for the LNG bunker vessel Bergen LNG. As part of a long-term charter with Shell Gasnor, the vessel will be the first LNG bunkering vessel to operate in Norway and will be retrofitted from an existing fuel oil bunkering vessel. Bergen LNG will operate in Bergen harbour from Q4 2020 and will serve LNG customers in this area with a focus on the future LNG cruise ships from Hurtigruten

and Havila Coastal Route. Høglund will supply a full package of design and engineering, hardware and automation solutions to ensure safe and efficient operations. The CHS includes an IMO Type C cargo tank, cargo pumps, bunker manifolds, custody transfer system (CTS), and a ship-to-ship transfer system. Høglund's automation experts will also provide cargo control and emergency shutdown (ESD) systems, and ship-toshore/ship-to-ship link systems (SSL).

Last year, we received orders for supplying completely customised and integrated Fuel Gas Supply System (FGSS) solutions including process design and related automation for Hurtigruten's fleet of LNG cruise vessel retrofits. The project also includes mechanical gas engineering and gas tank design, providing Hurtigruten with a unique offering that also includes an overall project management for the delivery and all relevant interfaces on board, plus a 24/7 after-care support.

The project will mark the first time a large passenger vessel has been converted to run on both, LNG and LBG - a fossil-free, renewable gas produced from organic waste. In general, the difficulty of converting an existing passenger vessel and meeting the necessary safety requirements for the placement of fuel gas equipment demands highly specialised design and engineering.

ECONOMICS - TO RETROFIT OR NOT TO RETROFIT? The first question when it comes to retrofit is whether it's worth doing in the first place. Given the complexity of the work involved - particularly if a project requires a new engine - it is often cheaper for an owner to select a newbuild vessel than retrofit an existing one. For this reason, it's uncommon for vessels above a certain size to be considered for retrofit in the first place. The reason that the Hapag-Lloyd vessels are being converted is that they were designed to be LNG-ready. Many other retrofit projects will not provide the same preconditions.

The main type of vessel that qualifies to be considered for retrofit is generally a small or mid-scale vessel that needs to

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

NOVEMBER 2019 | 25

LNG & ALTERNATIVE FUELS

operate in an Emission Control Area (ECA) and has a decent lifetime ahead. The upcoming IMO 2020 Sulphur Regulation will widely increase the number of potential candidates for a conversion.

Another significant factor crucial for a conversion decision is the amount of time that a vessel needs to be out of service for a retrofit. Any temporary off-hire of an existing vessel stands against the overall lead time of a new build. For example, with the Hurtigruten vessels, the priority was that they should be ready and in service quickly and in time to meet the charter requirements - hence the reason why retrofit was chosen. This came at a significant cost in complexity, however, when it came to solve the problem of integrating LNG systems into the wider complexity of a cruise vessel.

NARROWING OF OPTIONS Further complicating the decision is the fact that major equipment suppliers are narrowing the range of options they supply - tending to specialise in only a few tank types or sizes.

This makes it even harder to calculate the feasibility of an LNG conversion.

The root cause of this issue is the complexity inherent in LNG retrofits, as both a technical challenge and new ground for owners, suppliers and regulators. For example, if the owner of a container feeder vessel requires an LNG retrofit, the existing regulations don't outline a single solution. Owners must consider various options, based on operating areas, expected lifecycle, the experience of the suppliers, and what trade-offs they are willing to make when it comes to cargo space. This affects tank type, shape, location, related arrangement of hazardous areas, and overall integration of additional equipment. As owners often lack dedicated expertise in the field of LNG retrofit, it's essential that designers and integrators can provide a study of all available options.

Owners must consider various options, based on operating areas, expected lifecycle, the experience of the suppliers, and what trade-offs they are willing to make when it comes to cargo space This is an area where we in Høglund see our competences in marine gas, automation and power engineering coming together. We see the vessel as a whole and contribute to the identification of the most suitable solution for owners' operational requirements.

STAKEHOLDER MANAGEMENT Once an owner has decided to go ahead with the retrofit, the next, and possibly most important challenge, is to co-ordinate between stakeholders. Critically, in a conversion, the main contract partner is the owner, which means the vessel remains the property of the owner - whereas with a newbuild, it would be the yard. This means that the owner is liable for any costs, or overruns, and absorbs the risks of any delays in the process.

Then, the chosen designer or shipyard are not the same party as the equipment engineering company - which is the case for many of our projects - which adds to the complexity once again.

Late changes to equipment requirements can impact the functioning of a vessel. For instance, ship designers and equipment engineers will need to co-ordinate regarding the impact on the engine cooling system, as gas processes take waste heat from the cooling circuit.

26 | NOVEMBER 2019

Similarly, gas retrofits require designers and engineers to manage new hazardous areas on a ship created by the installation of gas related equipment, which can be simple, or complex depending on the type of vessels and chosen equipment (e.g. gas safe or ESD engines). There is also the need to change the ventilation and air management system and consider insulation requirements to meet the IGF code. This adds measures like coordination of hazardous areas, routing of ventilation ducts and adding additional insulation into the existing ship system.

At the same time, one party provides gas systems, gas piping, etc., and ship designers provide the deck structure and define where piping needs to be routed. This creates the need for interfaces in the project execution that must be defined, such as identifying who is responsible for substructures on the deck in the area of new equipment and so on.

8 Høglund is to supply FGSS solutions for Hurtigruten's fleet of LNG cruise vessel retrofits

IMPORTANCE OF AUTOMATION Another often underserved aspect of retrofits is the automation of the gas systems. Frequently, when multiple suppliers are involved, each system brings with it its own automation system, dramatically increasing the number of automation interfaces.

This subsequently increases the possibility of failures between interfaces, as well as the potential for signals to become diluted and information becoming lost.

In this instance, there is a clear advantage if a supplier can handle both equipment installation and automation, and if the same supplier can automate multiple systems. As an example, the gas control and ship-shore link (SSL) are normally two different systems from two different vendors, where the SSL is usually a standalone system. If the two can be integrated both, this decreases the number of interfaces and creates a completely integrated SSL - a vital communication link that has the potential to prevent the loss of signal communication e.g. during a bunkering process and reliably triggers the emergency shutdown system (ESD) if needed.

MANAGING COMPLEXITY Ultimately, managing a retrofit is not just about supplying equipment, or even ensuring that design is efficient. It requires expertise in managing a vast array of unknowns, bringing together multiple stakeholders, and being conscious of how all systems onboard a vessel interact. Owners frequently don't have this kind of expertise in-house - hence the need for suppliers and integrators to take responsibility for effective co-ordination.

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

TAKING PROVEN TECHNOLOGY TO

Our dual-tier strategy for addressing IMO III takes proven engine technology and adds an advanced aftertreatment which allows SCR to be “paused” when operating in less regulated waters. The system doesn’t require use of low-sulfur fuel and has the most competitive DEF usage in its class. Maximum flexibility, performance and convenience. Minimum fluid usage, maintenance and cost.

Learn how Cummins IMO III solutions are in their own tier at cummins.tech/imo.

©2019 Cummins Inc.

LNG & ALTERNATIVE FUELS

A PURE GAS ENGINE FOR THE MARINE MARKET The technology group Wärtsilä launched the Wärtsilä 31SG pure gas engine for marine market applications at the Gastech 2019 conference in Houston, Texas Based on the Wärtsilä 31 product platform, the diesel version of the engine has been recognised by Guinness World Records as being the world's most efficient 4-stroke gas engine and will possibly pave the way for using alternative fuels such as LPG. “The highly efficient Wärtsilä 31SG moves the industry forward by providing owners and operators with a practical means for lowering costs and enhancing environmental sustainability," said Rasmus Teir, product manager, Wärtsilä Marine.

"The gas-only focus and lean-burn spark ignition technology allows for further optimisation of thermal efficiency, while lowering greenhouse gas emissions and facilitating adaptations for alternative heavier gas fuels, such as LPG," he added.

TECHNICAL DEVELOPMENTS The Wärtsilä 31SG design incorporates the 31 platform's hydraulic valve actuation system, which helps ensure the fuelair ratio in the cylinder is optimised at all times, along with digital control of fuel injection and ignition and real-time closed-loop combustion control.

The development of smart software features like active control of the engine operating point, triggered either by realtime cylinder air-fuel ratio calculation or boost pressure, have improved the engine's dynamic capabilities.

VALVE TIMING The engine makes use of two valve timing strategies in order to improve air availability during fast ramp ups. By modulating the inlet valves before bottom dead centre, the engine can simply reduce temporarily the Miller amount in the loading phase. Such a Variable Inlet valve Closure (VIC) strategy boosts the pressure, but also results in higher compression end temperature, which can increase the risk of auto ignition and knocking at higher temperatures. The Wärtsilä 31SG avoids this risk by applying the VIC strategy at the low and medium load range.

The engine also includes more effective cleaning of the combustion residual gases by increasing valve overlap. This improves the scavenging of the combustion chamber. Wärtsilä has introduced Variable Exhaust valve Closing (VEC) technology to the Wärtsilä 31SG. The valve overlap strategy also lowers the compression end temperature, thanks to the improved scavenging of the hot residual gases.

PRINCIPAL PARTICULARS – Wärtsilä 31SG Spark-ignited gas Cylinder bore (mm) 310 Piston stroke (mm) 430 Speed (rpm) 750 Cylinder output (kW) 530/550 Bmep (bar) 27.1 Cylinders (no) 8, 10, 12, 14, 16 (v-configuration)

28 | NOVEMBER 2019

MARKETS Wartsila intends to initially bring out pure gas gensets by late 2021, and subsequently as main propulsion engines in 2022.

The Wärtsilä 31SG has achieved efficiencies of over 50% in the stationary market, compared with efficiencies of around 40% for simple-cycle gas turbines, which had gained wide adoption in the FRSU market. The proven reliability and operating record of the pure-gas engine in the stationary energy market, and the significant opex savings potential substituting turbines with pure-gas engines, means it is likely to attract interest from the FRSU market.

8 The highly efficient Wärtsilä 31SG pure gas engine is now available for marine applications

INTEREST In addition, the pure-gas engines are likely to attract interest from ship owners in the cruise and ferry segments, which have seen growth in LNG-fuelled vessel purchases.

With five cylinder configurations - 8V, 10V, 12V, 14V and 16V the engines have a mechanical output of 4240 - 8800kW and a cylinder output of 530/550kW. The engine also boasts a specific energy consumption is 7243kj/kWh. COMPARISON WITH DF ENGINES Speaking at Gastech in Houston, Mr Teir noted that a comparison of three W12V31DF engines with three W12V31SG engines produced greenhouse gas savings of 18% for an FRSU, and that similar savings were seen for a RoPax. Combining the three pure gas engines with a battery hybrid configuration produced 22% savings in greenhouse gases as well as 9% saving in operating expenses from a lower fuel consumption and maintenance cost.

8 Rasmus Teir, product manager, Wärtsilä Marine

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

Towards 2020 and beyond

Engage and challenge us totallubmarine.com

LNG & ALTERNATIVE FUELS

RECUPERATION ADVANCE HINTS AT FUEL CELL REVOLUTION The zero-emission Energy Observer vessel offers a glimpse of a fuel cell powered future, writes Nick Savvides A 30.5m long converted catamaran may not seem the likeliest candidate for revolution. But by successfully demonstrating the ability to produce its own hydrogen fuel through energy recuperation using onboard electrolysis, the Energy Observer has demonstrated that zero emission vessels can be developed with current technology, attracting the interest of a major containership operator.

Main power for the vessel comes from electricity generated by a 20kW fuel cell which drives a propeller while the vessel is fitted with a desalination plant and storage for 62kg of compressed hydrogen at 350 bar, that is produced by a proton exchange membrane (PEM) electrolyser, with a capacity to produce up to 4 Nm3/hour of pure hydrogen. Energy storage also comes in the form of two lithium ion battery packs, weighing 1.7 tonnes, totalling 100kW. Electric motors drive the vessel at around 6knots, burning around 5k of hydrogen per day, and the top speed of the vessel is 15 knots, but at 6 knots the vessel operates at its most fuel-efficient speed.

Louis-Noël Viviès, managing director of the project told The Motorship that two sails added recently to the vessel have increased its efficiency, reducing fuel use by 40%.

The project has contributed direct experience of adapting systems to operating in marine environments. The electrolyser's resistance to the saline and humid environment, and service life, were one area of attention, while a number of failures affected the compressor membranes during the initial stages of the project.

The technology has the potential to be scaled up, and is now the subject of a collaboration with French container operator CMA CGM, which is looking at the possibility of using hydrogen power for auxiliary engines for use during port calls, said Viviès.

ZERO EMISSIONS TECHNOLOGY According to Madadh (pronounced Maddy) MacLaine, founder of the Zero Emissions Technology Association, which was established in 2018 to accelerate the transition from fossil fuels, vessels such as Energy Observer will change the way ships are designed.

The technology for zero emissions ships is already available and it could start making a difference immediately, according to MacLaine.

“This is the thing that really gets me. In terms of design, zero emissions ships have been possible for decades. The only thing

Currently the cost of installing a hydrogen system is three to four times higher than a diesel engine, but the total cost for diesel including maintenance and 5,000hours of running, can be cheaper with hydrogen, where the maintenance is just one air filter change per year

30 | NOVEMBER 2019

that is preventing us from making the switch is cost. But that cost can be dealt with through regulation. It's a very simple formula. If we put a price on carbon emissions, the cost of zero emissions technologies and the requisite designs begin to become competitive,” MacLaine added.

Cost estimates for hydrogen produced through electrolysis range from $3.50 to $8.30 per kilogram ($1,170 to $2,770/ tonne of crude oil equivalent), averaging about $5.30 per kilogram ($1,770/tonne crude oil equivalent). This cost estimate includes production, compression, storage and transport, according to an industry study. As a reference, the price of oil at $70 per barrel is approximately $530 per tonne of fuel oil equivalent.

Viviès believes that a price for hydrogen of less that €7/kilo would be competitive with fossil fuels. “Currently the cost of installing a hydrogen system is three to four times higher than a diesel engine, but the total cost for diesel including maintenance and 5,000hours of running, can be cheaper with hydrogen, where the maintenance is just one air filter change per year.”

The cost of “dirty” hydrogen, produced from fossil fuels is almost nothing, said Viviès, but then you produce a lot of carbon, clean hydrogen can be produced at around €4-8/kilo, but if it is produced in a large scale facility that price can be as low as €3/kilo, he added.

Energy Observer will serve as the blueprint for the propulsion system design of a number of projects, including 15 passenger vessels of 70m each carrying up to 90 passengers according to Viviès.

The technology for zero emissions ships is already available and is now being implemented in some cases, but this technology will be scaled up for use in large commercial vessels, including container ships, tankers and bulk carriers within five years, said Viviès. With Energy Observer the silent revolution has already started to make a difference.

8 CMA CGM is following the results of the Energy Observer vessel project

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

LNG & ALTERNATIVE FUELS

LIQUEFIED HYDROGEN CARRIER UNDER CONSTRUCTION The project includes Japan's largest hydrogen distributor, Iwatani Corporation, as well as Shell Japan and J-Power, Marubeni Corporation, and JXTG Nippon Oil & Energy Corporation according to a recent presentation at Gastech 2019 in Houston. The project is being promoted by New Energy and Industrial Technology Development Organization (NEDO) in Japan.

The keel laying ceremony for the 8,000gt LH2 carrier was carried out on 12 June 2019 at KHI's Kobe shipyard, and the vessel is intended to be launched by December 2019. Sea trials are expected to be undertaken in September 2020.

The vessel's systems are expected to undergo rigorous tests in Japan's coastal waters before the vessel makes its first maiden round voyage carrying liquefied hydrogen between Kobe and Hastings.

The construction of the carrier is a significant step towards the development of a liquefied hydrogen demonstration project trial, linking a 250 kg/day hydrogen liquefaction plant at Hastings in Victoria, Australia with the port of Kobe in Japan.

The project is expected to operate between 2021 and 2022.

TECHNICAL ASPECTS The vessel's containment tank is IMO Type C cylindrical tank, constructed from austenitic stainless steel designed to resist the -253 degree C temperature, with a pressure of 0.4MPaG. The tank features a vacuum multi-layer insulation system.

The vessel features a pressure retention system, with a vent line incorporating hydrogen compression and a heater/vaporiser section. The vessel also features a Gas Combustion Unit (GCU).

Double wall piping and valve system combining with a vacuum multi-layer insulation is mostly applied with weld connections to the liquefied and gaseous hydrogen pipes and valves in order to limit mechanical joints as far as possible for the purpose of leak prevention.

A cargo vent mast on the deck permits the discharge of hydrogen in line with operational needs. Hydrogen venting has no adverse environmental impact however is more of a safety consideration Hydrogen vent onboard includes a number of particular features such as constant purging etc.

These technical considerations have led to several changes in the operating practices aboard the vessel compared with LNG carrier operational practices. Monitoring sensors are made available to identify leaks at PRVs and TSVs at an early stage, while the vacuum insulated pipes (VIP) lines are monitored for signs of temperature changes.

Image courtesy of HySTRA

Japanese shipbuilder and engineering conglomerate Kawasaki Heavy Industries (KHI) has begun construction of the world's first liquefied hydrogen (LH2) carrier

The impact of cryogenic operating temperatures and the challenge of ensuring the integrity of seals has also seen innovations in a number of components in the vessel.

Similar attention surrounds the management of the VIP before and after cargo loading and discharge. Project has developed and utilised special marine loading arm and connection to ensure the safe management of hydrogen loading and discharge.

The vessel features a twin-container configuration, while the hull will have both double side shells and a double bottom to minimise risks in the event of grounding or collision. The cargo hold will be covered to protect the containment vessels from external damage and from the open air.

The vessel is also governed by ClassNK's 2017 guidelines based on the Interim Recommendations for Carriage of Liquefied Hydrogen in Bulk in IMO. The guidelines willbe reinforced and revised by the results of the design, construction, and operation of this LH2 Carrier. Several of these additional requirements relate to safety measures around the vessel, owing to the unusual properties of liquefied hydrogen, as well as the challenges posed to conventional fire detection systems by the translucency of hydrogen flames. The risk of hydrogen embrittlement and the need to avoid the formation of liquid nitrogen or liquid oxygen within the system are recognised and managed by means of material selection and appropriate insulation.

SAFETY ASPECTS Hydrogen's small molecular size means preventing leaks is a particular challenge; where emphasis has been on prevention of leaks for example by means of all welded construction, minimisation of flanges and provision to prevent over pressurisation, it's equally important to ensure that any leak is detected quickly. This is achieved by means of effective gas detection.

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

8 The LH2 carrier is being built by KHI as part of a pilot hydrogen energy supply chain project

by CO2-free Hydrogen energy Supply-chain technology Research Association (HySTRA)

PRINCIPAL PARTICULARS - HySTRA Liquefied hydrogen carrier Length overall Breadth Depth Draught Cargo capacity Gross tonnage Power/cyl, L3 rating Power/cyl, L4 rating Propulsion System Class Speed

116.0m 19.0m 10.6m 4.5m 1,250m3 x 1 8,000t 2,400kW @66rpm 1,920kW @66rpm Diesel-Electric Class NK 13 knots

NOVEMBER 2019 | 31

CONDITION MONITORING

A CONDITION MONITORING STRATEGY FOR ENGINES Optimising the performance of engines has been identified as a straightforward method of reducing the greenhouse gas emissions and operational costs of any seagoing vessel Dr Torsten Büssow, Global Head Fleet Performance Management for classification society DNV GL, noted that a potential efficiency saving of up to 190 tonnes of fuel could be achieved by employing engine performance monitoring for an A- and B-class vessel in a case study, Fleet Performance Management, in 2015. Büssow noted at the time that engine performance monitoring offered by far the highest potential for savings, and that it should therefore not be neglected.

Cylinder pressure is the fundamental variable that determines a combustion engine's operating state. Electronic cylinder pressure measuring hand-held devices have replaced the formerly used mechanical engine indicators.

Most cylinder pressure sensors in use on diesel engines have been employed mainly for engine balancing and monitoring.

Larger diesel engines, typically with 6 or more cylinders, are frequently prone to cylinder to cylinder variability requiring periodic re-balancing and frequent adjustments. Some marine diesel engines require periodic balancing as frequently as every month to maintain the nominal engine operating and emission characteristics.

Most cylinder pressure sensors in use on diesel engines have been employed mainly for engine balancing and monitoring. Larger diesel engines, typically with 6 or more cylinders, are frequently prone to cylinder to cylinder variability requiring periodic re-balancing and frequent adjustments Good diesel performance analysers make it possible to precisely determine the cylinder pressure at every cylinder position, the actual injection and ignition timing, as well as other aspects of the combustion process. Based on the results, the injection can be optimised, and fuel consumption reduced.

Furthermore, nearly all wear processes can be monitored, and maintenance planned accordingly. The new innovative TEDS sensors from Kistler Switzerland are used for maximum reliability, making it possible to measure pressures up to 350 bar.

“The actual values of many diesel engines rarely correspond to the original settings from the shop or sea trial, which translates into performance losses,” explains Matthias Winkler, Managing Director of CM Technologies GmbH. “This manifests itself as increased fuel consumption, which increases operating costs. A poorly balanced engine often consumes up to two percent more fuel.”

That is why it makes sense from an economic point of view to regularly check the condition of an engine. “Not only does the pressure curve reveal the specific timing of a diesel engine, it also shows if the desired performance is being provided.

Combined with an Acoustic Emission Sensor also the timing of

32 | NOVEMBER 2019

the injection and combustion process as well as leakages through valves can be revealed. This does not only tell the user that there is a problem like a simple peak pressure meter. It also shows the root course of the problem and provides solutions how to rectify it.” continues Winkler.

Dynamic pressure measurement even makes it possible to detect damages such as blow-by or worn injectors early. With the PREMET X indicator device, which is now available in the third generation, adjustments on the diesel engine can be made while measuring. CM Technologies GmbH, which acquired the PREMET production and brand rights at the end of 2016, has integrated numerous new features.

8 The new PREMET X device has an innovative PiezoSmart pressure sensor that produces reliable results at pressure ranges up to 350 bar

SIMPLE MEASUREMENT WITH EVALUATION OF RESULTS “The new PREMET X has an innovative PiezoSmart pressure sensor that dynamically records the pressure curve over time in the cylinder of an internal combustion engine,” explains Ali Awad, DPA product specialist at CMT. The measurement can be carried out in a few simple steps.

After choosing the engine on the device the user does not need to push any further button on the device. “The operator just needs to connect the Thompson adaptor and open the valve. The device will detect the pressure and start to take the performance data. When ready it tells the user to close the valve and to move to the next cylinder,”, concludes Awad.

The user-friendly touch display allows all measurement results to be read directly from the device and compared with setpoints. This means that, among other things, changes to the engine settings and their effect can be checked without time delay.

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CONDITION MONITORING

The latest PiezoSmart sensor generation is provided by Kistler Switzerland. This new piezoelectric sensor guarantees highest accuracy due to high stability against thermal shock.

Furthermore, to meet the increased demands of modern engine technology, measurements of pressures up to 350 bar are now possible. According to MAN Energy Solutions, the latest generation of medium speed engines will have more than 300 bars at the indicator valve. “Anyone looking for a new device should invest in sensors meeting this requirement.”

Winkler explains.

PROVEN TECHNOLOGY TAKEN ONE STEP FURTHER The new version of the PREMET has been comprehensively upgraded by CM Technologies and equipped with additional features. “While other devices have problems measuring NOx optimized engines, which can have the combustion pressure below the compression pressure, the new PREMET will measure these engines correctly,” continues Winkler.

The renowned ship management company REEDEREI NSB has completed a trial of the new PREMET device. “We were given the opportunity to test the device on one of our vessels,” explained Melanie Blaschke, Head of Vessel Performance Center. “The new PREMET is easy to use and we obtained very conclusive information about the performance of the vessel's main and auxiliary engines.”

One of the big advantages of the new PREMET is the exact measurement of the complete combustion process including length of injection and combustion and possible delay of these parameters. The precise results help to detect worn injection valves in time or to adjust the fuel pump timing. “Especially the new acoustic emission sensor has turned out to be a useful tool to get additional information about the timing of the fuel pump,” Blaschke concluded.

DATA AVAILABLE ANYTIME, ANYWHERE, FOR EVERYBODY While a qualified Chief Engineer will be capable of evaluating the performance data and drawing the right conclusions for themselves, expanding work responsibilities and limited capacity mean time pressures can be an issue. With the new PREMET concept ships are capable to upload data into the PREMET Cloud. File sizes are very small, with a file size of about 150 kb. Once uploaded the data is available for anybody, anytime, anywhere.

The secure cloud restricts access to a company's data to assigned personnel. As an enhanced service, CMT provides an optional evaluation service either for single records on request or automatically for all records uploaded. The service is more than a mere computerized report: an experienced marine

8 Matthias Winkler, managing director of CM Technologies

engineer will evaluate the complex data and return the solution to the ship.

In addition to a cloud solution developed by CMT, there are also connections for DNV GL's ECO Insight Cloud or the TEKOMAR cloud. This makes it possible to compare the performance data of different ships in a fleet, so that problems can be identified faster.

INDEPENDENT TRIAL OF DIFFERENT DIESEL PERFORMANCE DEVICES AVAILABLE “After the launch of the new PREMET devices we wanted to know how effective the new device is and have requested a market analysis” Winkler states. A report has been produced with a team of marine engineers with many years of experience from Sweden, Germany and Bulgaria to help other marine engineers in finding a good tool to perform diesel engine analysis. Readers interested in studying the results of the market research can access it, along with a valuable knowledge base, at www.dieselperformance.eu.

ABOUT CM TECHNOLOGIES CM Technologies GmbH was founded in 2003, and develops, manufactures and sells condition monitoring systems for shipping and industry. As a testing and monitoring technology specialist, the company focuses on monitoring systems for oil, water and fuel, among other things, both for sale and on a subscription basis.

Performance analysers, vibration and complete monitoring solutions complete the portfolio. The company does not stop with selling devices but also offers measuring and evaluation service. Furthermore, it offers training courses to its customers at its main site in Elmshorn, Germany.

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DECK MACHINERY

DECK KIT COULD SOON BE GETTING MUCH SMARTER Different innovation pathways are meshing to give the humble crane not just one, but a number of new identities, writes Stevie Knight. So, the challenge now is to bring it all together - and put it on deck

A familiar, well established technology is going to be given the potential for independent, autonomous running onboard ESL's Haaga and Viikki, a pair of 160m, 25,600dwt bulk carriers. MacGregor's 30t electro-hydraulic K-series bulk cranes and grabs are being transformed by combining a number of independent control modules, explains R&D director Per Strandberg.

Sensors will map the material distribution in each hold, creating a topographic model that determines both how much is left and the best place to dig in. Alongside this, the Auto-grip software resolves one of bulk's biggest inefficiencies - an overloaded bite that has to be released and retaken. Instead, machine learning will adjust the grab's fill to the material, “for example, as the density of the bulk cargo changes as you expose different layers in the hold,” he explains.

Furthermore, each crane pre-calculates the route paths of jib and bucket travel, arriving at the most appropriate hopper or quayside pile via an optimised path. Tabs are kept on the vessel's list and unloading operations to ensure that stability is maintained but, since there will be some vessel movement, a gyro unit will compensate for the motion, keeping the grab steady.

Speed and movement are monitored to mitigate pendulation, but most importantly, there is built-in prevention of clashes between these 30m outreach cranes. “This is a departure from the normal anti-collision or static object avoidance systems,” explains Strandberg. “Instead, the cranes have to communicate with each other about their intention, so if they're both going toward the same hopper to drop a load, one will have to wait until the other is clear.”

This is the first time that these intelligent modules have been tied together onboard a cargo ship to allow fully automated crane operation - and it hasn't exactly been easy.

36 | NOVEMBER 2019

“The underlying technology itself is probably the smallest of the challenges,” says Strandberg. There are a multitude of elements to consider, including sensor resilience “in the very harsh and dirty environment of a dry bulk terminal” he points out. However, the most important element has concerned safety. MacGregor's system relies on welldefined, sensor-protected no-go zones, so operations will only start if the area is entirely clear of personnel and cease if someone enters.

But, he points out, this has to apply not just to the vessel's deck, but also to a variety of dock areas “so although pilot ships are sailing, at the moment these cranes are being manually driven as we are still in the testing phase”.

8 ESL’s new Haaga, which with its sister Viikki, will be trialling MacGregor’s Autonomous Discharging Crane system

We may see automatic unloading of large containerships to feeder vessels, which would open up smaller, more local harbours There are future developments with promise, says Strandberg “We can already operate these cranes from the bridge, so it makes sense to allow them to be controlled from the pier as well,” he explains. Further, he adds: “Since we have the ability to unload directly onto the quay, loading seems to be the next, most obvious step.” However, he remarks this will take development “as recognising a bulk pile on the pier is harder than recognising a hatch”.

But he sees other possibilities on the horizon - given the right economic drivers and a few technology tweaks: “We may see automatic unloading of large containerships to feeder vessels, which would open up smaller, more local harbours. Or it could work the other way round, with loaded barges coming out from

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DECK MACHINERY

a mining area and uploading onto a big capesize ship. That for certain will be a future market.”

Interestingly, many of the different elements that comprise MacGregor's control systems were initially developed for shore-side applications. So, what's likely to be pulled onboard next?

There are some clues. iSAM is a process automation provider, and has itself developed autonomous bulk ship unloaders for the ports of Hamburg and Rotterdam.

These sophisticated machines have a number of parameters to calculate: again, they use sensors to map the edges of the hatches and the bulk inside, but there's an extra layer of difficulty: the grabs need to reach into the furthest reaches of the hold while at the same time, compensating for the differences in motion between quayside and ship movement, explains Bernd Mann of iSAM.

The big game changer will be massproduced solid-state LiDAR. This will give you high resolution imaging with update frequencies above 20Hz Augmented GPS and a 3D LiDAR unit linked with a PC updates the position ten times a second to give the equipment the necessary real-time response.

So, could it benefit ships with a different type of cargo - one that can't be dropped?

Potentially, says Mann. The capability could be turned on its head to provide the basis for very flexible onboard unloading systems: “From a technical point of view, it doesn't matter whether the crane is mounted on the quay or ship, it's still all about the relative movement.”

While he underlines that at the moment the costs of the LiDAR sensors are prohibitive for general uptake, he predicts the price will eventually come down - and capability will skyrocket.

“The big game changer will be mass-produced solid-state LiDAR. This will give you high resolution imaging with update frequencies above 20Hz. While at the moment we can get that kind of capability for around US$150,000, I think this

Photo: pxhere.com

development will see the sensor price brought down by a factor of ten or more - and maybe we will see unit costs of a few thousand dollars,” says Mann. He adds: “Everyone is trying to get into the lead: I think it's not an overstatement to say the first to arrive will be heading up a billion dollar corporation.”

8 Hooked on development. Deck kit stands to get much smarter

8 MacGregor’s established, 30t electro-hydraulic K-series bulk cranes

THIS IN TURN WILL OPEN OTHER DOORS. For example, breakbulk is the stuff of construction projects, but developing locations are often still in the initial stages of building up transport capacity. As 'last mile' costs usually dwarf those of other cargo types, it makes sense to charter vessels that can get as close to the site as possible. While out-of-gauge parcels will need specialist handling, this is usually outweighed by more repetitive breakbulk - pipe and wire bobbins, crated steel and a smattering of containers. There are also the renewable energy projects: wind, for example, is engaged in minimising costs by smoothing out the supply chain.

The joy of this type of cargo is that it could present a recognisable outline to onboard lifting systems, enabling parcels to be deposited gently on the quay.

Although Mann doesn't envisage even very smart onboard cranes being able to deal with 'one off' shapes in the foreseeable future, those with a regular set of characteristics could benefit from semi-automated handling “perhaps with one operator in charge of three or four cranes at a time”, he concludes.

So, while not exactly autonomous, these systems could still be pretty intelligent.

All this is within reach, it seems. But how much of it will be realised - and if so, how soon? That's still not clear, though some point to the strides already made by robotised cranes in the production industries, the shipping market is still dominated by ambition-crushing concerns about its overheads. And these are often heavier than the physical loads on the hook.

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NOVEMBER 2019 | 37

DECK MACHINERY

LINKED UP THINKING IN THE WINCH BUSINESS Ancillary equipment manufacturers look to keep up with the latest demands and technological developments, writes Samantha Fisk Developments in the offshore market is also keeping deck equipment manufacturers busy, as more versatile and flexible vessel operations come into the industry. TTS has developed its intelligent control block for windlasses.

The company has highlighted that a common issue is that heavy weather conditions such as waves, swell and strong current pose a challenge for both the equipment and the crew.

When the crew tries to heave the anchor under these conditions, the anchor chain often exceeds the intended safe load for the windlass. This leads to motor damage, chain loss and downtime.

The TTS Intelligent Control Block is available for all new TTS windlasses and as an upgrade for existing TTS windlasses. The control block detects overload and assists the operator by automatically repositioning the lever to ensure the correct balance between chain tension and power of the windlass is maintained. This protects the motor and gives the crew extra time for alternative measures.

Hercules winches have also been busy developing its latest Gypsy winch. Designed to simplify the lowering of an anchor chain into a locker, the new mild steel Chain Gypsy was initially designed for a 14mm chain but can be specified with a drum to suit any size of anchor chain. The unit features a devil's claw and a manual brake with an emergency release.

Hercules has already received three orders for the winch, one has been for a 14mm chain with another for a 20.5mm chain and the final winch for a 24mm chain. The company notes that the versatility of the winch means that it is suitable for a variety of fishing and fish farming applications, providing vessels with an effective and space efficient solution for pulling and storing anchor chains of any dimension.

“One of the most interesting developments is the improving economic case for retrofitting winches aboard existing vessels.

One such example is the recent project to convert a 1979-

vintage fishing vessel, Nordbas, to introduce batteries and a power storage system. As part of the conversion project, which will be undertaken by Kleven Verft, the vessel’s winches will be converted to allow energy to be recouped. Norwegian supplier Blueday Technology is providing system design.

The increasing penetration of hybridisation in certain sectors of the marine industry is making such solutions increasingly attractive. The introduction of peak shaving for fishing vessels offers both fuel efficiencies and a reduction in maintenance costs by extending the lifetime of the entire power installation.

When Evotec, which was spun off from Kongsberg Maritime in the first half of 2019, announced plans to develop a fully electric-powered marine winch in collaboration with Danfoss Editron early in 2019, it identified the fisheries sector as one of the main target markets. Electric-powered winches are more energy efficient than hydraulic winches, requiring lower average power usage, even when in idle operation. Electricpowered winches can also be controlled remotely.”

Rolls-Royce Marine is also seeing further developments in the fishing sector with an order for deck equipment for two fishing vessels being constructed at Danish yard Karstensens Skibsværft.

The two fishing vessels of 88 metres will be outfitted with engines, propulsion, steering gear, rudders and winches together with connected control systems from Rolls-Royce.

German-based Liebherr has also received an order from CIMC Raffles Yantai for its board offshore crane. The contract will see the supply of the BOS 2600 to BP who will use the crane for supply and maintenance tasks on its Jack Up accommodation platform next to the African west coast. The BOS 2600 is a compact and function-orientated crane design within the Liebherr offshore crane series and therefore the ideal solution for platforms where space on deck is limited, the company noted.

8 The TTS Intelligent Control Block monitors the load and automatically adjusts to prevent overload as needed

8 Hercules Hydraulics has received several orders for its hydraulic Chain Gypsy winch

38 | NOVEMBER 2019

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EMISSIONS ABATEMENT

WHICH WAY NEXT FOR CUTTING EMISSIONS? With less than 100 days until 1 January 2020, the implementation day for the global sulphur cap is approaching fast, writes Samantha Fisk Alfa Laval has been championing the use of scrubbers, as a mature technological solution amid a range of possible solutions to meet the future demands for emission abatement. Yet, it still believes that the technology will be able to aid shipowners in their bid to cut emissions.

“The global sulphur cap is now less than 100 days away, but there are still many uncertainties. For example, regarding low sulphur fuel quality, fuel prices, as well as enforcement of the new regulations”, Eric Haveman, sales director exhaust gas cleaning, Alfa Laval.

Alfa Laval's PureSOx system was launched 10 years ago, but now is starting to see more of a demand for the technology.

Further improvements to the system over the years has allowed the company to adapt to its clients needs. Also, 2019 saw the launch of its improved water cleaning system.

8 An example of Alfa Laval's classic U-design variant of its PureSOx exhaust gas cleaning system

CLOSED-LOOP “The system is now modular and upgradeable. For example, customer can invest in a hybrid system that runs in closed-loop only at port loads. If in the future the customer wants or needs to run closed-loop continuously, the system can be expanded for the full load by adding modules”, explains Haveman.

The system is now modular and upgradeable. For example, customer can invest in a hybrid system that runs in closed-loop only at port loads.

If in the future the customer wants or needs to run closed-loop continuously, the system can be expanded for the full load by adding modules Other features have also been included such as the possibility of using Magnesium Hydroxide instead of Caustic Soda or using both based on customer preference. Magnesium Hydroxide is a safe alternative to Caustic Soda, and it can achieve the same cleaning levels with 25% less volume, the company notes.

The market is still uncertain in which technologies will be a safe bet in the future, but it appears that Alfa Laval's predictions for scrubbers are starting to come in to fruition.

PREDICTION Haveman comments on this that: “In 2016, we predicted that around 5,000 vessels would install scrubbers by 2025. The scrubber market was slow moving in 2017, but in 2018 we saw a spike in demand, confirming our prediction. According to sources, such as DNV GL, an estimated 3,700 scrubbers have either been installed or on order.”

“As expected, the scrubber market was weaker during the past months, compared to 2018, pending the new sulphur

40 | NOVEMBER 2019

8 Erik Havemanales, sales director exhaust gas cleaning, Alfa Laval

regulations that come into force at year end and uncertainty around its effects on the fuel price. Our long-term perception of the scrubber technology and the market has not changed”, he adds.

The market has seen an uptake in scrubber installations as shipowners are urged to react sooner rather than later to the impending regulations, this has been particularly noticeable in the retrofit market.

Where Havemann says: “Many ships are scheduled to be retrofitted with scrubbers by the end of this year, which will bring along challenges of their own. In any retrofit project time is extremely valuable, but especially in this wave of retrofits where schedules are tight.”

A question surrounding the subject

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EMISSIONS ABATEMENT At the same time, we see that there are discussions in the market regarding open-loop scrubbers.

Some areas have banned or are planning to ban this technology, while others have come out clearly in favour of scrubbers. This also leads to uncertainty for customers who have invested in scrubbers of scrubbers has been for open-loop and closed-loop systems.

Once again Alfa Laval has reacted to the market and with its developments that it launched this year has developed what it calls its 'hybrid' system that can operate both open and closed-loop.

“At the same time, we see that there are discussions in the market regarding open-loop scrubbers. Some areas have banned or are planning to ban this technology, while others have come out clearly in favour of scrubbers. This also leads to uncertainty for customers who have invested in scrubbers”, Haveman says.

REQUIREMENTS ABS has also launched it Guide for shipowners on exhaust gas cleaning systems that also looks to help shipowners work with the technology.

Gareth Burton, VP, Technology, ABS explains that the ABS guide sets out requirements to address the safety aspects associated with the installation and operation of scrubbers as

well as requirements addressing reliability and performance when the optional notation is selected.

He opines that it will be a relatively small percentage of the market that will invest in this technology, noting that Clarksons Research as of September 2019 over 3,000 vessels have scrubbers installed or have contracts in place to do so.

The Exhaust Gas Cleaning System Association predicts 4,000 scrubbers will be installed by 01 January 2020.

PREFERENCES He comments about why shipowners would look in to this technology “A shipowner's preference for use of scrubbers is likely to be driven as much by commercial decisions as technology; primarily market uncertainty on prices for compliant fuel post-January 1, 2020.

Companies that have installed scrubbers by and large haven't done so on the basis of the technology alone, more by concerns around the large delta in the price of compliant fuel and historical HFO prices.”

Scrubbers do seem to have a place in the current market for those who are willing to invest early or those looking for a medium-term solution whilst the market still settles around the current issue of alternative fuels. But, as the dawn of a new emission-free era creeps ever closer, the need for shipowners to invest in viable technology is still ever present.

8 Gareth Burton, VP, Technology, ABS

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DESIGN FOR PERFORMANCE

TEIGNBRIDGE UNVEILS RESULTS OF EFFICIENT PROPULSION PROJECT Teignbridge Propellers shared the results of a 2.5 year, UK-funded demonstration project into efficient propulsion systems in September.

During the course of the £3 million project, funded and developed as a partnership with the Energy Technologies Institute (ETI), Teignbridge Propellers has investigated three innovative areas of propeller performance improvement, targeted at the reduction of fuel and associated greenhouse gas (GHG) emissions from the large fleet Handysize bulk carriers and product tankers, ferries, offshore service vessels and container feeders that operate in UK waters. The innovations and associated learning however, can be applied to almost all commercial, leisure and military vessels. The three areas of innovation in the project include: 1) Development of an integrated 'ship as a system' design process to enable optimisation of the blade geometry for maximum hydrodynamic efficiency followed by testing of the optimised performance in the context of a realistic representation of the vessel's mission profile. The process typically delivers a 3.5% to 4.0% increase in hydrodynamic efficiency over a baseline performance of the equivalent Wageningen B-Series propeller +1.0% (typical representation of the vessels operating in this fleet).

2) Development of a replaceable blade concept – the Clamp on Blade (CoB) propeller. The CoB has a smaller hub to diameter ratio than any other replaceable blade propeller on the market. The innovative design also enables a bolt head free blade palm. This pair of features improves efficiency by more than 2.0% over competing designs.

3) Development of a pitch modification system – currently in proof of concept scale prototyping phase. Watch this space!

Hydrodynamic efficiency gains vary with vessel type and mission profile, but confidence in the performance levels detailed above have been established through validated numerical simulations in CFD and scale model testing; employing Teignbridge's test vessel - HRV1 for the purpose.

The methodology used and results collected have been scrutinised by the ETI, its partner members and industry experts.

FLOATING LABORATORY Propeller designs often suffer from imperfect visibility on the exact performance of a new design at full-scale and in a realworld deployment. Teignbridge has developed a floating prototype propulsion system laboratory - HRV1 (Hydrodynamic Research Vessel 1) - for the purpose of physical model testing and rapid prototyping of new ideas.

HRV1 provides the facility to sea trial propellers of up to 1200m in diameter, reducing scaling effects by establishing fully turbulent flow over the model propellers (compared to laminar or transitional flow associated with typical smaller scale models of between 200m to 400m diameter) and reducing the mathematical jump from model to full scale by a factor of 17 to a factor of 4 for a 5000mm propeller.

In order to accurately capture and evaluate propeller performance, HRV1 is fitted with a sophisticated array of sensors - the heart of which is a propeller shaft mounted fibre

42 | NOVEMBER 2019

optic thrust and torque sensor array developed by a partnership between Teignbridge and City, University of London. This piece of equipment is essential to establishing the hydrodynamic performance (thrust and torque) of a propeller and is necessarily sensitive in order to accurately capture propeller thrust (notoriously difficult to measure), measuring changes in propeller shaft geometry down to 10 picometres (0.00000001mm).

The graph below shows the results of a slow speed, high torque propeller test completed on HRV1 alongside performance prediction data simulated by Teignbridge using computation fluid dynamics (CFD).

8 Teignbridge Propellers' new Clamp on Blade

8 The results of a slow speed, high torque propeller test completed on HRV1 alongside performance prediction data simulated by Teignbridge using computation fluid dynamics (CFD)

In addition to the HRV1's fibre optic strain gauge system, data is also captured from a pair of Doppler Velocity Logs to measure speed through water, accurate on-shaft RPM sensors, six degree-of-freedom motion measurement and various CAN bus data feeds including environmental and engine data.

LabVIEW data collection software is used to collate and preprocess performance data live onboard before communicating through a wireless link with Teignbridge HQ back on dry land.

HRV1 operates out of Torquay harbour in South Devon, UK, and uses the sheltered waters of Torbay as a test ground.

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DESIGN FOR PERFORMANCE

ALGORITHM DRIVE DESIGN OPTIMISATION In order to complement physical testing onboard HRV1, Teignbridge has significantly upgraded its numerical design tool capability over the course of the last four years and now offers transient computational fluid dynamics (CFD) simulation work, finite element analysis (FEA) for structural analysis and even fully coupled fluid structure interaction (FSI) simulation.

Teignbridge uses industry leading Star CCM+ software on inhouse hardware, although this can be supplemented with cloud computing resource to provide additional power when required.

In inexperienced hands and with the wrong software and/or methodologies, CFD can be a dangerous black box design tool.

Teignbridge has worked closely with Siemens, the developer of Star CCM+ to establish robust, validated simulation methods.

This work includes development of CFD integrated, parametric geometry optimisation methodology - an artificial intelligence based routine which takes the best efforts of the human brain for a given propeller design and then automatically and incrementally explores the design space around that point to look for improvements within constraints such as cavitation and thrust provision. Each incremental design is evaluated in CFD, then used to drive the design space exploration for the next increment.

This methodology was used to provide a theoretical percentage increase of 3.9% in the hydrodynamic efficiency of a modern Handysize bulk carrier propeller by 3.9%. Physical tests on HRV1 estimate the increase at even greater than this but test data needs further work before a firm conclusion can be drawn. The optimisation process can be seen in the figure below which shows the investigation of 500 designs during the optimisation process.

8 Around 500 designs were investigated during the process

Teignbridge has also developed CFD routines for hull flow simulation including enabling accurate hull resistance calculation and wakefield characterisation to ensure propeller designs can be fully wake adapted where required.

These tools and the skills of the engineers behind them ensure that Teignbridge's propellers and underwater equipment designs are fully optimised to deliver the prime combination of performance, fuel economy and reduced emissions.

BEFORE OPTIMISATION

8 Diagram of propeller before and after optimisation process

AFTER OPTIMISATION

The CoB has a smaller hub to diameter ratio than any other replaceable blade propeller on the market and, coupled with its bolt free blade palm connection system, increases hydrodynamic efficiency over competing designs. This pair of features improves efficiency by more than 2.0% over competing replaceable blade designs and can be offered with enhanced blade designs and additional performance improvements associated with the propeller optimisation discussed above.

Teignbridge expects to obtain classification society approvals for the propeller before the end of 2019.

The CoB also offers significant operational benefits compared with existing replaceable blade designs. The blades can be replaced without dry docking and the vessel operator can carry individual spares for emergency replacement taking up significantly less deck space than a spare mono-bloc propeller.

The unit can be retrofitted to any shaft (hydraulic or keyed) while its modular construction enables ease of transportation in a container. The low component weight of each part of the system increases ease of fitting. The CNC precision machined components are designed to facilitate ease of transportation, storage, installation, repair and replacement, while individual blades will also be CNC machined to ensure accuracy and balance.

The ease and speed of blade replacement also opens up the possibility of changing propeller blades for different operating conditions or expected engine loads.

The company reports that the product has already attracted commercial interest from prospective buyers, with ship owners with vessels operating in waters with significant volumes of debris accounting for a significant proportion of enquiries.

8 HRV1 has the ability to sea trial propellers of up to 1.2m in diameter

NEW CLAMP ON BLADE PRODUCT One of the first outputs of the HEPS project is the innovative 'Clamp on Blade' (CoB) propeller, which was awarded a UK patent in July 2019. Teignbridge is in the process of developing further patents associated with the CoB as well as international coverage for the concept. The modular propeller has been designed for use on commercial vessels, and offers several advantages compared to existing mono-bloc and detachable blade designs.

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

NOVEMBER 2019 | 43

SHIP DESCRIPTIONS

SHIPBUILDING TOUR-DE-FORCE ON MERSEYSIDE The UK's new polar research ship is a boon to the science community and also represents a milestone industrial achievement, writes David Tinsley UK shipbuilding's technological, engineering, project management and integration capabilities continue to be primarily expressed in the naval domain, and at the highest end of the scale as in aircraft carriers and nuclear submarines.

However, the completion of the polar research vessel Sir David Attenborough by diversified Merseyside company Cammell Laird underscores retained skills and business potential on the wider front.

While ranking as the largest civilian ship built in the UK for over 15 years, the greater industrial significance of the construction of the polar icebreaker lies in the technical complexity and capital intensity of the project.

The 129m Sir David Attenborough is one of the world's most advanced vessels designed and equipped for multidisciplinary research in the polar regions. Commissioned by the Natural Environment Research Council (NERC), the ship is the core element in the government's polar infrastructure investment programme aimed at keeping the UK in the vanguard of Antarctic and Arctic research.

Cammell Laird, which landed the contract in the face of stiff competition from yards in Singapore, Spain, South Korea and Norway, has been steadily restoring a shipbuilding role in conjunction with shiprepair, naval refitting, steel fabrication, section building and engineering activities. For the polar newbuild, the Birkenhead company assigned the scientific research and mapping technology package to Norway's Kongsberg Maritime, the purchaser this year of Rolls-Royce Marine, entrusted with the design of the ship and supply of the propulsion equipment and main machinery. The concept design originated from UK consultancy Houlder.

The Sir David Attenborough will operate year-round, spending the austral summer in Antarctica carrying out research programmes and transporting personnel, supplies and equipment to the BAS research stations, and redeploying to the northernmost latitudes during the northern summer for Arctic research voyages. In addition to a crew of approximately 30, the vessel will accommodate up to 60 scientists and support personnel.

London-based Houlder worked with NERC and BAS through the vessel's concept design phase and technical specification, and went on to act in a technical support capacity in the procurement process that selected Rolls-Royce Marine (now Kongsberg Maritime) and Cammell Laird as designer and constructor, respectively.

A full suite of sensors has been fitted to the underside of the hull at the forward end. An 18m casing incorporating ice windows forms part of the swath bathymetry system for ocean floor mapping, and a 9m blank casing has also been built on to meet any future requirement for additional scientific equipment.

The scientific equipment payload features remote operated vehicles (ROVs) and autonomous underwater vehicles (AUVs), to capture data from the deep ocean and under-ice inaccessible locations.

The four engines driving the gensets at the heart of the diesel-electric installation are of the B33:45 medium-speed

44 | NOVEMBER 2019

series, manufactured by the Bergen division of Rolls-Royce Power Systems (which remains part of the Rolls-Royce Group).

The plant comprises two nine-cylinder models of the B33:45 engine, each producing 5,400kW, plus two six-cylinder versions, yielding 3,600kW apiece, constituting a total power concentration of 18,000kW. The engines are designed to run on ultra-low sulphur fuel oil, containing less than 0.1% sulphur, and exhaust lines are fitted with selective catalytic reduction (SCR) units, to ensure compliance with IMO Tier III controls on NOx emissions.

The vessel employs a twin-shaft, controllable pitch propeller, hybrid diesel-electric configuration. Each pair of nine- and sixcylinder diesel gensets drives two asynchronous propulsion motors mounted on each propeller shaftline. The arrangement confers substantial operating flexibility, engine and energy optimisation, and high levels of redundancy while covering icebreaking missions and all service modes.

Two banks of batteries, each rated at 2,500kW/500kWh, are connected to the main switchboard, providing for load smoothing and giving extra back-up in the event of a blackout.

The prime movers and 4.5m-diameter Kongsberg (ex RollsRoyce) controllable pitch propellers will enable navigation through 1m-thick, first-year ice at three knots, and ensure that the ship can tow gear over the stern or side while making six to eight knots, and carry out acoustic surveys at up to 11 knots.

Tees White Gill vertical shaft thrusters of some 1,580kW, two in the foreship and two aft, were specified to meet the exacting manoeuvrability standards required at the ice shelf and elsewhere. From its North Skelton manufacturing site in the UK, Tees Components supplied four azimuthing thrusters of the 60T3S-QR model. Being flush with the hull plating, and thereby helping to achieve a smooth hull shape, the thrusters reduce turbulence, improving the accuracy of the data collected by the ship while meeting Lloyd's Register's DP2 class requirements.

8 The 129m Sir David Attenborough is the largest civilian ship built in the UK for over 15 years

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SHIP DESCRIPTIONS

FUTURE-PROOFED FERRIES FOR ENGLISH CHANNEL The EUR260 million (US$286m) investment by P&O Ferries calls for two ro-pax vessels which will be the largest-ever to sail the Dover/Calais route, designed to set new standards in reliability, cost efficiency and environmental compatibility.

Deliveries are expected in 2023, and the contract with Guangzhou Shipyard International includes options on third and fourth ferries for completion the following year. The concept design has been provided by the Danish consultancy OSK ShipTech, and entails a double-ended configuration and a diesel-electric power and propulsion installation incorporating large battery packs.

Maximum capacity for 1,500 passengers will be complemented by a freight intake on main and upper decks corresponding to about 2,800 lane-metres, plus provision for some 200 cars and vans on a separate, dedicated deck. The roro payload is thereby only slightly greater than that of the P&O's 2011/2012-built Spirit-class ships, but with a reduction in passenger numbers by around 250. The length overall has been increased to 230m from the 213m of the preceding generation.

Rapid turnaround and scheduling demands reflected in the design encompass not only the ro-ro layout and access arrangements, but also the shiphandling characteristics. The optimally-shaped hull will be equipped with two azimuth thrusters at each end, eliminating the need to go about in port, and promising increased directional stability. The power and effectiveness of the system also takes into account the ability to manoeuvre independently in very strong wind conditions.

The optimally-shaped hull will be equipped with two azimuth thrusters at each end, eliminating the need to go about in port, and promising increased directional stability P&O stated that the new breed of ferries will cut fuel use by 40% through a combination of fuel-based and battery propulsion. All surplus energy generated by the engines will be stored in the batteries, enabling machinery to be run at optimum level, with the charging of the battery pack taking place when excess energy is being generated, and battery power being called upon at periods of peak demand.

The heat recovery system specified is also intended to reduce each ship's carbon footprint, imbuing greater operational efficiency in the process. The system will raise steam for heating the ultra-low sulphur fuel oil heaters and tanks, fuel oil/lube oil purifier heaters, and HVAC (heating, ventilation and air conditioning) system reheating.

The adoption of a double-ended layout, and with a wheelhouse at each end, plus thruster-type, diesel-electric propulsion, is anticipated to save seven minutes of time on both outbound and return journeys. This alone will yield a one ton fuel reduction, a sixth of the amount consumed on the entire 21-mile crossing.

Most significantly, perhaps, the newbuilds have been

46 | NOVEMBER 2019

Credit: P&O Ferries

A new generation of ferries has been ordered in China to serve passenger and freight traffic on the busiest and shortest crossing of the English Channel, writes David Tinsley

conceived for a carbon-neutral future, contingent on the installation of extra battery capacity and the availability of 'plugin' charging points at the ports.

To enhance the travel experience across the Strait of Dover, the design provides 1,550m2 of outside deck space for passengers and double-height windows running around the entirety of the middle of each ship on decks 8 and 9.

The ferries will be built to facilitate adjustment of the passenger facilities in accordance with reduced demand during off-peak sailings, whereby up to two-thirds of the passenger spaces can be closed. The power management system will use innovative software to turn off lighting and ventilation in areas unused.

Janette Bell, P&O Ferries' chief executive said “These will be the most sustainable ships ever to sail on the English Channel, providing the best ever customer experience and setting new standards for reliability and cost efficiency.” Company chairman Robert Woods added that “This major investment in a new generation of super-ferries is a powerful testament to the commitment of DP World, our owner, to enable trade flows between Britain and Europe by providing first-class shipping capacity for many years to come.”

For Guangzhou Shipyard International, the deal signifies a further strengthening of the Chinese builder's position in the global ro-pax ferry construction market. It follows orders from operators including DFDS, Algerie Ferries, Moby Lines and, most recently, COSCO Shipping Ferry Corporation of Dalian.

8 P&O Ferries' CEO Janette Bell signing the ro-pax contract with Guangzhou Shipyard International

These will be the most sustainable ships ever to sail on the English Channel, providing the best customer experience and setting new standards for reliability and cost efficiency

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50 YEARS AGO

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

ALL CHANGE IN SOME AREAS

Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com

With, at the time of writing, the last Clyde shipyard being taken over by the Scottish government as a lastditch salvation attempt, and Harland & Wolff of Belfast having been bought as an engineering facility, not shipbuilding, it seems strange that British shipbuilding and marine engineering, 50 years ago, was still an important enough industry to warrant a special survey in The Motor Ship, November 1969.

Important enough in fact to attract an article, described in the editorial opinion leader, as “well considered” by the Minister Of Technology, the Rt Hon Anthony Wedgwood Benn. Benn remarked that the industry was looking healthier than for some time, and this encouraging outlook was had an effect on engine production. Although acknowledging that there were problems to be resolved, Benn was optimistic. How things change in our industry.

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FAST-GROWING CONTAINERISATION INDUSTRY On the international shipbuilding side, the first of a new breed of ship was being heralded - the 43,000t Acadia Forest, a LASH (lighter aboard ship) carrier. Built in Japan for Norway's Mosvold group, to operate on charter to Gulf Steamship of New Orleans, the concept took its lead from the fast-growing containerisation industry. But instead of carrying cargoes in steel boxes, the LASH ship would load and unload barges using its 510 tonne gantry crane, thus avoiding the need for transhipment of goods to and from small vessels to large ocean-going ships. The vessel could carry a total of 73 400t barges in its vast holds and on deck.

The Japanese builder, Sumitomo, in an associated article, described other verisons of the concept, including a 'float on, float off' system where two 1000t barges could be handled simultaneously by a Syncrolift system at the stern, somewhat similar to the US Navy's landing craft transporters. As we know, container shipping flourished, while barge carriers sadly floundered.

Elsewhere, there was news of an order for the world's most powerful motor ships. This was four fast container vessels for East Asiatic Co of Copenhagen, for the Far East trade. Using a triple-screw low-speed propulsion plant, each ship would have two 9-cylinder and one 12-cylinder engine with aggregate power of 72,000 bhp.

One vessel, built by Gotaverken, would use that

50 | NOVEMBER 2019

8 Acadia Forest, the first LASH (lighter aboard ship) carrier vessel

company's engjnes, and the other three - two ordered from Burmeister & Wain and one at Mitsu in Japan would use B&W power. Each ship would carry about 1700 TEU - less than one-tenth of the capacity of today's mega-boxships - at 26 knots. The two smaller engines would each drive a FP propeller, but the larger centre engine would have a CP propeller to avoid vibration and aid manoeuvring.

The gas turbine was still being seen as a viable alternative to large diesels, with benefits cited of low weight and volume, low installation and maintenance costs, high reliability, low lubricating oil consumption, fast starting and better power flexibility, and the fact that the gas turbine lent itself to the increasing requirement for automatic operation.

Moreover, fuel consumption and efficiency were regarded as being competitive with diesel power, and the general design was said to be similar to a steam turbine, and thus familiar to most marine engineers.

The GE company, which was responsible for the article, recommended its heavy-duty two-shaft heatrecovery-cycle turbine for marine use, with various models available from 4,680hp up to 57,750hp.

Although the author acknowledges that many factors governed whether a ship operator should opt for steam, diesel (low or medium speed) or gas turbine, it was felt that space, installation costs, consumable costs and maintenance considerations were all likely to favour the gas turbine.

Brand Manager: Toni-Rhiannon Sibley tsibley@mercatormedia.com Regional Representatives Lucy Clifford (Americas) lclifford@mercatormedia.com Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly by Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com www.mercatormedia.com Subscriptions subscriptions@motorship.com or subscribe online at www.motorship.com Also, sign up to the weekly TMS E-Newsletter.

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8 The installation of a packaged GE gas turbine

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