The Motorship October 2019

OCTOBER 2019

Vol. 100 Issue 1174

WinGD hybridisation:

5th term tech:

MAN two-stroke upgrade: Stone Marine:

Stefan Goranov interview

Airseas power kite

New S46ME-B iteration

Gate Rudder launch

ALSO IN THIS ISSUE: Rauma yard review | MSC air lube trial | New Be Hydro H2 engine | Engine controls

IMO 2020.

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Low sulfur fuels.

Marine diesel oils.

Scrubber retroďŹ t.

Meet us in Hamburg.

The Motorship Propulsion & Future Fuels Conference.

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CONTENTS

OCTOBER 2019

31 12

4

NEWS

16 Funding boost secures MV Werften cruise projects Guarantees by local goverments has helped secure a EUR2.6bn investment in MV Werften, securing the construction of two cruise vessels for Malaysia’s Genting group.

18 Azipods for Oldendorff transhipment vessels Oldendorff carriers have selected Azipods for two 25,000 dwt transhipment vessels designed to carry thermal coal to a jetty in northern Vietnam.

REGULARS 10 Leader Briefing Per Hansson, Head of Digital and Strategy at MAN Energy Solutions, discusses the fast-changing digitalization landscape.

12 Shipyard Report Rauma Marine Constructions (RMC) offers a case study of how far-sighted politicians and commercial partners have helped revive shipbuilding in one of the industry’s traditional centres, writes David Tinsley.

28 MSC to trial air lube on MSC Gulsun Containership operator MSC has installed Samsung Heavy Industry’s SAVER Air air lubrication system aboard one of its new 23,700 TEU Gulsun-class vessels, the MSC Gulsun.

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18

14 Bringing hydrogen to market

14 MAN upgrades S46ME-B MAN Energy Solutions has announced the upgrade of its 460mm-bore S46ME-B engine. The upgrade gives full flexibility over the exhaust valve timing, permitting more advanced engine control and reducing specific fuel oil consumption (SFOC).

FEATURES

31 Design for Performance UK propulsion specialist Stone Marine’s new Gate Rudder propulsion system has achieved fuel efficiencies of over 25% in its first year of operation.

We discuss Stone Marine’s commercial plans with managing director, Adrian Miles.

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

Compagnie Maritime Belge’s research and development head Roy Campe discusses CMB’s BeHydro joint venture with ABC Engines and their plans to launch the first commercial medium-speed hydrogen-fuelled engine in 2020.

18 New engine controls Improved upgradability, connectivity and cybersecurity define a new generation of control systems expected to drive better efficiency and environmental performance in modern engines.

20 When the power flows Stevie Knight looks at some of the power consumption issues facing ship designers as battery hybridisation makes inroads into larger vessel sizes, and hears the case for supercapacitors rather than Li-Ion batteries for some purposes.

26 Pulling power Luc Reinhard of Airseas, the Toulouse-based power kite supplier, discusses the trial results of the technology ahead of its upcoming launch.

30 Applying science to hybridisation WinGD’s Program Manager – Hybridisation Stefan Goranov discusses the company’s ambitious modelling, feasibility case, and hardware-in-the-loop investment plans.

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

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OCTOBER 2019 | 3

NEWS REVIEW

VIEWPOINT NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

INTERNATIONAL FINANCE SECURES GIANT GERMAN NEWBUILDS

Separating the signal from the noise A few years ago, I worked closely with an industry analyst who was developing commercial insight products into what was then a small niche in the energy markets. My colleague assured everyone that LNG would become the 'next big thing' for the energy markets, and spent years painstakingly developing analytical and data products.

He was, of course, proven right, and many of the naysayers at the time have been proved wrong. But this month's column is not about him - or indeed about LNG, which we will cover in much greater detail after September's Gastech conference in Houston.

My former colleague noted that identifying important relationships or trends in new markets without the benefit of lengthy data sets that permit regression analyses was a challenging task. “Data talks and BS walks.” Without such data, journalists rely on their experience and judgment when deciding what events are signal and what is simply noise.

I was reminded of him during my interview with Stefan Goranov of engine designer WinGD, as Goranov explained how the company was developing models of the operation of vessels propelled by two-stroke engines to produce feasibility cases for implementing battery hybridisation aboard deep-sea vessels. We await the results of the modelling work with interest.

The possibilities of the latest generation of engine control systems are considered in an article covering Wärtsilä's upgraded UNIC control system, and Woodward's large engine control module (LECM), as well as WinGD's WiCE engine control system development project.

We also look consider wider issues relating to hybridisation amid a surge in interest in the expanding possibilities offered by the technology.

The possibilities range from technologically mature alternatives to lithium-ion batteries, such as supercapacitors, which we examine in a feature in this month's issue to blue-sky thinking, such as the autonomous battery-propelled tanker project for Tokyo Bay, currently being developed by a consortium including Exeno Yamamizu Corporation.

A number of new products that hold out the promise of double-digit efficiency savings are also examined in this month's issue. Adrian Miles, the managing director of UK-based propulsion specialist, Stone Marine Propulsion, discusses his company's new propulsion device, the Gate Rudder, which it plans to launch in 2020. The propulsion device has achieved fuel efficiencies of up to 25%, based on analysis of the voyage data of the first vessel fitted with the device.

We also include an interview with Airseas, which provides details of the operation of its power kite product, Seawing. The first commercial installation of the product is due in 2020, when it will be fitted to Louise Dreyfus Armateurs' Ville de Bordeaux ro-ro. The company reveals that during tests, a suezmax vessel achieved fuel savings of 45% on a regular round-trip route at a northern latitude in the Pacific.

Commercial interest in air lubrication is also rising. We cover MSC's installation of Samsung Heavy Industry's SAVER Air air lubrication aboard its recent MSC Gulsun 23,756 TEU container ship, as well as interest in competitor air lubrication supplier Silverstream's products.

Returning to the theme of signals and noise, I was interested to learn ground was recently broken on construction of a small hydrogen export facility in Queensland, Australia, as part of a liquefied hydrogen supply chain connecting Hastings with Kobe in Japan. Only time will tell whether the development of Kawasaki Heavy Industries' liquefied hydrogen carrier will one day be considered as groundbreaking as the first LNG carrier, the Methane Pioneer, in 1959.

4 | OCTOBER 2019

Continued construction of two giant 204,000gt Global Class cruise ships and the strengthening of long-term further development at German shipbuilding group MV Werften has been secured by an international financing support package worth €2.6 billion, writes Tom Todd.

MV Werften was created in 2016 by the Malaysian-based Genting Group through the amalgamation of three shipyards in Wismar, Rostock and Stralsund. Genting bought the former Nordic yards for €230 million to create a cruise ship construction centre and build its own ships to its own timetable.

That was because of frustration over long delivery lead times for its cruise shipping subsidiaries. Genting said at the time it was “a logical step and strategically important that we acquire shipyards that can build our cruise ships on a timely basis and in a more cost effective manner” than others. Ownership would “free the company from delivery timing and pricing uncertainties” at a time when order books are full, Genting declared.

The new owners say a total of around €840million have been invested in the development of MV Werften and that they have more than doubled the workforce since they took over. They have been supported since the beginning as “a reliable partner” by the federal state

8 MV group and Global Class development secured

of Mecklenburg-Vorpommern, where the MV Werften are located.

Now an international consortium led by KfW IPEX-Bank has put together a package totalling €2.6 billion to support financing of the first two Global Class ships.

That follows guarantees of financing support totalling €750 million from Berlin and Mecklenburg-Vorpommern.

In addition to KfW IPEX-Bank, the consortium includes BNP Paribas, Citibank, Crédit Agricole, Credit Suisse and DNB. A substantial portion of the loan amount is being further syndicated to more than ten other German and international banks, MV Werften reported.

Construction of the first Global Class newbuilds is already well advanced. MV Werften spokeswoman Susanne Meyer told The Motorship they are for delivery to Genting's Dream Cruises late 2021 and early 2022. Meyer said that each of the two 342 x 46m newbuilds was getting an ABB technology package and six MAN 48/60CR engines with a combined output of 96,000 kW. "We are creating something truly great - MV's first giant", said MVW CEO Peter Fetten at the Rostock keel-laying of the Global Class last September.

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OCTOBER 2019 | 5

NEWS REVIEW

MAN BOOSTS MID-RANGE ENGINE FUNCTIONALITY cylinder, at a marginally higher running speed of 130rpm, relative to the 1,380kW/cyl at 129rpm of the S46ME-B8.5.

To achieve the requisite functionality, some ME-B parts have been removed and new ME-C parts have been added.

Various modifications to the engine structure, the introduction of the flexrod-type conrod, and component upgrades around the combustion chamber have allowed for an increase in combustion pressures, leading to improved SFOC. This is stated to be 167g/kWh at the L1 maximum continuous rating compared to the 170g/kWh of the S46ME-B8.5.

Part-load and low-load optimisation is available through the exhaust gas bypass (EGB) tuning method and also, on

MAN Energy Solutions has sought to give extra competitive edge to its 460mm-bore two-stroke offering by introducing a development based on the S46ME-B engine, writes David Tinsley.

The new S46ME-C version has more advanced engine control and achieves lower specific fuel oil consumption (SFOC) than its immediate forebear, and also provides scope for a dual-fuel variant.

The lineage began with the S46MC-C in 1996, followed by the S46ME-B four years later, and which became increasingly favoured for its electronicallycontrolled fuel injection. More than 900 engines of the series have been ordered to date. The S46ME-B has wide application appeal, and is a popular choice for bulk carriers in the 25,00050,000dwt segment, tankers in the smaller sizes, and feeder and intra-regional containerships.

The S46ME-C development project has been motivated by the growing weight of legislation to curb NOx and CO2 emissions.

Meanwhile, emission abatement equipment is becoming more efficient and less costly to produce, but also requires more sophisticated engine control.

As a consequence, it has been decided that the S46ME-B8.5 diesel will be superseded by the S46ME-C8.6, giving full flexibility of the opening and closing time of the exhaust valve.

The S46ME-C8.6 also yields a slightly higher, maximum continuous output of 1,390kW per

Bremerhaven's Petram Group has sold its shares in three local shipyards to longstanding fellowGerman associate Heinrich Rönner, saying it wants its shipbuilding interests to stay in trusted hands and not be sold off to investment companies, writes Tom Todd Family concern Petram has been involved in shipbuilding in Bremerhaven, Germany's second biggest universal port city, for 30 years. It has long co-operated with the Heinrich Rönner Group, also family-owned and also with shipbuilding interests.

Petram announced it had sold to Rönner its shares in the local yards Bremerhavener Dockgesellschaft

(Bredo Dry Docks), German Dry Docks (GDD) and German Ship Repair (GSR). No price was disclosed.

Petram said it had “consciously decided, in the interests of the employees and the future of all the companies concerned, to pass our shares on to those we trust and not, for instance, to auction them off to capital investment concerns”.

The comment appeared to be a reference to take-overs of German yard groups in the past by foreign capital investors and to industry job losses.

The yards in the Petram share sale employ more than 400 people with the biggest, Bredo, employing 250. No jobs will be lost as a result

of the switch. Rönner is involved in classical shipbuilding, ship repair and shipbuilding component manufacturing and supply. It is also active in a range of maritime and industrial engineering sectors.

As well as the three yards it now owns totally as a result of the Petram share purchase, Rönner also owns Mützelfeldwerft in Cuxhaven - now part of Bredo Dry Docks, and two former inland GDR shipbuilding facilities - the Rosslauer Schiffswerft in Dessau-Rosslau and the SET shipyard concern which groups newbuilding and repair facilities in Tangermünde and Genthin.

Yanmar China certification

Hydrogen export facility

Norway LNG bunker vessel

MAN ES and SHI digitalisation

Engine manufacturer Yanmar Co., Ltd, has acquired certification of its medium-speed EY26W series diesel engines in July 2019 to meet China’s new China I emissions regulation, which came into effect in July 2019. The China I and II regulations apply to both main propulsion and auxiliary engines. Yanmar plans to begin shipments of China I and II compliant engines from September 2019.

Construction work on the hydrogen export facility at Hastings in Queensland, Australia, began in July 2019. The project includes installation of a hydrogen liquefaction facility and storage container. Exports of liquefied hydrogen to Kobe in Japan expected to operate between the end of 2020 to 2021. Project partner Kawasaki Heavy Industries is developing a liquefied hydrogen transportation vessel as part of the project.

Norway’s first LNG bunkering vessel is expected to enter service Bergen harbour from Q4 2020, serving future LNG-fuelled cruise ships from Hurtigruten and Havila Coastal Route.

The fuel oil bunkering vessel, Oslo Tank, is to be converted into an LNG bunker vessel and renamed Bergen LNG. Høglund supply both hardware and automation solutions during the retrofit project.

MAN Energy Solutions and Samsung Heavy Industries Co., Ltd. (SHI) signed a wide-ranging strategic cooperation agreement in August 2019 for the digitization of marine engines. The companies aim to develop technologies and systems for the digitization of engines, including the digitisation of engine solution data, the integration of marine engine solutions with SHI’s smartship platforms, and work on data analysis in relation to engine solution performance.

6 | OCTOBER 2019

8 MAN has upgraded its popular S46ME-B engine (illustrated) as the S46ME-C

request, with high pressure tuning (HPT). SFOC is reduced by between 3-4g/kWh for both options.

The combustion pressure increase necessitated an upgrade of certain flange thicknesses in the bedplate and frame box.

The removal of camshaft housings, given the dispensation with the chain-driven camshaft of the S46ME-B type called for a re-design of the cylinder frame.

The operating flexibility conferred by the exhaust valve timing arrangements enhances the Dynamic Limiter Function (DLF, to improve engine and ship acceleration) and facilitates possible subsequent creation of a gas-injected, ME-GI/ME-GIE version for the S46 engine family.

PETRAM SELLS GERMAN YARD BUSINESS TO RÖNNER

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NEWS REVIEW

Schottel propels DEME dredger Schottel provided the propulsion for a new trailing suction hopper dredger (TSHD) built at Royal IHC’s Chinese partner yard COSCO Guangdong Shipyard. The Bonny River has a 15,000 cbm capacity and is capable of operating at more than 100m.

The TSHD is driven by two Schottel controllable pitch propellers type SCP 129 4-XG with an input power of 8,000kW each and a propeller diameter of 4.5m and can reach a speed of 16 knots.

IMES combustion sensor Germany-headquartered IMES has developed a new very robust cylinder pressure sensor for continuous cylinder pressure measurement on two-stroke and four-stroke gas and dual-fuel engines. The new High-Robust Sensor (HRS) features a front membrane and an M14 thread. The patented sensor transmits the pressure via a special designed measuring spring, which captures deformations on the measuring surface via a resistor bridge.

Inox additive manufacturing When thyssenkrupp TechCenter Additive Manufacturing was awarded manufacturer approval from DNV GL in August 2019, it became the world’s first producer of 3D printed parts for maritime applications to attain this certification from DNV GL. The approval covers the 3D printing and processing of austenitic stainless steel parts. Certification was also awarded for the acceptance process in accordance with EN 10204 and the associated product information, particularly the chemical and physical material characteristics.

8 | OCTOBER 2019

FIRST AZIPODS FOR OLDENDORFF Oldendorff carriers has ordered two transhipment vessels from Chengxi Shipyard in China. The order represents the first reference for ABB's Azipod propulsion technology in the dry bulk carrier segment The order represents the first foray for ABB's electric podded propulsion into the dry bulk carrier segment. Matti Nuuttila, sales manager for cargo vessels, ABB Marine & Ports, said: “We see this project as a great milestone that heralds a new era of electric propulsion for special purpose bulker vessels.”

The newbuild self-unloading dry cargo transhipment units will, upon delivery, operate in Vietnam.

The TSVs have been designed to operate in the shallow waters off Nghi Son. Each vessel will be 145m-long and 34m-wide, with an 8.5m draft.

The 21,500 dwt vessels will feature 2 x Azipod® CZ0980 units 1.9MW propulsors.

Each TSV will be fitted with two heavy-duty cranes for selfloading from the Capesize vessels, and a gravity feed self-unloading system for coal unloading at the jetty. The AIDA Cruises, as part of the Costa Group, has joined forces with marine battery supplier, Corvus Energy, to install lithium-ion battery storage systems on board the AIDA fleet.

Following the introduction of low-emission LNG operations in cruise shipping, AIDA Cruises is now turning to the use of electrical energy from battery storage systems on board large cruise ships. ABB and Siemens are also partners on this latest project.

Michael Thamm, group chief executive of Costa Group and Carnival Asia, said the company's goal was emissions-neutral ship operation. ”The electrification of our ships is another important milestone on this path,” he said.

“Thanks to the cooperation with Corvus Energy, already in a few months, AIDA Cruises is going to launch this innovative technology on a large cruise ship."

The use of a battery system on an AIDA ship is another important step in the implementation of the

8 ABB Azipods will propel two selfunloading dry cargo transhipment units that will tranship coal to Vietnam

vessels also feature twin 1100 kW bow thrusters.

The newbuild vessels are developed by Shanghai-based CS Marine design company together with Oldendorff Carriers. Both vessels, due for delivery in 2021 from the Chengxi Shipyard in China, will be equipped with a complete power and propulsion solution from ABB. ABB will also supply a wide range of electric, digital and connected solutions, including main diesel-electric power plant,

generators, bow thruster motors, transformers, switchboards and the power management system for propulsion and cargo handling.

ABB noted that adopting ABB's advanced energy management system had permitted the number of generator sets to be decreased from four to three units. The vessels will be able to use shore power while carrying out the unloading operation at the jetty.

“The choice of Azipod electric propulsion system has reduced the investment costs dramatically as the vessels are already equipped with high power generation required for selfunloading and loading cargo handling,” said Jan Henneberg, newbuilding manager, Oldendorff Carriers.

Oldendorff Carriers signed a 25-year contract in 2018 to supply transport and transhipment services to a new thermal power station under construction in northern Vietnam, Nghi Son 2. The new power station is expected to consume up to 4 million tonnes/ year of predominantly Indonesian steam coal once it ramps up to full production in mid-2022.

AIDA CRUISES GOES ELECTRIC

Photo: AIDA Cruises

BRIEFS

company's 'Green Cruising Strategy'. In 2018, AIDA Cruises launched AIDAnova, the world's first cruise ship operating entirely on low-emission LNG and more recently, the company was awarded the Blue Angel, the German Federal Government's ecolabel for AIDAnova's environmentally friendly ship design. By 2023, two more AIDA LNG vessels will be put into service.

Other green initiatives are in train.

By the end of 2020, 12 of 14 AIDA

8 An AIDA cruise ship. The company is installing battery storage systems on board its fleet

cruise ships will be able to receive shore power where available and since 2017, AIDAsol has been using the shore power plant in HamburgAltona in regular operations.

AIDA is also exploring the possibilities of CO2-free production of liquefied gas from renewable sources through its 'Power to Gas' project together with the use of fuel cells in cruise shipping.

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

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LEADER BRIEFING

DIGITALISATION’S ENDLESS OPPORTUNITIES Per Hansson SVP, Head of Group Digital, Group Strategy and M&A MAN Energy Solutions SE discusses the opportunities offered by digitalisation.

The impact of digitisation and digitalisation is being felt widely within the marine and offshore industry. How would you define MAN Energy Solution's vision of how the digital revolution will shape the industry?

The opportunities of digital are almost endless. The data A that can now be accessed, enables an unprecedented optimization of the whole transport logistics chain or offshore E&P operation that will result in safer, more economical and environmentally sound operations. Maybe we soon see the ship that itself monitors its engine room and engages the technical support it needs where it makes sense along its voyage? Our challenge is the complex industry structure and diverse business models, which makes both creation of integrated digital solutions as well as aligning economic incentives difficult.

We are driving the development from the engine room and propulsion plan, working together with other industry providers and our customers.

Q

Could you perhaps discuss how you have incorporated measures to improve cyber resilience within CEON? MAN CEON was designed with the ability to continuously A deliver to our customers despite adverse cyber events. We have taken a strong approach on information security, business continuity and recovery both at the MAN-CEON edge, and the MAN-CEON cloud.

Q

Digitization is often reduced to digital security but the exciting opportunities are related to developing improved services for your customers. Could you give some idea about what these advances will look like?

For us, security and availability are the table stakes, the A must-haves, to enable us to provide the real value. As an example, we have developed MAN PrimeServ Assist. This is our new, proactive service solution that combines state-of-the-art connectivity technology to collect machine and process data, advanced analytics and 24/7 MAN expertise. Using our digital platform MAN CEON, PrimeServ Assist's experts are able to continuously monitor and analyze live data on running machines, diagnosing anomalies and notifying on-site engineers with valuable operational, performance and maintenance advice. Our customers have access to the same information and analytics, providing a powerful collaboration environment for optimizing their asset performance.

Q

MAN is committed to developing the digitization of marine engines, via initiatives such as the Digital Cooperation Network. Can you unpack your plans around data collection, diagnosis and visualization around engine performance?

Our commitment is to digitization of the engines and the A adjacent systems in order to secure availability, efficiency and low emissions of the whole propulsion and power generation system on board. This includes on-board and onshore applications. It also includes co-operation with other players in the industry. We believe our customers will benefit if we as OEMs can in a secure and managed way share data and

Q

10 | OCTOBER 2019

infrastructure between systems, based on customer contracts.

This is part of our near-term roadmap.

8 Per Hansson

How do you think this will impact engine maintenance and product development in the future, for example?

The bottom line from the new generation of digital services A will be less unplanned maintenance, increased availability and improved efficiency. The operating models can also change, because technical support of all levels will be closer and faster, virtually and physically. R&D can design their products to better match the actual, measured operating conditions, and contribute more effectively to preventing and resolving technical anomalies.

Q

What is your position around the need for standardisation and the development of common protocols around engine digitalisation?

We see increased need for standardisation, driven by A more providers seeing the benefits of being able to exchange data. Turning to some of the technical issues around data communication in Maritime, we will see and support: 5 a transition from serial based communication to Ethernet as a standard for physical layers and the data Link layers; and, 5 a transition to standardise Message Queuing Telemetry Transport (MQTT) protocol.

If we shift our focus to the level of signal and data, we see a strong need for further ISO developed standards to common tag names in the Maritime industry to harmonize collaboration between OEMs.

Q

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RE-ENERGISED RAUMA YARD BUILDS BUSINESS

Credit: RMC

Finland is the setting for an unusual European case of the revival of shipbuilding in one of the industry's traditional centres, writes David Tinsley

Returns on investment for even the most successful and financially resilient shipbuilders are typically slim, and belie the scale, the technical and logistical complexities, and risks associated with the task of ship construction.

While the intensification of global competition in most sectors of the market has benefited the customer and the quality of the product in relation to price and value, it has also ensured that already narrow margins have been kept in check.

Unless embarked upon as a largely socio-economic endeavour underwritten by the state, and/or as part of a wider national industrial strategy, venturing into shipbuilding today would not generally be viewed as an attractive proposition for investors.

Against this backcloth, the recent revival of a medium-sized Finnish shipyard under new, mainly private ownership assumes greater significance. It is testament to a belief within the Finnish business community as to the industry's long-term opportunities, complementing the political view of its strategic importance.

Rauma Marine Constructions (RMC) was established by private investors with local backing soon after South Koreanowned STX Finland closed the Rauma shipyard in 2014, and the senior management team that has restored business and reenergised activities represents a deep pool of experience in shipbuilding, marine equipment and technology.

A pragmatic approach to RMC's development has seen the launch into targeted sectors of the newbuild market preceded by an initial period wherein the focus was on conversion and subcontracting work. Right now, having transited its start-up phase, the yard has a capital-intensive backlog of orders in hand featuring two Baltic ro-pax ferries and the prospect of a corvette programme for the Finnish Navy.

RMC is based in the shipyard area acquired by the city of Rauma from STX Finland as an industrial investment of EUR 18.2 million (US$20.3m) in early 2014. The company has a 30-year lease from the city on the site, and has exclusive rights to shipbuilding operations there.

12 | OCTOBER 2019

8 Wholly Finnish owned again, the Rauma yard is harnessing its resources to full effect

In December 2015, RMC received a major injection of capital when the state-owned entity Finnish Industry Investment (Tesi) became a shareholder, together with Finnish investment fund managers. Today, the five largest shareholders are Taaleri Telakka, with a stake of nearly 25%, Tesi, Satu Invest, Olderman and Finda. The strengthened capital position created a platform for the company to undertake major shipbuilding projects. At the time, Tesi stated that “The Finnish maritime industry is on the rise. We want to be involved in promoting the international growth of a company whose Arctic expertise is of the highest standard in the world.”

One of the objectives established by the Marine Industry 2020 working party appointed by the Ministry of Employment and the Economy is to develop Finland into a major player in the global market. The potential contribution to the national economy is all the greater for the fact that, in Finland, the functions and services related to the Arctic marine sector are highly integrated and the entire value chain is under local control.

RMC is chaired by Mikko Niini, whose career has included posts at erstwhile Finnish shipbuilding entities Valmet Helsinki, Wartsila Marine Industries and Kvaerner Masa-Yards, and 10 years at Aker Arctic Technology, followed by chairmanship of ice-class tanker asset management firm Navidom.

The yard is carrying the torch of Rauma's shipbuilding tradition, targeting the production and maintenance of multipurpose icebreakers and Arctic-going vessels, passenger/ vehicle ferries, naval ships and special-purpose vessels. “We are the only domestically-owned shipbuilding company in our size range,” stated RMC. “As a result, our decision-making and employment remains securely within Finland.”

A respect for local skills crafted over generations, and apposite to growing concerns throughout Europe as to personnel retention and recruitment issues facing heavy industry, is implicit in management's continual references to the re-emergent yard's “90 shipbuilding experts, whose solid

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

expertise is founded on a craft passed on through the centuries, from one generation to the next.� That the technological standard of the production systems is of a high order is taken as read, rather than being advocated as of greater importance than the human resource.

In its guise as RMC, early projects at the yard have entailed the construction of the 158m ro-pax ferry Hammershus, delivered to Danish operator Molslinjen in mid 2018, and the refurbishment, lengthening and propulsion updating of the Finnish research vessel Aranda. Construction of hull modules for cruiseship newbuilds on behalf of Finland's German-owned, major shipbuilder Meyer Turku, continued into and through the first half of 2019.

RMC has since attracted a succession of ferry newbuild and small naval vessel contracts. The work intake in 2019 to date has included an LNG-fuelled ro-pax ferry, valued at EUR 120 million(US$133.5m), for trans-Baltic service, and an LNG-fuelled ro-pax ferry, valued at EUR 250 million (US$278m), for EstoniaFinland service operator Tallink. The 212-metre Estonian ferry, due in 2022, is RMC's largest contract so far.

The new domestic ferry order is for Kvaerken Link, which is owned by the municipalities of Vaasa (Finland) and Umea (Sweden), both of whom are guarantors of the financing. After scheduled handover in April 2021, the vessel will maintain the Wasaline service across the Gulf of Bothnia between the two cities. Finnish government assistance has been acknowledged as having helped to bring the project to implementation.

The Wasaline ferry will employ a hybrid power generation system in conjunction with an electric propulsion solution conceived specifically for vessels of high ice class, and aimed at conferring both environmental benefits as well as operational efficiency.

The economic multiplier effect exerted by shipbuilding is amply demonstrated by the contract, whereby the power and propulsion technology and hardware will be provided by companies located in the Vaasa area, north of Rauma, including ABB, WE Tech, VEO and Danfoss/Vacon. The ferry will feature an energy storage system, based on Leclanche lithium-ion batteries, dimensioned to cover the electrical load in harbour without having to run machinery. The prime movers will be Wartsila dual-fuel engines, to be fed primarily on LNG with the potential also for operation on biofuel.

Confirmed in March 2019, RMC's contract with the Tallink Group of Estonia is valued at about EUR 250 million and calls for a vessel of some 50,000gt, 212m in length, to accommodate 2,800 passengers and provide 3,000 linear metres of ro-ro capacity. Due to be introduced on the Tallinn/Helsinki route in early 2022, the newbuild will represent over 1,500 man-years of employment for the shipyard.

The ship's main machinery will be of LNG dual-fuel type, and the design offers the option of a battery installation. Powerful equipment for connecting to the shoreside grid will obviate the need to run engines while in port.

Although it was announced in March this year that a procurement decision was being postponed due to a caretaker government being in power, the company's letter of intent with the Finnish Defence Forces for a series of four corvettes can be expected to lead to a high-value production run through the next decade. Entitled the Squadron 2020 project, the 105m Pohjanmaa-class corvettes will supersede seven naval vessels slated for decommissioning. First steel cutting is anticipated in 2021, with a view to programme completion by 2028.

RMC's operating philosophy focuses on the effectiveness of project management and the supply chain network. Long-term strategic partnerships and alliances are a cornerstone of its business model. Such cooperation is viewed as elemental to

Credit: RMC

SHIPYARD REPORT

efficiency and ultimate profitability. A team of experts from the network of partners is hand-picked for each project, with RMC responsible for overall project management, finances and quality assurance. Arrangements with strategic partners, subcontractors and other companies typically involve annual contracts.

The networked operating model is intended to ensure flexibility and that fixed expenses remain at a reasonable level.

This structure in conjunction with the lease arrangements covering the shipyard facilities provides a basis for operating competitively with low overheads, reducing pressure on RMC to take on ultimately loss-making contracts for the sole purpose of covering overhead costs.

The early reassimilation of newbuild work underscores the company's identification of the ferry market as one of its core targets, drawing on the particular expertise of the yard and the Finnish maritime cluster in that segment. It is considered that the age profile of the European fleet coupled with more stringent environmental standards promises significant newbuild demand over the next 10-15 years.

Anticipated renewal of the Finnish icebreaker fleet, to be realised by 2029, near-future reinvestment in Swedish icebreaker capacity, and increased Arctic shipping activity fuelling demand for ice-going vessels, also present key opportunities for the Rauma yard, together with research and service vessels designed for the most challenging conditions.

While RMC's immediate priority in the naval market is Finland's corvette programme, the military cooperation between Finland and Sweden also offers long-term business potential, as does the wider market for coastguard and coastal protection vessels.

Rauma's capabilities in steel fabrication could also be applied to floating structures, including power plants.

Shipbuilding in Rauma dates back centuries. The Hollming and Rauma-Repola yards were merged as Finnyards in 1991, later to be owned by Norway's Aker Group and subsequently by the STX Corporation of South Korea.

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8 RMC's largest newbuild order so far, Tallink's 50,000gt ropax ferry due in 2022

OCTOBER 2019 | 13

FOUR-STROKE ENGINES

PUTTING ANTWERP AT THE HEART OF THE HYDROGEN ECONOMY Leading Belgian shipowner Compagnie Maritime Belge (CMB) has nailed its colours to the mast on marine hydrogen engine development, as CMB's R&D Manager Roy Campe explains

BEHYDRO In 2018, CMB established a joint venture with Belgium-based engine designer and licensee ABC Engines. The joint venture, BeHydro, was focused on the development of medium-speed hydrogen combustion engines.

The focus on short timescales and incremental advances continues to characterise CMB's approach, Campe noted. “Our timeframes and objectives are comparatively modest, and we have a preference for working with small numbers of collaborators”, Campe said. Unlike other transport industries where years of testing on test tracks are required for series production, a shorter timeframe from design to market is possible in shipping.

He cited the development of the Hydroville, a separate project to develop a crew transfer vessel, and a further project to develop a service operational vessel or a tug boat as progressively larger vessels.

The possibility of developing individual vessels with different fuel types also meant that incremental growth in demand for hydrogen as an energy vector was also possible. Logistical barriers to expanding demand were less of an obstacle, unlike road transport where the need to develop a nationwide network of refuelling stations is a factor.

“Who knows? Perhaps we could see the development of a hydrogen-fuelled dredger, a patrol boat, tug boat, or SOV and

14 | OCTOBER 2019

Credit: ABC Engines

Antwerp-based ship owner Compagnie Maritime Belge (CMB) selected the development of hydrogen-fuelled engines as a way to make a mark in the maritime sector several years ago.

The Generation X aged owners of the company decided that technological innovation was to be their route to gaining a competitive edge.

The decision to focus on hydrogen-fuelled engine development was influenced by the company's location: Antwerp itself is home to a number of industrial manufacturers who produce hydrogen as a by-product of their industrial processes, and accounts for some 10-15% of the European Union's overall hydrogen production.

CMB's R&D Manager Roy Campe explained to the Motorship that the technical challenges of working with hydrogen meant engine manufacturers took a wait-and-see approach to CMB's research efforts until the launch of the Hydroville.

CMB has recently acquired its collaborator on the Hydroville development project, UK-based engine designer Revolve Technologies Limited (RTL). RTL has been developing highspeed hydrogen-fuelled engines for the road transport market for over 10 years.

“By buying RTL, we have acquired a lot of research experience into how we can successfully produce hydrogenfuelled engines. But there were still a lot of differences between high-speed engines and medium-speed engines. It's a different league - and marine development cycles tend to be shorter than four-year automotive cycle, as every ship can represent a new prototype opportunity.” the development of demand for hydrogen refuelling in a number of ports around the North Sea - Rotterdam, Zeebrugge, Ostend - perhaps even Southampton. Before you know it, the steady growth of hydrogen bunkering would mean that a hydrogen-fuelled container feeder might not even be such a large step.”

BeHydro partner ABC Engines has a preference for comparatively simple design configurations, favouring ease of maintenance and reliability. Such an approach could also be seen in the current hydrogen engine development. Campe noted that ABC Engines and CMB were initially developing dual-fuel engines using compressed hydrogen. Research into the use of liquefied hydrogen for storage purposes was continuing.

8 ABC Engines’ 16cylinder DZC engine

HYDROGEN LOGISTICS The initial focus of the project was on developing an engine for a crew transfer vessel servicing one of the offshore wind farms in the North Sea. Campe estimated that a hydrogen-fuelled CTV would be cheaper compared to an LNG-fuelled vessel while emissions savings compared favourably with LNGfuelled alternatives.

Such vessels have relatively low fuel requirements, which Campe estimates at 150-200kg/day. Refuelling could be undertaken overnight, while the use of swap tanks could simplify the process further.

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FOUR-STROKE ENGINES

“Generating hydrogen or hydrogen-based fuels from idled offshore wind capacity is already under discussion: with another 50GW of wind power set to be installed in the North Sea alone in the next few years, there will be no shortage of hydrogen. We just need the electrolyzer capacity.”

The advantage of adopting compressed hydrogen as a fuel is that it removes the additional safety and bunkering regulatory issues associated with the use of liquefied hydrogen. The supply chain costs of using compressed hydrogen are largely determined by the cost of cleaning and compressing pure hydrogen into pressurised bottles.

“At this early stage, hydrogen is readily available at a relatively low cost near Antwerp. Consistent demand and cost differentials from transportation mean we expect hydrogen suppliers to be interested in supplying us”, Campe noted.

The Motorship notes that industrial gases producer Air Liquide had helped meet the hydrogen requirements of CMB's previous hydrogen-fuelled vessel, Hydroville, the first sea-going vessel with dual fuel diesel-hydrogen engines.

CMB had previously worked closely with class society Lloyds Register during the Hydroville development project, and LR was continuing to collaborate closely.

engine simulation experience, while Ghent University also has a Combustion Chamber 1, known as GUCCI. The constant volume combustion chamber enables visualisation of fuel spray and combustion characteristics under engine-like conditions.

This has been a particular advantage during the development of the hydrogen engine, in which pre-ignition and knocking have been particular challenges. This complicated engine control and risked shortening the interval between services.

ABC Engines presented a technical paper at the 2019 CIMAC conference in Vancouver, in which the company discussed particular issues with hot spots on the piston and cylinder head triggering pre-ignition.

ABC Engines has expertise in managing gases of low calorific value and fluctuating ignition quality which it developed during its previous LNG dual-fuel engine development projects.

Campe noted that the project had not experienced significant fluctuations in hydrogen quality.

ABC Engines' close ties with turbocharger designer and licensee KBB Turbo were also useful during the development.

“Managing the changes to turbocharging is a particular area of focus for the development of the hydrogen engine. We've spent the past year looking at valve timing, variable compression ratios and a number of other issues on the singlecylinder test engine.”

However, Campe noted that the development project was choosing to favour reliability over unproven technological solutions. “We are using proven technology because we are putting safety at the heart of what we are doing”.

ABC Engines was currently building a full-scale test engine at its research centre in Ghent. Full-scale tests of the new hydrogen dual-fuel engine were due to begin in January 2020, with the test engine expected to be market ready by mid-2020.

Credit: BeHydro

RESEARCH AND DEVELOPMENT The engine development was focusing on developing a dualfuel engine with a pilot fuel injection, while research into a spark-ignited pure gas engine operating on hydrogen was continuing.

In common with other engine manufacturers who are conducting research into hydrogen, Campe noted that the hydrogen injection must be done carefully higher combustion chamber temperatures and pressures requires in the cylinder.

He also noted that tight control over lean air-fuel mixtures reduced excessively fast burning (and also limited the production of NOx emissions).

The joint venture had successfully tested concentrations of hydrogen of up to 85% at the medium-speed mono-cylinder set up at the combustion research centre at WTZ Roßlau in Germany. “We have gone as high as 92% on a high-speed engine”, Campe added.

The company had adjusted the valve timing, and tested different designs in order to optimize the engine for high hydrogen displacement ratios and high efficiency during the single-cylinder tests.

ABC Engines has established research links with Ghent University's Transport Technology group, which has advanced

8 The 6 cylinder BeHydro test engine, prior to its conversion to dual-fuel hydrogen operation

16 | OCTOBER 2019

COMMERCIAL PLANS BeHydro aimed to commercially launch its first hydrogen medium speed engine by summer 2020. The engines under development ranged from 0.8 MW to 2.8 MW and were expected to be available in 6, 8, 12 and 16 cylinder configurations.

BeHydro engines could operate as marine auxiliary engines, or as stationary generators for electricity generation, Campe noted. But the immediate market opportunity is in smaller-sized vessels in Northwest Europe. “We're mainly looking at commercial vessels - tugs, barges and crew transfer vessels.”

“The offshore energy market is going to grow rapidly, and there will be demand for low-emission vessels from wind energy companies”, Campe said.

8 CMB's 14m long catamaran Hydroville

8 CMB's R&D Manager Roy Campe

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FOUR-STROKE ENGINES

NEW ENGINE CONTROLS FACE DOWN FUTURE CHALLENGES Improved upgradability, connectivity and cybersecurity define a new generation of control systems expected to drive better efficiency and environmental performance in modern engines While engine design improvements drag efficiency slowly upwards over the course of years, new control systems and strategies can have a dramatic and instant impact on fuel consumption and emissions. As controls become smarter and more connected, their potential to save ship owners money and ensure environmental compliance will only grow.

Two-stroke engine designer Winterthur Gas & Diesel (WinGD) is acutely aware of the rising demands on engine control systems not just to enhance control aspects but also to deliver ever greater diagnostics and optimisation capabilities. This is the rationale behind the recent development of a new engine control architecture, known as WinGD integrated control electronics (WiCE). The new controls are being tested and will soon replace the 20-year-old UNIC and WECS control systems on WinGD's new engines.

Electronic control of engines - introduced over the past 30 years and now standard on ship engines - has been a gamechanger, agrees WinGD general manager control and automation Wolfgang Östreicher. “The electronic approach has enabled optimisation towards cleaner engines [and] improvements in efficiency. On large two-stroke engines that mainly drive commercial deep-sea ships, a different approach is inconceivable.”

DIGITALISATION AS DRIVER Now though, as digital technologies mature, demands are rising and complexity is increasing. The need to continuously cut emissions as well as the commercial pressure to further reduce fuel consumption have been joined by increased expectations on the part of ship owners and operators regarding availability, predictability and serviceability of machinery.

These demands will not slow down soon, says Östreicher.

“New concepts, with new business models and scenarios especially based on the use of digital technology, are generating a multitude of interconnections and interactions that must be supported and secured, leading to requests for ever higher performance concerning the computation and communication capabilities of electronic control systems.”

These new interconnections and interactions are of critical interest to Wärtsilä, which despite its increasing focus on digital technologies and services remains one of the leading suppliers of four-stroke engine technology to the marine market. In fact, says Wärtsilä general manager, research and technology programs Jonatan Rösgren, engines and in particular sophisticated engine control play a central role in the company's vision of a 'smart marine ecosystem'.

“One of [our] main focus areas is to target sources of inefficiencies and waste,” he explains. “For power sources and engines there are important areas of opportunity related to system efficiency, emission footprints, serviceability and autonomous operation. In all of these areas, engine controls play an integral role.”

Like WinGD's WiCE, the new architecture for Wärtsilä's UNIC control system - first deployed on its Wärtsilä 31 engine launched in 2015 - is needed to both drive engine efficiency and

18 | OCTOBER 2019

to improve the integration of the engine with other systems that can add value for ship owners. In the latter category Rösgren puts software that distributes load optimally across engines (or other power sources including batteries) as well as conditionbased maintenance programmes. Other concepts will no doubt emerge as the digitalisation of shipping progresses.

8 The new architecture for Wärtsilä's UNIC control system was first deployed on its Wärtsilä 31 engine (pictured)

MORE THAN COMBUSTION CONTROL “A modern medium-speed engine control system must first and foremost deliver safe, reliable,” says Rösgren. “Advances in key technology areas enable a step change in engine controls with a focus on combustion control, which continues to push the efficiency of the engine forward. However, in order for the system to be a part of the smart marine ecosystem in a wider sense, increased attention has to be placed on connectivity, cyber security, and integration with other machineries and systems.”

The exponential increase in the demands being placed on engine controls is challenging not just the systems but the system designers, says Woodward Inc product line manager Sai Venkataramanan. He notes the many “lofty goals” that engine designers must today chase with regards to emissions, efficiency and power density.

“Engine calibrators must optimise engine performance over a large variety of operating conditions and fuels,” says Venkataramanan. “The software development team and the controls engineers quickly get overwhelmed due to new expectations for lifetime reliability, safety, security, communication, data logging, and model-based controls.”

With all these challenges, it is little surprise that designers of engines of all sizes are introducing new control systems. WinGD's

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FOUR-STROKE ENGINES

WiCE will feature a dedicated communications module, including a firewall, through which the system can link to diagnostics systems and receive software updates. The bus system, which allows communication between modules, will receive a substantial upgrade compared to existing control systems.

The system is fully modular at both software (system and applications) and hardware levels. It will be prepared for future upgrades, with each component being verified and validated separately. This will mean that when adding new modules, only that module and the performance of the system will need to be validated, rather than re-validating all other modules.

Crew operating the engine onboard should not notice a difference between the new WiCE interface and earlier WECS or UNIC architecture, except for a more modern design. WinGD expects crew familiar with two-stroke engines to be able to use the controls after one five-day training period.

MODULAR APPROACHES Modularity, enhanced connectivity and stronger cyber security are also key to Wärtsilä's new system. As Rösgren notes: “As soon as the automation system is connected to its surroundings, one key mandatory building block is cyber security. How can we ensure safe and secure operation while enabling value-added functionality and services, such as remote support and tuning?”

The second generation UNIC comprises a cylinder control module, input/output modules and a safety module as well as a system interface consisting of communication modules and local display units. The system can range from simple, singlemodule speed or load controller applications up to any number of cylinder configurations. Modularity is carried through to the software side of UNIC, through the proprietary Wärtsilä Modular Application Platform, enabling new functions to be added to the control system in a robust and safe manner.

Even a specialist combustion technologist like Woodward is taking note of the opportunity to market a control concept that goes well beyond its previous niche combustion offering. The fuel injection and control specialist is set to introduce a new integrated engine control system, the large engine control module (LECM). The LECM offers engine makers a single, marine certified, engine-mounted module that can be used to control all aspects of the engine's operation (along with associated monitoring and alarms) as well as on-board data logging and communications.

“The consolidation of engine control functions and various application needs into one hardware architecture enables OEMs to use a single hardware platform with a single service tool, thereby saving a significant development, training, service and support cost,” says Venkataramanan. “Woodward maintains both the LECM hardware and the software coding packages, freeing the OEM to use their engineering budgets for new engine technologies.”

The LECM platform is not only suited for engine builders looking for turnkey solutions. OEMs wishing to implement proprietary control schemes can also use the module. The software allows control system designers to insert their own control algorithms, thereby retaining their intellectual property.

EFFICIENCY IMPROVEMENTS While engine control architectures like WiCE, UNIC and LECM are built in anticipation of future connectivity, they also offer the opportunity to improve fuel efficiency and environmental performance through increasingly sophisticated control strategies. MAN Energy Solutions head of programme and predevelopment Mathias Moser draws a parallel with the control architectures that have been designed over recent years to accommodate technological advances including common-rail

20 | OCTOBER 2019

injection, dual-fuel engines, exhaust gas recirculation and exhaust after-treatment systems.

“After establishing these technologies successfully on vessels, further improvements can be achieved by enhancing control strategies,” says Moser.

As an example, Moser cites the control strategy recently tested on MAN's medium-speed dual-fuel engines to improve fuel efficiency at low engine loads by deactivating cylinders.

Cylinder cut-out is used to prevent the fuel-air mix from becoming too lean at low loads, when the air intake into cylinders is too high for the fuel gas being injected. Deactivating cylinders leads to an increased proportion of fuel being burned in the remaining cylinders and also shifts turbocharger operation to a higher efficiency.

8 WinGD’s new engine control architecture, WiCE, will soon replace previous control systems on WinGD's new engines

The consolidation of engine control functions and various application needs into one hardware architecture enables OEMs to use a single hardware platform with a single service tool, thereby saving a significant development, training, service and support cost The effect of cylinder cut-out can be significant. MAN's tests showed engine efficiency improving by nearly 80% at idle and more than 30% at 10% load. Unburned hydrocarbon emissions were reduced by at least 60% at all load points and by 95% at idle and 10% load. Similarly, CO2 emissions were reduced by more than 95% at idle and 10% load. All without any changes to the engine itself.

In another example, MAN has developed gas-start capability for its four-stroke dual-fuel engines, enabling them to cut emissions by burning gas rather than liquid fuel even in the lowest load range. Previously these engines needed to be started on liquid fuel, meaning that the ports from which vessels departed did not benefit from the full environmental advantages of the gas-burning engines.

Those benefits represent quick wins focused only on the engine itself. As control systems increasingly link engines to other ship- and land-based systems, further gains in efficiency are inevitable. The developments in engine control architecture being laid down today will pave the way for those future advances.

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FOUR-STROKE ENGINES

AN AUTONOMOUS ELECTRIC TANKER FOR TOKYO BAY The senior architect for Japan's Exeno Yamamizu Corporation, eyes a potential solution to looming “serious problems”, writes Stevie Knight The country's 21,000 seafarers have an average age of 55 years; deeply-ingrained cabotage rules prohibit non-Japanese crew “so in ten years we could lose 35% or maybe 40% of our workforce,” explains architect Yasumasa Suetsugu. Added to this, 70% of the country's coastal vessels are now over 15 years old, requiring a large-scale replacement programme inside the next decade.

The icing on the cake is the IMO GHG target and the lack of vessels suitable for adapting to emission-free operation.

Therefore, e5 Labs has established a joint venture between parent company Exeno Yamamizu, Asahi Tanker, Mitsubishi and MOL: they're not alone, the search for a common solution has also drawn support from transport authorities, power and utility companies. The idea, says project manager Suetsugu, is to create an entirely new supply chain.

The first element is a 1,275dwt tanker for the Tokyo Bay market: it may look like a standard domestic model but peel back the skin and you see it diverges sharply from conventional vessels, mostly because the final aim is autonomy.

While it will be iterating through various levels of 'crew support', the aim of low or no-man operation still defines the building blocks of the design: “We need a simpler plant: going to 100% electric - not hybrid - operation means we don't rely on heavy, moving machinery,” he explains; the result, beside zero-emission operation, is minimal maintenance.

We need a simpler plant: going to 100% electric - not hybrid operation means we don't rely on heavy, moving machinery, the result, beside zero-emission operation, is minimal maintenance Although the details are being finalised, the 60m tanker will have a 10.30m beam, with a draft of 4.15m yielding a cargo tank capacity of 1,300m3 with a loading rate of 800m3 per hour.

Propulsion is supplied by a pair of 350kW azimuthing thrusters along with a 130kW bow unit, giving the tanker a maximum 10.5kn speed and a high level of manoeuvrability.

The design has taken some thought as there's no ballast system: pumps are eschewed as too prone to failure, so it's balanced by careful positioning of 3MW to 4MW of li-ion batteries, which could weigh over 20 tonnes.

This energy storage unit will yield a 12 hour operation (including standby time): the pattern allows these fuel-oil tankers to charge overnight at the shore-side facilities. Once here, fully automatic contact plates on self-adjusting arms will achieve the necessary connection, utilising magnetic or vacuum force.

The initial, six-hour recharging time won't put a strain on the existing land-side supply, explains Tatsuya Ohno of power and propulsion system integrator KHI, “but shorter periods are being investigated”. Therefore, the project's pursuing cooperation with Japan's automotive industry, a combined infrastructure should benefit both transport segments without impacting the existing

22 | OCTOBER 2019

grid. Interestingly, there's something in it for the community: disaster resilience. Since a lack of power hindered post-2011 recovery, part of the ship's remit is to provide an emergency backup for land-side relief efforts.

The incorporation of renewable hydrogen is also currently under discussion: however, the compressed H2 will only feed an auxiliary 100kW PEM cell bank: “We're not relying on hydrogen, we want to be able to operate on batteries alone,” underlines Suetsugu.

Despite the novelty, the very first e5 design is due to enter into build late this year, and is expected in the water by 2021: a series of three to five should be underway by 2022, with - if all goes well - more to follow.

So, what about the price?

Although the upfront investment is expected to be between 30% and 40% higher than a traditional build, there are compensating factors.

The biggest slice comes from minimizing crew. If this drops to three instead of the already-low four personnel, expect payback in 20 years. But move to two crew members - quite achievable given the intelligent bridge and level of automation - and the vessel will pay for itself inside 10 years.

Other market developments will also bring payback closer: environmental protection costs are set to escalate, at the same time the price of batteries and associated electric equipment stand to fall rapidly.

Further, there's a far greater potential for standardisation which will eventually take the sting out of some of the outlay, especially as “mass production is something that we, in Japan, are very good at” says Suetsugu. Uniform modules repeated across the builds should lead to greater reliability and a fall in both CAPEX and OPEX. Interestingly, the e5 project group also embraces insurance companies. These have signalled that the tanker will attract a reduced risk “so we expect commensurately lower insurance costs”, he says.

While this first ship will offer an electric-vessel platform to all stakeholders and help to develop a sustainable growth model, autonomy “will take a bit more time” concludes Suetsugu. However, he adds: “We're already in discussion with the government about exception rules.”

8 e5 tanker design will be operating with zero emissions

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MORE THAN BATTERIES? SUPERCAPACITORS

24 | OCTOBER 2019

8 Drillships have huge AHC demands... that could be met by lithium capacitors

structure. Another, by KHI's collaborator JM Energy, is offering a lithium-ion capacitor (LiC) which is actually a cross between a li-ion battery and an electric double-layer capacitor (EDLC).

While these solutions can seem to be more expensive at first glance, you need to do the sums as weight-for-weight they pack of lot more punch: for example, LiC yields 14,000W per kg compared with a lithium ion battery (LiB) which only has a measly 1,800W per kg.

This is because while LiB relies on a chemical reaction between electrodes and electrolytes, supercapacitors work by holding the charge electrostatically, making a quick release easier.

It's a neat solution for numerous, high load fluctuations since there's virtually no degradation of the cells and as a result, while LiB's cycle life is less than 10,000, LiC's is upward of 500,000 and Skeleton pegs its supercapacitors' life at over a million cycles.

It should be noted that while these technologies are far more stable than batteries there are some differences between them. This is because LiC's LiB parent bequeaths it somewhere between two to four times greater energy density than an EDLC capacitor, explains Martin Keenan of Avnet

8 Dynamic seas can release a surge of energy

Image: Stevie Knight

As much of the cargo business has been under pressure to reduce both fuel consumption and emissions, slow steaming strategies have become ubiquitous.

So it's a matter of concern that the gains are all too easily wiped out by bad weather.

According to a Tokyo University of Marine Science and Technology report, high winds and waves have a greater impact on vessels travelling at lower speeds: fuel consumption can rise by as much as 20%.

The effects are multilayered, says Tatsuya Ohno of Kawasaki Heavy Industries. Not only is it just plain bad for the rotating machinery, but it has particular implications for ships with a flexible power strategy.

If the seas are so dynamic that the propeller blades turn in the air, the suddenly reduced load releases a surge of energy.

As a result, a vessel using its gensets for both propulsion and hotel demand could suffer a voltage spike high enough to trip a safety shut-down “resulting in a dead ship”, he explains.

There are other issues facing vessels utilising shaft generators, says Lucas Meubrink of Skeleton Technologies, a solution that's “becoming more and more common” as an efficient way to meet the hotel load.

However, when a ship slows down, for example when approaching harbour, the shaft speed reduces and so the electrical demand has to be picked up by the auxiliary gensets.

Unfortunately, this slow-down itself makes the ship more vulnerable to the effect of heavy seas.

Worse, any voltage surge will make the few moments of hand-over like trying to push a load over a bouncing seesaw.

Given rough enough conditions, the auxiliaries will fail to cover the fluctuations and may prevent the switch entirely. It's a nasty scenario: the gensets can be damaged by the process and so at this point “there is just no good, safe answer” says Meubrink.

Even if the circumstances are somewhat less dire, all this stress increases component failure, pushes up fuel consumption and pulls the engines even further away from their optimum, adds Ohno.

A sensible answer is to use an energy storage backup to compensate for load fluctuations. This would be capable of fielding those inevitable trip events and levelling out the demand on the engines.

But research by KHI shows that a standard lithium-ion battery may not always be the most appropriate solution.

Batteries have a high energy density (how much can be stored) but not so much in the way of power density (necessary to meet a fast, deep draw). Getting it wrong comes at a cost: misusing a battery will considerably shorten its lifetime. Further, as Meubrink adds, “the batteries that are designed for this kind of use are really rather expensive... they are oversized, more complex and need water cooling”.

Therefore, if what's needed is a few seconds of peak demand, one of the supercapacitor technologies might be the answer. There are different versions with slightly different characteristics: for example, Skeleton's development is based on the charge-holding capabilities of graphene's nano-

Photo: Extra Zebra on flickr

As large constant-speed shipping looks at energy storage solutions, supercapacitors are attracting attention, writes Stevie Knight

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

FOUR-STROKE ENGINES

The LiC comes out around a third of the scale - and a fifth of the weight - of the LiB for this particular element of the operation, “and so the number of working gensets can be decreased, making a big impact on the operational cost of the drillship for really quite a small investment”, says Ohno.

However, as both Keenan and Ohno note, the differences between the technologies allow them to slot together rather neatly.

For example, the AHC isn't the only system onboard the drillship that could benefit from electrical support: there's also the dynamic positioning. Here the longer period necessary to back up one of the gensets can't be handled by LiC - because when it comes to energy density, LiB has LiC on the ropes with 100Wh to 250Wh per kilo compared to a minuscule 8kWh/kg to 13Wh/kg, “although it's not really in any way a fair comparison” says Ohno, as they just have different characteristics.

So it seems that a combined solution could do even better in the market than the ESS deployed so far, and a number of players appear interested in taking it further.

While currently under wraps, Skeleton Technologies has “several research and real customer projects” underway, says Meubrink.

For its part, KHI is cooperating with two partners, JM Energy and battery innovator, Corvus, toward the commercialisation of a modular LiC and hybrid LiC/LiB ESS for a range of marine applications. This has recently gained Type Approval by DNV GL; the group expects to launch a containerised solution in 2020.

Finally, as Ohno notes, an installation onboard a longer-run, steady-speed ship makes more financial sense than previous smaller vessel solutions “where it takes far longer to recover the CAPEX”.

Meubrink concludes: “The world is definitely moving.”

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

8 High sided ships like autocarriers can have their efficiency impacted by higher wind speeds

Image: Skeleton Technologies

Abacus. He adds that while it generally has a higher temperature rating and is somewhat lower in volume and weight, it does have a slightly greater internal resistance, so extremely high peaks are better met by ELDCs. Further, some voltage control is needed: while LiC's don't have the reactive chemistry of li-ion batteries and won't suffer from thermal runaway “you can still damage the device... but it will not result in catastrophic failure”.

So, what kind of length of discharge would be best met by a supercapacitor - and when should a battery be utilised?

According to Meubrink, “I'd say a supercap is a good solution for higher power output, under 30 seconds duration”. Keenan says for simple comparison's sake, an LiC will probably yield “a couple of minutes draw”, but in both cases the price rises concomitantly for more extended demands. Therefore, if a much lengthier output is required, a battery may be more appropriate for commercial reasons.

However, Keenan adds that in scenarios where there is a frequent trickle of energy - for example from solar, wind or kinetic energy harvesting - an LiC can hold onto it for months with very little self discharge, which “might be very attractive for marine applications”.

Most importantly, both have a very different C-rate response to LiB. This results in far greater flexibility, says Meubrink: “As a rule of thumb, you can take a supercapacitor sized for a 500kW discharge over ten seconds, and use it to give you 1MW for five seconds.” What's more, he adds, “it can charge in the same kind of period”.

So, how could it work out in practice? The running data from a 13.2MW ocean-going car carrier was used as a study case by KHI to compare the different solutions. Typically high-sided vessels like this can have some issues with wind speeds above 10m/s, and this comparison looked at an ESS that would cover a seven-second, 550kW load fluctuation, that is +/-5% of the total 5.5MW power output and another which covered +/-10% variation. Using JM Energy's figures, both cases show an LiC is over 60% smaller than an LiB. There's another challenge provided by LNG, as more and more cargo vessels are being updated with gas systems “but they're rather slow reacting to load changes” says Meubrink. “If what's needed is to increase the power output by around 40% in a few seconds, that's not something that a low-pressure LNG engine can do, so you need to add an energy source to support it.”

Interestingly, KHI has been looking in a similar direction. One of its studies focused on the most effective way to stop a dualfuel LNG genset flipping back to diesel mode.

A vital 20 seconds of 600kW support on a 3MW engine could yield gas-only operation with better environmental performance: however, the volume, weight and size of the LiC is around 38% less than an LiB solution. Most importantly, the cost of the LiC is accounted for by the difference in price between gas-only and a dual-fuel installation, underlined Ohno.

However, another KHI study really drives the point home: drillships have a huge heave compensation draw that can rise and fall by a massive +/-6MW across a 10 second period. At present, these drilling rigs utilise several large diesel gensets just to absorb the AHC, predictably pushing up fuel consumption.

Photo: Garitzko

If what's needed is to increase the power output by around 40% in a few seconds, that's not something that a low-pressure LNG engine can do, so you need to add an energy source to support it

8 SkelMod 170V module used in active heave compensation applications

OCTOBER 2019 | 25

THRUSTERS & PROPULSORS

APPLYING DYNAMIC CONTROL TO TOWING KITE TECHNOLOGY The last few months have seen an upsurge in interest in Seawing, the automated power kite developed by Toulouse-based developer Airseas, even before the product's commercial launch

SEAWING PERFORMANCE At the heart of the product lies a 1000m2 powered kite, which can be automatically controlled, deployed, managed and stowed from the bow of large vessels, thanks to Airseas' unique aeronautical know-how.

The automated product optimises the operation of the kite, combining detailed meteorological data with route and vessel specific data to maximise energy efficiencies.

One of the particular features of the Seawing system is the way that the kite is managed to maximise the thrust from the air at its operational altitude of over 100 metres above sea level.

Unlike some other kite products, the Seawing is able to apply dynamic control to the configuration of the kite.

“We are able to force the wing to fly in eight-shaped motions in the sky, using the same principle top kite surfers use to jump high in the air", Luc Reinhard, business development director at Airseas, noted.

One of the advantages of the dynamic control method is that it maximises the propulsive force generated by a 1000m2 Seawing. “By keeping the wing out of its comfort zone, we can generate up to 110 tonnes/second.”

WHEN THE WIND BLOWS The operating conditions for the kite are wind speeds of between 8 and 40 knots, while the kite itself is resistant to all but storm or hail weather conditions.

The system is able to take measures to protect itself from damage in case of wind surges: “it can be put at its zenith position to reduce its wind density to nearly zero, and then recover and store it until favourable wind conditions are back”, Reinhard said. .

The availability of the system is route dependent, but Reinhard noted that Airseas' sophisticated modelling programme, which draws on highly detailed simulation methods based on its relationship with European aircraft manufacturer, Airbus, had derived availability of up to 65%.

In order to maximise the amount of wind propulsion generated, Vincent Bernatets noted that this might also require some route changes by up to a few tens of miles to maximise the energy efficiencies while keeping the same arrival time. The amount of wind generated on round trips is highly route specific, he noted.

While the company currently publicised fuel savings of 20% from its product, one suezmax vessel operating along trade routes at higher latitudes had achieved savings of 45%.

“One of our partners could achieve fuel savings of 45% on a suezmax vessel on a regular round-trip route at a northern latitude”, Bernatets noted.

Bernatets noted that the non-linear relationship between sail size and energy generation meant that the product was particularly well suited to larger vessels, even if the fuel efficiencies for a 400m-long, 200,000 dwt bulk carriers, for

26 | OCTOBER 2019

Credit: Carsten Feldhusen/ MarineTraffic.com

The first commercial installation aboard Louis Dreyfus Armateurs' Ville de Bordeaux ro-ro is due to be undertaken in 2020.

example, were proportionately lower than for lower ballast smaller vessels.

Even before the launch of the product, some companies have begun to look at developing innovative new ship designs to maximise the benefits of the product.

The company was currently focused on beginning commercial production of its current 1000m2 kite product, but there were several areas of focus, including extending the operational life of the kite wing itself beyond the current two years.

Meanwhile, Aireas continues to work closely with a number of other parties, including class society Bureau Veritas which already granted their Approval in Principle in October 2018.

“As a company with its roots in the aeronautical industry [Airbus remains a shareholder], we retain a strong focus in safety and risk analysis. These are key values that we share with Bureau Veritas”, Bernatets noted.

RETROFIT INTEREST Reinhard noted that the first commercial installation, aboard Ville de Bordeaux, as well as the contract signed with Japanese ship owner and operator “K” Line (Kawasaki Kisen Kaisha Ltd.), concerned existing vessels.

However, the product itself is comparatively simple. “One of the strengths of the product is that it is a plug-and-play solution: it only needs to have enough space on the foredeck”, Reinhard noted.

The automated control system was also self-contained and could be integrated into existing voyage optimisation systems.

The potential energy savings Seawing, a 5th term technology, offers for larger vessels is particularly interesting as attention shifts to EEDI Phase 3 criteria.

Bernatets was unequivocal: “we believe our product will be the cornerstone of future ship development”.

8 The first commercial installation of Airseas’ Seawing power kite is due to be undertaken in 2020 aboard Ville de Bordeaux ro-ro

8 Luc Reinhard, business development director at Airseas

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

THRUSTERS & PROPULSORS

A SECOND WIND FOR AIR LUBRICATION SYSTEMS

A RENEWED INTEREST IN EFFICIENCY MSC, Italian-based ro-ro operator Grimaldi and Celsius Tankers are all reported to be fitting newbuildings with air lubrication systems. The systems were either designed by SHI or Silverstream, with a view to improving vessel efficiency further.

The Silverstream system is also a BDR system. It uses patented air release units in the hull to produce a rigid carpet of air to reduce the frictional resistance between the hull of a vessel and the water. The Silverstream system also reduce fuel consumption by 5-10%, depending on vessel characteristics.

Shipping is having to adjust to a new normal with the introduction of targets to reduce greenhouse gas (GHG) emissions and the increase in costs, particularly fuel prices, vessel efficiency has floated to the top of the priority list.

The Motorship notes that the approval of the proposed amendment to MARPOL Annex VI Regulation 21 at the 74th session in May 2019 of IMO MEPC has brought forward the implementation of EEDI Phase 3 to 2022 (from 2025) for several ship types including container ships and cruise ships.

Air lubrication manufacturers note renewed interest from

28 | OCTOBER 2019

8 Mediterranean Shipping Company’s (MSC) 399.9m-long, 23,756 TEU MSC Gülsün is the largest container vessel in service

customers in what has been a semi-mature technology for some years.

Up to the end of 2018 some 23 ships had been fitted with air lubrication systems eight of these were passenger ships, either ferries or cruise liners, the rest were evenly spread between vessels like bulk carriers, container ships and tankers.

Since then, five major cruise vessels had been fitted with air lubrication systems, two from Mitsubishi Heavy Industries, two designed by Silverstream and a fifth from Foreship.

INSTALLATION CONSIDERATIONS Air lubrication systems generally consist of piping, pneumatic and control systems, and air dispensers. Equipment, piping and ventilation may need to be rearranged for the installation of air lubrication system.

Structural modifications associated with air lubrication systems usually involve installing air dispensers on the hull.

Local stress concentrations may require reassessment due to the additional openings on the vessel hull.

Retrofitting air lubrication systems is fraught with hull design problems, according to Japanese researchers and designers, not least because the original hull is not designed to regulate the airflow away from the vessel's propellers and this could cause a loss of power and vibration and other noise problems as a result.

Credit: Silverstream Technologies

MSC has made several of its new 23,700 TEU vessels air lubrication ready and has fitted shipbuilder Samsung Heavy Industries' (SHI) SAVER Air, air lubrication system to the latest vessel delivered, the MSC Gülsün.

Six of the 11 mega-container ships on order will be built at SHI and one of these will initially be fitted with the SAVER Air system while the remaining five have been made ready to fit the system should the savings on the initial vessel prove successful.

In a statement to The Motorship, MSC confirmed that the company was considering fitting the SHI's SAVER Air system to its new 23,700TEU vessels. “MSC continues to experiment with air lubrification systems and other systems to make container shipping even more energy efficient. Some of the Gülsün Class of 11 ships will be fitted with these.”

MSC Gülsün was delivered to the owner on 19 August and boasts a number environmentally friendly technologies that will improve the vessel's performance compared to ships of a similar type. The vessel's MAN B&W 11G95ME-C9.5 engine has been supplied on a dual-fuel ready basis, while the engine can already use low sulphur fuel and is fitted with an exhaust gas cleaning system.

The vessel's engines have been optimised for a top speed of 21 knots, compared to 25 knots for previous container ships, which will reduce its fuel consumption. According to MSC the vessel emits 7.59g of carbon dioxide/tonne mile and is also capable of cold ironing in port to reduce harmful emissions in and around the port area.

The SAVER Air lubrication system is a Bubble Drag Reduction (BDR) system, using pumps to blow air through the bottom of the vessel's hull to create an air cushion on which the ship rides reducing drag substantially, by up to 10%, and ultimately reducing the fuel used to move the vessel over a given distance at a measured speed.

Credit: MSC

MSC's new 23,7000 TEU MSC Gülsün is the latest vessel to be fitted with an air lubrication system, amid a resurgence in interest in the technology, writes Nick Savvides

8 The Silverstream system uses patented air release units in the hull to produce a rigid carpet of air to reduce the frictional resistance between the hull of a vessel and the water

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

19 NOV Hamburg 21 201ȟ Germany TO

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

THRUSTERS & PROPULSORS

THE APPLIANCE OF DATA SCIENCE TO HYBRIDISATION Stefan Goranov, Program Manager - Hybridisation at engine designer WinGD discusses the progress of the company's hybridisation programme Hybridisation in the marine sector is rapidly evolving, but as received wisdom has it, today's marine grade lithium-ion batteries have relatively low energy density. This leads to the significantly high weight and volume to store enough energy for the high-power requirements for propulsion of larger merchant marine ships.

Hence, the limited wider applicability for deep-sea vessels.

The most economical way ahead is to match the complete system topology and its operation strategy with concrete business objectives and the vessel's mission. Different cargoes, equipment, and desired modes of operation have immense impact on the system architecture, and consequentially on the capital expenditures and operational costs.

Winterthur-based two-stroke engine designer WinGD plans to throw light on the commercial case for hybridisation in the deepsea market, by introducing detailed use cases for two separate vessel types “by early 2020”, Stefan Goranov, Program Manager Hybridisation told The Motorship in an interview in July.

“We are working on a feasibility study to quantify the benefits and the tradeoffs between a conventional and hybrid propulsion system with WinGD two-stroke main engines.”

The programme goes far beyond the application of power takeoff (PTO)/power take in (PTI) solutions to two-stroke engines. WinGD already offers such solutions to customers, and the technology has been installed on multiple vessels, including shuttle tankers featuring twin propulsion 520mmbore XDF engines and dynamic positioning system (DPS).

The goal of the programme is to deliver solutions that arrange other technologies around the main propulsion engine and enhance the overall system performance through efficient integration.

Goranov stressed the project from WinGD's perspective was primarily focused on deep-sea vessels' main propulsion engines.

“Using battery storage enables us to run the engine at its most efficient operational point in terms of fuel consumption. Other modes being foreseen are power boost, peak shaving, electrical engine start and manoeuvring for zero-emission propulsion in port, and provision of spinning reserve for black-out prevention.

Downsizing the main engine might also be possible.”

Goranov added that there were potential advantages also in terms of reducing auxiliary engines' power requirements, which might interest ship owners and impact the financial case of such models, by permitting the number of auxiliary engines to be rationalised, while the optimisation of auxiliary engine operation would lead to reduced fuel consumption, maintenance costs and longer service lives.

EEDI ENVIRONMENT The potential advantages would vary depending on the type of vessel, its operational profiles and would be vessel-specific, taking into account route specific and detailed system-specific energy consumption data.

The regulatory environment is helping to drive interest in hybridisation. The implementation of EEDI Phase 3 for a number of ship types, including container ships, general cargo ships,

30 | OCTOBER 2019

gas carriers and LNG Carriers is likely to be brought forward to 2022 (from 2025). Meanwhile, industry observers have noted that comparatively few oil tanker designs are currently able to comply with Phase 3 requirements.

Goranov noted that hybridisation offered potential advantages for oil tankers, which could potentially help them meet upcoming EEDI requirements. Ro-Ro ships also represented a very interesting vessel class, Goranov added.

8 WinGD will upgrade the second test engine in Winterthur to allow the testing and validation of a hybrid system in a "semiphysical" set-up

TECHNICAL USE CASE One of the first deliverables for the program will be technical use cases to allow WinGD to demonstrate the value of such a system. “They will provide a detailed breakdown of the gains and trade-offs, the specific data and the savings”, Goranov said.

The use cases under development compare a conventional propulsion setup with WinGD engines with a battery hybrid solution operating in conjunction with WinGD engines. “We plan to release the cases early 2020, to obtain market feedback for the proposed solutions, align our activities accordingly, and maximise the value to our customers”.

This would require highly detailed analyses of energy

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

THRUSTERS & PROPULSORS

SIMULATION PACKAGE All the above is only possible with high-fidelity simulation models and a state-of-the art digital toolchain. WinGD's way to plausibly virtualise the development environment is by deploying a modular full-system simulation platform, containing transientcapable engine- and electromechanical components' models.

Taking the complete system into consideration is imperative for determining the best fitted propulsion system for a given ship design. We also aim to enable creation of multiple power request profiles for a given sea route, depending on desired ship speed and sea weather. Hence the best performing control strategies can be identified.

“Our intention is to have a propulsion system that fits like a glove for a given ship.”

The Motorship notes that this would also contribute towards IMO-level discussions about the minimum propulsion power required for tankers or bulk carriers to maintain manoeuvrability in adverse conditions.

The research project is being led from WinGD, Winterthur and the research is being undertaken in collaboration with a number of Swiss research institutions, following WinGD's model of sustaining advanced engineering research networks. WinGD is collaborating with equipment suppliers, ship designer and research institutions in China, drawing on existing relationships with affiliates of CSSC. WinGD is also seeking to work together with battery suppliers and system integrators in the project, as well as to strengthen in-house expertise in the area. “Our role as an engine designer is to recommend certain integration strategies with our engines and certain solutions, but we have no intention of moving into the battery cell supply business”, Goranov said.

“We are also building up hardware-in-the-loop test systems in Winterthur in order to permit fine-tuning of the hybrid model in a “semi-physical” set-up.”

As a measure of WinGD's commitment to the hybridisation project, Goranov noted that the second test engine in Winterthur will also be upgraded to allow the testing and validation of the hybrid system.

Goranov has particular expertise in managing these projects, having recently led WinGD's next generation engine control development, WiCE. Prior to joining WinGD, Goranov began his career at sea, culminating in a role as chief electrical engineer

Image: WinGD

consumption profiles. “Once the system requirements and desired features are defined, we are looking deep into relevant power request profiles from both the propeller and ship's grid.

We then feed the prepared data into topology sizing and control optimisation algorithms, in order to iterate alternatives, derive the boundary conditions and recommend the appropriate size of system's components and strategies for energy management.”

Meanwhile, a separate deliverable from the development project is planned in mid-term, a platform with embedded high-fidelity simulation models for use by system integrators and ship designers, covering hydrodynamics such as hull design and propellers, as well as propulsion packages.

“Our goal is to maximise the efficiency of the system as a whole through efficient integration, determining the optimum topology, tuning, and operation strategy. The two-stroke engine is at the heart of such a system”, Goranov said.

Furthermore, WinGD could investigate the impact of different propeller designs, hull designs, friction increase due to hull fouling. By means of our approach, the engine designer might be able to help ship designers to quantify (in terms of fuel consumption) the improvements they make on the ship hull or propeller design.

aboard a cruise ship. He then moved to Wartsila, where he worked in Automation and Control.

SMOOTH SAILING “The two issues we face in terms of electrifying a two-stroke propulsion system are that the power needs are high and the upfront cost, when the complete energy system is not optimised, is quite significant.” Goranov noted that rapid progress in battery production costs had seen the cost of battery systems fall over the last ten years to a remarkable extent.

There are some bottlenecks in the battery sector. “When we look at the cost structure of a battery package, we struggle to see much scope for prices to keep substantially falling, if the technologies behind do not sensibly evolve”, although efficiencies from manufacturing at scale may offset some of the pressures from raw material input prices.

A number of battery suppliers have products that meet the requirements and each solution has its own relative advantages. Chemistry, energy density, charging and discharging (C) rates, and other considerations all need to be taken into account for “fit for purpose” solutions, he concluded.

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

8 WinGD plans to introduce detailed use cases for two separate vessel types “by early 2020”

8 Stefan Goranov, Program Manager Hybridisation at engine designer WinGD

OCTOBER 2019 | 31

HYBRID PROPULSION

MTU ROLLS OUT ITS HYBRID PROPULSION Keeping ahead of the game and also enabling the market to meet future regulations, German-based MTU has enhanced its latest hybrid offering to the market, writes Samantha Fisk MTU is to launch a new range of completely integrated hybrid propulsion systems on to the market in 2020. The propulsion systems will also be made available for yachts, work boats, ferries and patrol boats in a power range extending from around 1,000 kW to 4,000 kW per powertrain. The combination of diesel engines and electric motors, in addition to batteries, will offer customers significant benefits in a variety of marine applications, the company highlights.

“The most important being efficiency, environmental compatibility and the flexibility of the propulsion system,” said Knut Müller, head of the marine and government business at MTU. “With the aid of a modular system, we will make integrated hybrid propulsion systems available that are tailored to the customer's specific requirements.”

MTU recognises that operating costs are a decisive issue for the maritime industry. “The cost- effectiveness of a drive system cannot be ensured just by raising its technical efficiency.

The system must be capable of intelligent adaptation to the mode of operation so the cost can be reduced”, comments Stefan Müller, head of application engineering marine at the power systems business unit of Rolls-Royce.

The cost- effectiveness of a drive system cannot be ensured just by raising its technical efficiency. The system must be capable of intelligent adaptation to the mode of operation so the cost can be reduced Müller notes that the use of electrical components in the powertrain can also make a valuable contribution to reducing the costs in marine applications. Hybrid systems can also be deployed for enhancing travel comfort, for example using batteries to reduce noise and raising the agility of a vessel, through increased system reaction to manoeuvrability.

MTU's concept of a serial hybrid system includes a modular building kit with standardised components and concepts for different vessel types and sizes. MTU plans to act as a system integrator (Power Management and system automation) during the supply of its systems, ensuring the operator only has to

32 | OCTOBER 2019

liaise with one contact for the whole propulsion system.

“In the first instance, MTU will focus on PTI solutions with MTU series 2000 engines and gradually introduce solutions with series 4000 engines as well as inline-solutions. At the PTI solution, the gearbox is connected to the diesel engine via a clutch. To this PTI gearbox, an electric motor is attached which can be coupled or decoupled as needed. The MTU inline solution consists of an intermediate shaft gearbox that is flanged between the diesel engine and the transmission gear unit. At this intermediate shaft gearbox, electric motors (14, depending on customer and performance requirements) are directly being attached.”, says Müller.

Sailing Yacht A, the world's largest sailing yacht which was commissioned in 2017, has been fitted out with an MTU hybrid system.

This is a combined diesel-electric propulsion system that offers seven different propulsion modes. When needed, a maximum speed of 21knots is achieved using the diesel engines and electric motors for a combined power output of close to 16,000 kilowatts; while slow

8 TU’s integrated hybrid propulsion solution will be extended from the MTU Series 2000 to the MTU Series 4000 in 2021

cruising with very low vibration levels and reduced fuel consumption is also possible.

Müller noted that the introduction of tighter environmental regulations was creating potential market opportunities for hybrid solutions, citing the forthcoming introduction of emissions regulations covering the Norwegian fjords.

“In Norwegian waters electrification of shipping is becoming a clear path forward with the long-term aim of emission free operation.

This means reducing emissions of NOx and soot but also CO2. Pure electric shipping is seen as a solution in local operations within fjords. On longer routes hybrid propulsion will enable battery-powered emission free sailing inside fjords before vessels switch to diesel operation outside the fjord, in order to achieve the necessary endurance. This could be a suitable solution especially for small or fast boats where pure battery operation might not be possible due to weight restrictions,” explains Müller.

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

CONDITION MONITORING

COLLABORATIVE PROJECT PUTS SPOTLIGHT ON RELIABILITY A new equipment monitoring system is being developed by an ambitious team comprising engine company MTU, transmission specialist ZF and a diverse German ship owning group When Rolls-Royce Commercial Marine was sold to Norwegian group Kongsberg in April, the UK company’s well-established expertise in ship intelligence moved with it. What remained, under the Rolls-Royce Power Systems division, were engine makers Bergen and MTU. Now the latter of those two companies is seeking to establish its own credentials in equipment monitoring and diagnostics.

In May, The German supplier of high-speed engines revealed that it was developing its own condition monitoring system, the Equipment Health Management System. Far from being a solo effort, MTU is collaborating with ZF – a neighbour both geographically, given its Friedrichshafen headquarters, and systematically given ZF’s role in supplying transmissions for MTU engines. The company provides transmissions for around 70% of MTU’s marine engines.

The logic behind the cooperation with ZF reveals MTU’s longer-term ambition for its equipment monitoring project. The aim, says Rolls-Royce Power Systems project manager Bartosz Kowalinski, is to build a complete operating picture of the ship’s propulsion system.

If this system monitoring is combined with external data – including wind, waves, tides and currents – then operators will be able to do more than see their diagnose and predict equipment failures. They could also optimise their fleet and individual vessel operations in real time.

The engine is at the heart of the propulsion system, and the equipment health management system will draw on several critical engine measurements including cylinder pressure and temperature readings. But for a complete view, monitoring of other components along the drivetrain will also be required.

Kowalinski explains that the involvement of ZF is just the first step of a wider collaboration.

“Our strong relationship with ZF was one reason for launching the project with them,” he says. “Another was the extra depth of insight we can provide by combining engine and transmission data. We want to go further in later stages of the project, but this combination already gives us a wealth of information that will be valuable to our customers.”

The Equipment Health Management System will focus on allowing ship owners to maximise the availability of their vessels while keeping fuel consumption and CO2 emissions to a minimum. It will collect and analyse data from the MTU engines, ZF transmission systems and other key components on a vessel and bring in external factors including weather data.

MTU is targeting a commercial launch in 2021.

The Förde Reederei Seetouristik (FRS) Shipping Group is testing the new system for the first time in its Halunder Jet, a fast ferry operating between Hamburg and the archipelago of Helgoland.

According to FRS Helogline managing director Tim Kunstmann, the company’s requirement for reliability is behind its interest in helping MTU to develop the new system. “When you have 680 passengers standing on the St. Pauli pier in Hamburg waiting to board, reliable operation is of top priority,” he says.

The owner has a total of 58 vessels operating ferry services and crew transfer services for offshore wind farms in Europe, North Africa, the Middle East and North America. MTU has been working with the company for more than 20 years, having won its first contract with FRS in 1997. The company now has 40 MTU engines in service.

The monitoring project will use the busy Halunder Jet as a prototype client vessel, explains Kowalinski. At a later stage, the learnings from that vessel – including control and monitoring algorithms developed for the system – will be applied to other vessels in FRS’ fleet.

“The large number of vessels, the variety of vessel types operated and their areas of operation make FRS particularly interesting for the development project,” he says. “It enables us to develop a product designed specifically to meet the demands of a large fleet operator.”

The project team’s next steps will be to develop an interface between ZF transmission systems and the Equipment Health Management System. After this data will be collected from the various components of the powertrain on the Halunder Jet and then analysed. The partners will then use agile working methods – a project management technique which involves repeatedly examining interim results rather than waiting to analyse results at the end of the project – to verify that outcomes meet the requirements of FRS and potential future customers.

There are no concrete plans yet to extend the project to sister company Bergen, although Kowalinksi confirms that the two enginebuilders share expertise and experience when developing new products. But with more technology companies are expected to join soon, the project will provide a strong foundation for MTU’s further forays into equipment monitoring.

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

8 MTU is collaborating with ZF in the development of condition monitoring system, the Equipment Health Management System

8 Rolls-Royce Power Systems project manager Bartosz Kowalinski expects the combination of engine and transmission data to provide deeper insights

OCTOBER 2019 | 33

DESIGN FOR PERFORMANCE

STONE MARINE TO LAUNCH ‘GAME CHANGING’ PROPULSION DEVICE Adrian Miles, managing director of Stone Marine Propulsion, discusses the potential energy savings offered by the company's Gate Rudder propulsion device The MD of UK-based propulsion specialist Stone Marine chose his words with care. “The Gate Rudder could be a bit of a game changer”, Adrian Miles said.

The Gate Rudder is an innovative new propulsion device, which is in effect a ducted propeller system, that Stone Marine plans to launch commercially early in 2020.

“We are still doing development work on the product. The unconventional design of the product has complicated modelling work - the full-scale results are significantly better than the model test results had indicated.”

But the voyage data results after a year of operation aboard a 3,850 dwt containership plying a route along Japan's coast were highly encouraging. Miles noted that the Gate Rudder had achieved 14% fuel savings in sea trials, and the voyage data savings were even higher at 25%.

Following the first gate rudder application, three Japanese newbuilding featuring Gate Rudder systems are currently underway, and are due to be delivered in the next 18 months. The projects under construction have all been negotiated by Japanese shipowners with the Gate Rudder consortium's Japanese partners.

The sea trial results of a larger size containership, and two coastal cargo vessels would help provide more data.

While the projects under construction are all smaller vessels, a larger ship is currently being planned. “A handysize bulk carrier is currently being designed”, Miles said.

Miles would be interested in discussing potential projects with European ship owners, but work on designing the system for larger vessels was ongoing.

OPERATIONAL RESULTS Analysis of the results of the first year of operation of a small containership operating along the coast of Japan confirmed that the device had achieved savings of over 25%, surpassing the 14% achieved in sea trials.

8 The Gate Rudder is an example of an Open Type Ducted propeller

With the support of the Nippon Foundation, the first Gate Rudder system had been fitted to a container ship Shigenobu, which entered service in 2018. The voyage data from the vessel's first year of service revealed significant energy savings of above 25%, compared with the voyage data of an identical container ship Sakura, fitted with a flap rudder.

The Sakura is one of the best container ships designed by Yamanaka shipyard who developed the hull form not only based on numerous model tests but also based on the recent CFD technology. The Shigenobu was built one year later than Sakura with the same hull form and the same engine, a Hanshin LH46LA (low speed four-stroke 6 cylinder) diesel engine. The difference between the two vessels is only the rudder system, including the propeller.

Miles commented that “The results have exceeded expectations. In fact, nobody could believe how well the system has performed”.

Upon entering service in January 2018, Shigenobu mainly operated along the same Tokyo-Tomakomai route along the north-east coast of Japan as a near-identical sister vessel, Sakura. This permits analysis of the Gate Rudder's performance based on comparisons between the two vessels' performance in identical conditions.

The Gate Rudder also recorded superior performance in heavier weather, especially in head sea conditions. Shigenobu was reported to be very strong against wind and waves such that the vessel can enter and berth in a stormy port even when the wind is blowing at over 20m/sec, while other vessels waiting for calmer conditions. Extremely stable stopping and astern motion are also experienced with the gate rudder system on Shigenobu.

“These improvements are additional benefits from the device, which was designed to improve fuel efficiency”, Miles said.

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

8 The Shigenobu was the first vessel to be fitted with the Gate Rudder system

OCTOBER 2019 | 35

DESIGN FOR PERFORMANCE

GATE RUDDER CONCEPT The Gate Rudder system replaces existing rudder systems with a completely new ducted propeller system, which produces additional thrust rather than additional drag. This is a new type of ducted propeller, distinct from Closed Type Ducted Propeller systems or Front Type Ducted Propeller systems, such as the Mewis Duct.

“It isn't really correct to describe the Gate Rudder system as a rudder. It is a combined propulsion device with the effect of a Ducted Propeller and a Stern Thruster”, Miles said.

The gate rudder system concept is very simple: simply substituting a conventional rudder with a rudder blade fitted on each side of the propeller.

The patented device was originally invented by Chairman Sadatomo Kuribayashi of Kuribayashi Steam Co., and long-time Stone Marine collaborator Noriyuki Sasaki, a visiting Professor at the University of Strathclyde (and formerly, senior research director of NMRI Japan).

Noriyuki Sasaki told The Motorship that nobody had noticed this simple idea before because conventional modelling techniques were unsuited to unconventional propeller-rudder configurations.

Sasaki added “The resistance of the gate rudder measured in the towing tank was quite high and 5-10 times, relatively, compared to full scale (scale effect). This gave the wrong conclusion for the model test result.”

Sasaki noted the decision to develop the gate rudder was taken despite the fact that the test results achieved from existing model testing methodologies were unsupportive.

Sasaki credited Nobuhiro Asaumi, the chairman of Yamanka Shipbuilding Co. to commission the gate rudder and propeller from Kamome Propeller Co. Ltd. LOWER PROPELLER THRUST The propeller in a gate rudder system requires much smaller propeller thrust than that of a conventional rudder system because the rudder is changed from a resistance device to a device generating thrust. This also reduces the hull interaction force which is known as a thrust deduction factor.

A second factor is also at play. “The gate rudder also works like the sails of a sailing ship in the water. The propeller increases this sail performance using so-called USB (Upper Surface Blowing) technology like an aeroplane wing, while the conventional rudder works in the deflected flow of a propeller slipstream which deteriorates the sail performance,” Sasaki said. “We can expect the same effect of the gate rudder for a rolling motion.”

MODELLING One of the reasons that the results had exceeded expectations was that conventional modelling techniques were unsuited to unconventional propeller-rudder configurations.

“The resistance of the gate rudder in the model test was quite a bit higher than we have actually seen in full size tests”, Miles said. This was also having an effect on modelling the expected performance of other vessels. In addition, the Gate Rudder's greater volume than some comparable rudder systems means careful design work is required for larger vessels.

“We still have to do some work before we can think of installing this on a 20,000 TEU containership”, Miles said.

Miles noted that the introduction of a number of other vessels fitted with a Gate Rudder would expand the amount of operational data available for analysis. In addition to three smaller vessels under construction, a 38,000 dwt panamax bulk carrier was currently at the design stage.

8 The Gate Rudder has a shorter profile than rudders located behind propellers, offering cargo capacity optimisation opportunities

DESIGN ADVANTAGES The efficiency improvements required to meet criteria for Phase 3 of the Energy Efficiency Design Index (EEDI) mean that the Gate Rudder is likely to attract attention from ship owners and naval architects.

Miles was reluctant to discuss the higher efficiency savings of over 25% seen in the voyage data, as the results were route specific and based on one vessel. He preferred to state that the “guaranteed minimum” of 14% fuel efficiencies seen in the sea trial should interest ship owners.

Miles noted that optimising the hydrodynamic design of the stern of a vessel might permit naval architects to eke out additional fuel efficiencies from the Gate Rudder. “The main savings come from the propulsion device but further flow optimisation into the Gate Rudder is possible”.

Miles added that the Gate Rudder could offer additional operational benefits for ship owners beyond fuel efficiencies.

The shorter overall length of the propulsion system means a commercial vessel could increase its cargo carrying capacity by 3-4m without increasing the overall length of the vessel, Miles noted.

The Motorship noted that the improved fuel efficiencies offered by the Gate Rudder might permit derating the main engine size, without impacting on operational performance. This would also permit the use of lighter propeller shaft systems.

One particular advantage of the gate rudder system is that it can eliminate the requirement for a stern thruster. Sasaki had identified added the possibility of replacing the stern thruster, offering wider design capability”. The system is extremely good for coastal vessels which need frequent berthing.

8 A drone’s eye view of the crabbing mode of the Gate Rudder

PRINCIPAL PARTICULARS – Shigenobu Length overall 101.90m Breadth, moulded 17.80m Depth 8.50m Speed (maximum) 16.20 knots Deadweight 3,850t Main engine power 3,309kW Class Class NK

36 | OCTOBER 2019

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

19 NOV Hamburg 21 201ȟ Germany TO

The Motorship Award The Zero Emissions Race The Motorship Award will return to the 2019 Propulsion & Future Fuels Conference, honouring and recognising innovative low emissions vessels partnerships.

The Editor of The Motorship is pleased to announce this ]IEVƶW ǻREPMWXW XSRIQEVMRI ‘Gate Rudders’ - a rudder system for vessels which would have ± ŸĜčĹĜĀϱĹƋ ŞŅŸĜƋĜƴå åýåÏƋ ŅĹ ± ƴ域åĬűŸ üƚåĬ ÏŅĹŸƚĵŞƋĜŅĹ ±ĹÚ ±Ÿ ± ųåŸƚĬƋØ ĜƋŸ emissions. ,VMQEPHM ,VSYT ů:ųĜĵ±ĬÚĜ :ųååĹ ĂƋĘ :åĹåų±ƋĜŅĹű ě ƋĘå ĀųŸƋ åƻ±ĵŞĬåŸ Ņü ± ĹåƵ ŸåųĜåŸ Ņü Ņx Ņ ĘƼÆųĜÚ ŸĘĜŞŸţ -YVXMKVYXIR ů{ŅƵåųĜĹč ÏųƚĜŸå ŸĘĜŞŸ ƵĜƋĘ Úå±Ú ĀŸĘű ě ±Ÿ ƋĘå ĀųŸƋ ÏųƚĜŸå ĬĜĹå ĜĹ ƋĘå ƵŅųĬÚØ BƚųƋĜčųƚƋåĹ ƵĜĬĬ ŞŅƵåų ƋĘåĜų ŸĘĜŞŸ ƵĜƋĘ ĬĜŧƚĜĀåÚ ÆĜŅč±Ÿ ŠX :šØ üŅŸŸĜĬěüųååØ ųåĹåƵ±ÆĬå üƚåĬ ŞųŅÚƚÏåÚ üųŅĵ Úå±Ú ĀŸĘ and other organic waste. ;* 8IGL SPYXMSRW 4= ů Ęå 8ĜųŸƋ Ņ{±ƻ 8åųųƼ ĜĹ ƋĘå ƵŅųĬÚ with zero-emission sailing mode’ - WE Tech and RMC will ƋŅčåƋĘåų ÆųĜĹč ±Ÿ±ĬĜĹåűŸ ĹåƵ Ņ{±ƻ üåųųƼ ƋŅ ƋĘå ĹåƻƋ ĬåƴåĬ Ņü ŸƚŸƋ±ĜűÆĬå ŸĘĜŞŞĜĹčţ

For more information visit: propulsionconference.com/motorship-award åĵ±ĜĬ cĜÏĩ )ÚŸƋųʼnĵØ )ÚĜƋŅųØ Ęå aŅƋŅųŸĘĜŞ× conferences@propulsionconference.com or contact: +44 1329 825335

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LNG CARRIER FOR EXPANDING SPANISH TRADE

Courtesy of Endesa

Boosting the merchant fleet under the Spanish flag, the LNG carrier Adriano Knutsen has entered service on long-term charter to power utility Endesa, writes David Tinsley

Entrusted to the Madrid-based subsidiary of Norway's Knutsen OAS Shipping, the 299-metre gas tanker will initially be engaged in the shipment of LNG from Cheniere Energy's Corpus Christi terminal in Texas to Spain. She is scheduled to discharge her first cargo in Barcelona towards the end of August.

Adriano Knutsen is the first of a trio contracted at Hyundai Heavy Industries, and commanded a construction cost of US$185m. The specification included ME-GI dual-fuel, two-stroke engines developed by MAN Energy Solutions and Mark III Flex membrane containment technology licensed by French cryogenic engineering specialist GTT. The vessel is the largest merchant ship sailing under the Spanish flag and her cargo intake is said to equate to a single day's demand from the whole of Spain.

Although the ME-GI propulsion machinery offers the flexibility to burn low-sulphur fuel oil, the intention is to run predominantly on natural gas. The ship's two engines are five-cylinder models of the G70ME-GI type, capable of running directly on cargo boilPRINCIPAL PARTICULARS – Adriano Knutsen Length overall 299.0m Length bp 293.6m Breadth, moulded 48.0m Depth 26.4m Draught 12.5m Gross tonnage 121,940t Deadweight 96,039t Cargo capacity 180,000m3 Main engine 2 x MAN 5G70ME-GI Speed, maximum 19.5ktss Class LR Flag Spanish

38 | OCTOBER 2019

8 Adriano Knutsen prior to delivery from Hyundai Heavy Industries' Ulsan shipbuilding complex

off gas. The thermodynamics are based on the Diesel principle rather than the Otto cycle, and the design is reckoned to incur negligible methane slip as well as yielding increased efficiency across the operating profile. The installation incorporates exhaust gas recirculation (EGR) so as to ensure compliance with NOx emission criteria when fuel oil is used.

The Mark III Flex containment and insulation system employed for the four cargo tanks limits the boil-off rate(BOR) to between 0.1% and 0.085% per day, according to GTT. Directly supported by the ship's hull structure, the system is composed of a primary corrugated stainless steel membrane, positioned on top of prefabricated insulation panels, including a complete, secondary membrane made of composite material. The 48metre hull breadth is testament to the design's dimensioning for the new locks on the Panama Canal.

The vessel is the subject of a seven-year charter agreement with Endesa, the largest electric utility in Spain and which is 70%-owned by ENEL of Italy. The charter deal includes options on extensions for seven and six years, respectively, to help cover LNG purchases entered into by both Endesa and ENEL. The newbuild's immediate allocation to the import traffic from the USA reflects Endesa's contract with Cheniere Energy for the supply from Corpus Christi Liquefaction of two billion cubic metres of LNG per annum over 20 years.

Entered into the Canary Islands register, Adriano Knutsen has a complement of 26, comprising Spanish officers and cadets and Filipino ratings. Second-of-class Rias Baixas Knutsen is fitting out at HHI's Ulsan yard, where the keel of the third ship, Traiano Knutsen, was laid earlier this year with a view to completion during mid-2020 and charter deployment with the ENEL Group.

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50 YEARS AGO

THE RISE OF MEDIUM SPEED POWER 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

In October 1969 the main subject of debate in the shipbuilding and marine engineering world - at least according to the staff of The Motor Ship - was whether or not the medium speed engine was about to take over as the preferred option for marine propulsion.

Our predecessors noted, rightly, that over the years demand for various makes and types of marine engine (a term which includes steam turbines) had fluctuated, with one dominant maker soon to be deposed by another, and nobody fully understood why. Similarly, various types of gas turbine, and even nuclear power, had made inroads into the conservative world of marine engines. But the low speed direct coupled diesel had always come out on top.

The holy grail was said to be an engine that did not need to be opened up for maintenance for four years or more. Any designer who could achieve that would stand to capture most of the market But was that changing 50 years ago? The high powered medium speed engine seemed poised to take over. This was not only down to the good design, government backing and clever marketing of the French SEMT Pielstick range. It was being demonstrated that such machinery offered flexibility and safety, thanks to the twin- or multi-engine configuration of the typical installation, as well as compact dimensions and the ability to run at constant

8 B&W medium speed power for the bulk carrier Brunes

42 | OCTOBER 2019

8 The 3500 dwt Solheim featured a single direct-coupled MAN medium speed engine

speeds sufficient to drive alternators and pumps.

However, our predecessors urged caution, and advised looking at the whole installation, taking into account overall efficiency, fuel consumption - although that was seen back then as being of secondary importance - and, above all, reliability and ease of maintenance.

The holy grail was said to be an engine that did not need to be opened up for maintenance for four years or more. Any designer who could achieve that would stand to capture most of the market.

Statistics bore out the rise of the medium speed option. Although Sulzer, B&W and MAN led the table in terms of installed horsepower in ships completed during the previous quarter. SEMT Pielstick was fourth, and was the only manufacturer to show a rise in horsepower. In terms of vessels described in the October 1968 issue, the main coverage was of a new ferry for DFDS Kattegat services, the Alborghus, powered by two 12-cylinder B&W medium speed engines. Liberty ship replacements figured too - a new design, the Camit coastal vessel of 5,200dwt, had Daihatsu medium speed power. Finland's largest vessel to date, a new 20,000gt luxury cruise ship order for Bergen Steamship Line, to be built by Wärtsilä in Helsinki, was to be powered by four Wärtsilä-built Sulzer 9ZX40/48 four-strokes. Even a new bulk carrier had been specified with two B&W medium speed engines. The 21,206 dwt self-discharging bulker Brunes, built by Lithgow in Port Glasgow, featured a novel fuel heating system using engine cooling water and electric heaters rather than the normal steam.

A new Danish cargo ship, for a combination of ro-ro freight and containers, the 3,200 dwt Surrey, opted for similar B&W medium speed engines to the Brunes.

Interestingly, the report referred to confidence shown in the Nordic despite the possibility of Britain joining the Common Market, as the EU’s predecessor was known.

It was a single engine installation in a chemical tanker, the 3,500 dwt Solheim that raised hopes that the low speed engine was not yet defunct - but reading the description showed that this too was a four-stroke unit, in this case a MAN 8V 40/60 AL of 2,050bhp at 275 rpm, directly coupled to a Kamewa CP propeller.

Could a new order for eight fast container ships for US company Sea-Land to be built at three European yards reverse the trend? No, the required 120,00hp to achieve 33 knots could only be supplied by two steam turbines.

Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 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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Brand New! Absolutely amazing

FRESHLY PICKED VEGETABLES ON BOARD! FEATURES

1

Easy growing of the vegetables

2

Stable cultivation cycle

3 High durability 4

Expert support

by USB data link

5

Easy assembling and installation

Our VEGETABLE GROWER gives seafarers physical & mental happiness

Over 90 years experience and expertise for customer’s satisfaction

Room Pumps（Centrifugal, Gear & Screw types） ▶ 5ppm/15ppm Bilge Separator ▶ Oil Discharge Monitoring & Control System ▶ Green House Gas Monitoring System ▶ Engine

▲ Gear Pump for MGO

Bilge Separator▶

See demonstration unit at MARINTEC CHINA 2019

www.hsn-kikai.com

E-mail:overseas@hsn-kikai.com