The Motorship September 2019

SEPTEMBER 2019

Vol. 100 Issue 1173

Bad vibrations:

MAN Energy Solutions: Total Lubmarine:

Software fixes beating issue

Mk10 portfolio expands

Babcock LGE:

Cylinder lubricant portfolio Alan Duckett interview

ALSO IN THIS ISSUE: Greek digitalisation views | HP DF 4-stroke concepts | LR’s Elisa Cassi | New VCR developments

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CONTENTS

SEPTEMBER 2019

12

8

38

20 FEATURES

14 Mk10 portfolio extension

NEWS REGULARS

14 DNV GL AIP for LNG Wozmax Namura Shipbuilding and K-Line received an approval in principle from DNV GL for an EEDI Phase 3-compliant LNG-fuelled bulk carrier capable of completing the round trip from Singapore to Brazil without refuelling.

16 Dutch win new LNG conversion Dutch shipyard Koninklijke Niestern Sander won the tender for the EUR17.5m conversion of AG Ems’ RoPax Münsterland. AG Ems’ third such conversion project is the first to be awarded to a Dutch yard and to receive federal German funding.

18 First bulker hybrid installation Wärtsilä signed a project agreement for the first hybrid installation for a bulk carrier. The installation will include the first example of the installation of solar panels on the weather deck.

10 Leader Briefing Elisa Cassi, Product Manager, Cyber Security Marine & Offshore at Lloyd’s Register, warns the industry faces cybersecurity risks and that they require a response before a deadline in 2021.

12 Market Report Concerns about digitalisation are overdone, members of the Greek shipowning tell Nick Savvides.

36 Design for Performance

18 Samsung Heavy obtains ESS TA DNV GL granted Type Approval to Li-Ion battery system supplied by Samsung Heavy Industries (SHI) with battery supplier Samsung SDI. The shipbuilder said it was the first TA for a Korean supplier.

Online motorship.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Weekly E-News Sign up for FREE at: www.motorship.com/enews

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Rathesan Ravendran of Aalborg University discusses potential issues arising from the changeover from HSFO to low-sulphur alternatives.

MAN Energy Solutions’ Susanne Kindt outlines progress in the Mark 10 development programme, and component design iterations during the optimisation process.

16 Variable compression ratios Stevie Knight discusses variable compression ratio (VCR) systems, which could improve efficiencies by allowing engine pressures to be adjusted for load during operation.

18 Frequency beating solution An ABS technical investigation identified a sporadic vibration issue on a twin propeller LNG carrier. A synchro-phasing software installation helped resolve the issue.

20 Meeting market needs Jean-Philippe Roman, Technical Director, Total Lubmarine, provides an update on the company’s new cylinder oil and trunk piston engine oil portfolios in an interview.

28 Pumping up the pressure As engine designers seek to bear down on methane emissions, some four-stroke designers are looking at innovative high-pressure dual-fuel solutions, writes Stevie Knight.

38 Ship Description Namura has delivered a 38,900m3-capacity, fully-refrigerated LPG carrier, the first of a new type that incorporates 'smart ship' technology.

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

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

Stay in touch at propulsionconference.com

SEPTEMBER 2019 | 3

NEWS REVIEW

VIEWPOINT

DNV GL AIP FOR LNG-FUELLED WOZMAX DESIGN

NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

Down to business For many of our readers, the advent of 24-hour news cycles, rapidly evolving market situations and unrestricted access to work emails mean the traditional summer vacation is as much a thing of the past as Doxford engines. Nevertheless, the summer months still offer a convenient point within the year for us to take stock. Unfortunately, there has been no shortage of news to report this summer.

The Motorship even broke with its traditional “tonnes not souls” approach earlier in July to cover the seizure of the Stena Impero, given its potential importance for oil and gas exports from the Gulf.

Nor are rapid developments confined to the macroeconomic or political spheres. As discussed in last month’s issue, we are continuing to see an increase in interest in hybridisation for deep-sea vessels. In our news section, we cover Wärtsilä’s project agreement with Monacobased ship operator Marfin Management for the first hybrid installation for a bulk carrier.

The demands of meeting EEDI Phase 3 requirements are likely to drive further innovation: elsewhere in the news section we cover Namura Shipbuilding’s Approval in Principle (AiP) from DNV GL for an LNG-fuelled 250,000 dwt VLOC design.

Perhaps as newsworthy is Samsung SDI’s collaboration with Samsung Heavy Industries in obtaining a type approval as an ESS supplier.

We include an interview with ABS’s Dr Chris Leontopoulos, director of ABS Global Ships Systems Centre in Athens, who describes an ABS technical investigation into an occasional recurring vibration issue on a twin propeller LNG carrier.

Elsewhere in the issue, Stevie Knight looks at the issue of variable compression ratio (VCR) systems. Such a development could improve engine performance across a broader operating range, while offering specific advantages for low pressure dual-fuel engines. Engine designer WinGD reports that the technology is currently undergoing full-scale tests and that real-world trials could follow fairly soon. Fourstroke engine designers are also looking at the technology, where it could be combined with variable valve timing.

Engine designers seeking to optimise dual-fuel engine operations in the four-stroke sector are examining a range of other solutions. One of the most promising ideas is to adopt a high-pressure dual-fuel engine, as Stevie Knight discussed with engineers from engine designer Rolls Royce Power Systems and Woodward L’Orange.

We also feature an interview with Alan Duckett, Sales & Technical Director of Babcock LGE, who provides an overview of the LNG and alternative fuels area. Babcock has extensive experience of providing cargo handling systems for liquefied gas carriers and has a particularly strong position in the LPG carrier market, where it is also providing technology delivering LPG as a ship main engine fuel. The company is well positioned to benefit from an uptick in demand for very large ethane carriers (VLEC), although we note continuing trade tensions between the US and China are slowing the growth in capacity.

Given the focus on the introduction of the IMO global sulphur cap in January, which we cover in this issue, it would be easy to overlook regulatory cybersecurity deadlines in 2021. However, Elisa Cassi, Product Manager, Cyber Security Marine & Offshore at Lloyd’s Register warns that cyber-security risks are continuing to develop in the meantime.

We wish all our readers a relaxing summer vacation.

4 | SEPTEMBER 2019

Japan's Namura Shipbuilding Co Ltd and Kawasaki Kishen Kaisa (K-Line) have received an Approval in Principle (AiP) from DNV GL for a 250,000 dwt VLOC design concept capable of using LNG as fuel.

The design is an evolution of Namura's Wozmax design, denoting the maximum size for iron ore loading ports in Western Australia.

The shipyard delivered the first example of its 250,500 dwt second generation of ore carriers in 2017.

The design features the same optimised hull envelope of just under 330m length overall by 57m breadth. The draught is unchanged at 25.60m, permitting access to tidal ports in the region. The design was propelled by a single dual-fuel engine, replacing the previous design's MAN B&W 6G80ME-C9.5 main engine.

The design incorporates LNG fuel tanks located in the centre section of the hull, unlike some other recent LNG-fuelled ore carrier designs.

The vessel will have sufficient endurance to make the round-trip between Singapore and Brazil in gas fuel mode, which extends the proposed vessel's potential range of operations.

The design is expected to achieve compliance with the EEDI Phase 3 target (a 30% reduction of CO2 emissions emitted per ton/mile compared with the 2008 baseline).

No VLOC bulk carrier in operation has yet reported compliance with the target. Meanwhile, interest from customers in the dry bulk market for more efficient bulk carrier designs is increasing. BHP released the world's first bulk carrier tender for LNG-

8 Namura Shipbuilding Co, Ltd delivered Cape Hayatomo, the first of its second generation of WOZMAX VLOCs, in May 2017

K-Line has been monitoring the performance of the system since it took delivery of Corona Youthful, a 91,861 dwt coal carrier, in February 2019 fuelled transport for up to 27 million tonnes of its iron ore in July.

ENERGY-SAVING K-Line reports that the project implemented a variety of energysaving devices, including a shaft generator and a Lithium-Ion (Li-Ion) battery. This would allow auxiliary engine operations to be optimised, which would further reduce CO2 emissions.

The design also includes Kobe Steel's binary cycle power generation system unit, an innovative waste heat recirculation system that generates electricity from the exhaust heat emitted by the ship's main engines.

K-Line has been monitoring the performance of the system since it took delivery of Corona Youthful, a 91,861 dwt coal carrier, in February 2019.

The shaft generator, Li-Ion battery and binary cycle power generation system are expected to achieve a additional further 4% reduction in fuel oil consumption.

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

NEWS REVIEW

Dutch shipbuilders have won the third prestigious LNG project to be launched by Emden-based shipping group AG Ems - which pioneered German passenger ship LNG propulsion in 2015, writes Tom Todd.

Koninklijke Niestern Sander bagged what appears to have been a much contested tender for the €17.5 million conversion of the 78.38m loa RoPax ferry Münsterland after what yard MD Wietse Holmann described as “long negotiations but “fair and open talks”.

The converted Münsterland is expected to enter service early 2021. It will be the third LNG DF ship in the AG Ems fleet and the first to be converted to LNG by a Dutch shipyard. It follows the conversion by Bremen's BVT in 2015 of the almost identical 78.7m loa Ostfriesland – the first German flag LNG ship. In the same year AG Ems also introduced Germany's first LNG-driven newbuilding – the 83m loa Helgoland after its completion

by Fassmer.

AG Ems said it learned a lot from both projects.

Also significant is that Münsterland is the first of the three projects to win approval for Berlin Government funding, as distinct from German state and EU funding.

How much funding has not yet been revealed.

On the technical side, AG Ems spokeswoman Corina Habben told The Motorship the converted Münsterland would, like the two previous LNG ships, carry two Wärtsilä 6L20 dual-fuel main generating sets. It was not stated

Photo: AG Ems P.Andry

DUTCH BAG NEW GERMAN LNG CONVERSION

but presumably it will, like its predecessors, also be fitted with Wärtsilä LNGPacs comprising onboard LNG bunkering, tanks, and handling equipment.

The Münsterland Wärtsilä units will each be of 1065 kWe and

8 Münsterland follows Ostfriesland into LNG conversion

supply power to the onboard network and the propulsion system as well as to the ship's Veth Type Jet 2-K-1300 422kW bow thruster. A

Scania-based 232kW auxiliary unit will exclusively supply onboard power.

The converted ship will also boast two Veth azimuthing pod drives Type VL-1250i-CR with counter-rotating four blade (front) and five blade (aft) propellers, Habben reported.

Again like predecessor Ostfriesland, Münsterland will get a new 15m long stern to house the LNG tank and propulsion system.

It will also provide the ship, which carries 1200 passengers and 55 cars, with room for 15 more cars, two new public areas and a bigger sun deck.

Münsterland, built in 1986 by the Martin Janssen Schiffswerft, will stay in service until September 2020 with its current two Wärtsilä 8R 22 MD engines before conversion at Niestern Sander.

MAN CONNECTS WITH E-PROCUREMENT PLATFORM MAN Energy Solutions is to integrate with Swiss-based e-trading platform provider, MESPAS. This will allow ship managers to receive immediate electronic offers from MAN with clear price indications and data that is always correct, via its platform MESPAS Connect. With the integration of MAN Energy Solutions to MESPAS Connect, the companies' two software systems will be connected with fully automated data flow.

The web-based trading platform MESPAS Connect brings ship managers and maritime suppliers together in one online marketplace.

Ship managers can benefit from

8 Swiss-based IT and engineering firm MESPAS launched MESPAS Connect, its e-procurement trading platform in August 2018

immediate electronic offers from MAN, eliminating the need to request offers by email or telephone, and reducing the possibility of human error tapping in individual product

numbers. The MESPAS system does it all automatically. Ship managers can request offers, place orders, receive invoices and approve payments, while MAN can make offers, accept orders and send invoices in a matter of seconds.

MESPAS has developed a master database in the cloud over many years, which contains the technical details of components and machinery required on a ship. This unique dataset eliminates the necessity for typing in information, avoiding errors and reducing workload. It is at the heart of both MESPAS Connect and its Technical Ship Management (TSM).

Renk MARHY reference

Schottel retrofit

Hybrid ferry delivered

Third dredger ordered

Propulsion technology specialist Renk won its first reference for its MARHY (maritime hybrid) system. The newbuild is a 30,000 cbm LNG carrier owned by Knutsen OAS equipped with a two-stroke main engine and is the first of this size. RENK's scope of delivery includes a tunnel gearbox (type SHHII1600), a fully-automatic PSC-85 (Propeller shaft clutch), elastic couplings, and, for the first time, key electric components.

Schottel modernised two doubleended ferries operated by FinFerries with two Schottel Rudderpropellers type SRP 150. The vessels were originally equipped with different propeller systems. For the retrofit, the state-owned operator requested a bespoke installation to allow the same propeller assembly to be used. On board the Hanhivirta ferry, it was possible to install the Rudderpropeller in the existing well whereas an adapter ring was needed for the Mossala sister vessel as its well was larger.

Ulstein Verft delivered the world’s largest hybrid ferry on 1 August.

The 160-metre Color Hybrid will draw on a Siemens 4.7MWh battery pack, which will be re-charged from a shoreside connection in Sandefjord. Color Hybrid also features two Bergen eight-cylinder B33:45L engines and two sixcylinder models. Each father-andson pair drives a propeller shaft through a reduction gearbox, with a 2.7MW power take-off/power take-in (PTO/PTI) in each case.

Dutch marine contractor, Van Oord, has taken up an option to order a third trailing suction hopper dredger at specialist shipbuilder, Keppel FELS. The vessel has a hopper capacity of approximately 10,500m3 and measures 138m in length. The climate control system on board will use the vessel’s existing cooling and heating sources to recycle energy.

The Dutch-flagged vessel will be equipped with a suction pipe with submerged e-driven dredge pump, and a total installed power of 14,500kW.

6 | SEPTEMBER 2019

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

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NEWS REVIEW

BRIEFS First 220k cbm Mk III LNG carrier Lloyd’s Register signed an agreement with COSCO Shipping Heavy Industry Co, China Classification Society (CCS) and five Chinese partners to design and develop the first 220,000 m3 LNG carrier with a GTT Mark III membrane containment system. The seven parties will use their expertise, experience and research capabilities to define the ship’s technical specifications and general arrangement of the main systems, to factor in route and capacity requirements.

ABS and MOL sign VLECs MoU ABS and Mitsui O.S.K. Lines Ltd. (MOL) have signed a Memorandum of Understanding (MOU) to collaborate on up to 14 new gas carriers. The agreement covers seven newbuild Very Large Ethane Carriers (VLEC) and up to seven newbuild LNG carriers designed to carry gas from the US to China and other global markets. MOL is the largest VLEC operator in the world, and jointly owns six VLECs with a Singapore-based subsidiary of Reliance Industries Ltd. ABS will provide plan review, survey, inspection and other classification services for vessels, machinery and equipment .

BHP issues LNG-fuelled tender BHP has released the world’s first bulk carrier tender for LNG-fuelled transport for up to 27 million tonnes of its iron ore. The tender is open to selected ship owners, banks and LNG fuel network providers. As well as LNG-fuelled transport for up to 10% of its iron ore, the tender seeks other innovative solutions that can lower greenhouse gas emissions and increase productivity from BHP’s freight requirements.

8 | SEPTEMBER 2019

FIRST HYBRID SOLUTION AGREEMENT Technology group Wärtsilä has signed a project agreement with Monaco-based ship operator Marfin Management for the first hybrid installation for a bulk carrier. Under the terms of the agreement, which represents a new technology benchmark for the marine sector, the innovative system will be installed on the Paolo Topic, a 59,000 dwt bulk carrier. The project agreement was signed on 8 July in Monte Carlo, Monaco.

Wärtsilä's hybrid power module, the Wärtsilä HY, will ensure the seamless integration and control of the technologies to be installed, with the ship's various existing power production systems. The vessel's power and propulsion package encompasses a Mitsui MAN B&W 6-cylinder 50ME-B9.3 main engine of 9000kW output, plus three Daihatsu 60Hz 650 kVA 3-phase diesel-electric gensets.

This is made possible by the use of a dedicated Energy Management System (EMS) that will have overall control of the engines, batteries and power

8 The new innovative hybrid solution to be installed on the Paolo Topic is another industry first from Wärtsilä

distribution. The project includes the first example in the marine industry of the installation of solar panels on the weather deck.

“This new technology development, utilising a combination of engines, solar power and batteries, represents a milestone for the industry and is made possible by the Wärtsilä HY integration,” says Giulio Tirelli, Director at Wärtsilä Marine

Business. “Thanks to the fully integrated solution, we are able to raise the bar in terms of economic competitiveness and environmental performance.”

The integrated solution is expected to deliver a drastic reduction in fuel consumption and maintenance costs. This, combined with the highly advanced level of environmental sustainability, will make the Paolo Topic the global fleet's most technologically advanced bulk carrier. Furthermore, operational stability and increased efficiency will be ensured in all operating conditions, including loading and unloading.

The Paolo Topic features 4 x SMAG Peiner electric hydraulic dual scoop grabs, and 4 MHI electrohydraulic deck cranes. The intensity of cargo handling and the associated electrical load on an Ultramax self-unloader meant that fuel consumption in port could be expected to exceed six tonnes per day during loading, and rose above ten tonnes when discharging at the maximum rate before the hybrid installation.

DNV GL GRANTS TYPE APPROVAL TO SHI ESS Classification society DNV GL has granted Type Approval to a lithium ion battery system supplied by Samsung Heavy Industries (SHI).

The shipbuilder said it was the first TA for a Korean supplier, and that it hoped to establish a competitive edge in the market for such eco-friendly vessels.

The TA covers the use of the system in battery-powered or hybrid vessels, offshore units and high speed and light craft.

SHI collaborated with leading battery supplier Samsung SDI in the application and said that the TA would permit the company to produce lithium ion (Li-Ion) battery system more economically in Korea, rather than using costly Li-Ion battery systems predominantly supplied by large-scale equipment makers in Northern Europe.

“The implementation of the recently developed modular battery system will provide high versatility to meet specific operational demands such as adjustment of battery capacity according to vessel size

and power usage. Not only that, we will be able to achieve cost competitiveness by using a domestic system,” said Shim, YongLae, Vice President of SHI Ship & Offshore Research Institute.

“By securing the battery system technology applicable to all types of vessels, SHI will take the advantageous position in the competition for orders for vessels,” he added. The air-cooled energy storage system comprises switchgear, battery modules and a battery management system (BMS).

Up to 16 individual battery cells are connected in series to form a battery tray. Up to 16 trays can be connected in series to form a rack, with a maximum voltage of 1049.6V, and a maximum energy of 63.5kW. The type approval covers battery systems of up to 48 racks in parallel and a system BMS (mounted in one of the switchgears). The type approval specifies a

68AH capacity Li-Ion cell, with an operational voltage range of 49.665.6V and an energy of 3.97 kWh. This exceeds the specifications of Samsung SDI's 17kg 67AH Li-Ion cell.

SHI expects the application of battery systems as efficient auxiliary power units for large-scale commercial ships and offshore units to continue to expand. It is currently undertaking joint research and development with Wärtsilä for a wider application of Li-Ion battery system-based energy storage systems.

8 Samsung Heavy Industries received a first type approval certificate from DNV GL as a South Korean producer of lithium ion battery systems for the marine market

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

LEADER BRIEFING

PROCRASTINATION RISKS RAISING THE CYBER STAKES Elisa Cassi of Lloyd's Register (LR) discusses the rapidly changing landscape for cyber security, and the need for action before 2021 in an interview with The Motorship Elisa Cassi, Product Manager, Cyber Security Marine & Offshore, was quite clear about the risks facing ship operators during a discussion in June 2019. “The threat to ship operators from cyber-attacks is happening now, and clients simply cannot afford to wait until 1st January 2021 – a basic requirement to put in place a process to conduct a risk assessment for cyber in existing safety management systems.”

While the prospect of another set of urgent, business critical challenges is unlikely to be welcome news for some of our readers, Cassi was clear. “If you're unprotected from the impact of even untargeted cyber-attacks (e.g. ransomware), you are facing significant potential risks to your data and safety systems.”

Elisa Cassi has extensive experience of the threats posed by cyber security in sensitive industries, having worked in areas including air transport and border control at UK-based defence contractor BAE Systems, before joining LR in 2017.

LR offers a leading portfolio of cyber security services to the maritime industry, supporting its customers with a complete suite of assurance and technical services to identify, protect, detect, respond and recover from cyber threats and incidents. The full range of services includes: certification, compliance, training, auditing, security consulting, penetration testing, information security consulting, managed security services and incident response.

Returning to her theme, Cassi noted some companies were waiting until the IMO introduces further cyber security rules. “The threat is happening right now and companies need to think about how they will manage the risks. LR can help them do that,” Cassi said, adding that the list of companies who had suffered losses from cyber-attacks is growing, and that the problem is likely to be wider-reaching than acknowledged.

Cassi has taken part in recent projects looking at the risk of computer viruses disabling the ECDIS, with potentially critical impacts on a vessel's navigation system, for example. Such an incident would risk incurring days or weeks of delays for a vessel in a port, while a failure to update a map at sea might have broader implications in the event of a grounding.

As Cassi's role covers both marine and offshore, Cassi was able to discuss differences in best practice and operational behaviour between the two segments. “Cyber security is taken more seriously in the offshore segment: the gap can be seen in requirements to keep up to date with the latest security patches for systems.”

Introducing similar requirements into the marine market would lead to shifts in operating behaviours and practices.

However, one of the challenges confronting some smaller operators, many of whom use older or redundant operating systems, is how to ensure interoperability for legacy systems. In fact, one aspect of LR's consultancy service is to understand the capacity of the ship operator to maintain best practice, by regularly applying patches, for example.

CLASSIFICATION SOCIETY PERSPECTIVE Since the IMO's Maritime Safety Committee introduced Resolution MSC.428(98) at its 98th session in June 2017, which asked administrations to ensure cyber risks are “appropriately addressed” no later than the first annual verification of the

10 | SEPTEMBER 2019

8 Elisa Cassi, Product Manager, Cyber Security Marine & Offshore at Lloyd’s Register warned ship operators face the threat of cyberattacks right now

company's Document of Compliance after 1 January 2021, technological progress has accelerated rapidly.

The differing needs and requirements for managing cyber security threats to operational technology (OT) compared with IT is an area that might need further exploration in future guidelines. OT systems control the physical world and IT systems manage data. LR has been leading in the safe adoption of digital technologies within the marine and offshore sector and in 2016 issued its first guidance on digital ships, which provided the industry with a route map to understanding the implications of digital technology. This was followed by the introduction of the industry's first ShipRight procedure, which detailed LR’s framework for certifying digital technology at varying levels of digital accessibility for autonomous or remote access, identifying the assessments, processes and considerations that need to be followed. Cyber security requirements are included within the ShipRight Procedure; without meeting these it is not possible to certify the technology as safe.

ACCELERATING PRODUCT CYCLES Finally, Cassi turned to the specific challenge of managing faster and faster product life cycles. IT developers and ship operators tend to have very different product development cycles, Cassi noted, with vessels potentially remaining in service for decades.

This means that LR, in common with other classification societies, relies closely on cooperation with external suppliers to ensure that components pass tests.

“Every time you introduce web-enabled components, you potentially introduce vulnerabilities, and the degree of connectivity and reliance on digital components is growing”, Cassi said. Cassi was excited to discuss LR's work in identifying component level vulnerabilities both though internal capabilities within the research and innovations teams at Nettitude, a member of the LR group, but also with academic partners such as LR's partnership with the University of Plymouth in the UK. “We are building a CyberLab based around marine technology for the purposes of demonstrating the impacts real world cyberattacks can have, as well as the common issues marine technology vendors are facing”, Cassi said.

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

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MARKET REPORT

GREEKS WARY OF DIGITALISATION EXPERTS BEARING GIFTS Nick Savvides discovered a phlegmatic attitude when he discussed digitalisation’s ramifications with members of the Greek shipowning community Will the advent of new technology and a mountain of data extracted from ship operations and cargo movements allows modern players, who may not own ships, to control the supply chain, marginalising shipowners as mere middlemen?

Such a view is being presented by some consultants, who argue that fundamental changes to the supply chain will drive efficiencies and substantially alter the business and ultimately will marginalise point-to-point operators.

According to shipbroker Clarksons figures, in the decade up to 2018 the Greek fleet had almost doubled in size through both newbuildings and active participation in the second-hand market.

Some of the names are legendary in the business, Aristotle Onassis, George Livanos, Loucas Hajioannou and John Angelocoussis to name a few. Not all of them were asset players, but all were dedicated to and successful at building their businesses in their own way. Many Greek owners are not household names, with the market highly fragmented, most companies run just a few ships, often bulk carriers or tankers, but these owners form part of a lively and high performing industry.

Beyond their importance as the largest shipowners, there is also the style of ownership. The archetypal Greek owner acquires ships when newbuild prices are low or when the freight rates have fallen into an economic trough, with an eye on selling at the top of the inevitable upturn in the market.

WIND OF CHANGE That could all be about to change as the market disruptors move in, raising concerns the era of the traditional Greek owner could be about to end.

According to Danish Ship Finance (DSF) the separation of data and shipowner will have a profound effect on the industry over the next decade, decoupling freight rates from their traditional supply and demand driver and also disrupting the

12 | SEPTEMBER 2019

Credit: IMO

ASSET PLAYER EXPOSURE Such changes could potentially affect shipowners and operators across the industry. But Greek shipowners have emerged as a leading influential power in the maritime sector since the 1950s, capable of driving newbuilding prices, influencing regulators and often dominating the sale and purchase market with shrewd deals.

According to shipbroker Clarksons figures, in the decade up to 2018 the Greek fleet had almost doubled in size through both newbuildings and active participation in the secondhand market.

Greek shipowners expanded their share of the global fleet from 13% in 2008 to 17% 10 years later, ahead of the Japanese and Chinese fleets which stood at 13 and 12% respectively. second-hand market as a consequence. Steven Gordon, Clarkson Research MD said that Greek owners were the top buyers and the leading sellers of ships in 2017.

“The timing of 'asset play' remains a key feature of the Greek market,” said Gordon, "A straw poll of reasons behind Greek success was dominated by their intuitive timing across market cycles."

Gordon's data reveals Greek owners to have spent over USD80bn on newbuildings over the last 10 years, but the Greek orderbook accounts for just 7% of the country's fleet, below the 13% international average, and it is dealings in the second-hand market that has also played a major role in this growth.

It is this reality which keeps Greek owners believing that the situation will change, but that they will adapt again to the new situation as they have in the past. “Demand and supply are what will determine the freight rates in the future,” explained one Greek owner, “Greek shipping has remained competitive over the years and is very adaptable to changes,” he added.

While the belief among owners is that some smaller companies will suffer as the digital age takes off, shipping is seen as a vital industry and, while being aware of changes, owners should not be concerned.

In its 2017-18 Annual Report the Union of Greek Shipowners acknowledged that there could be a shift towards automation and that cyber-security could be an issue, but the report does not mention the increase in available data and the impact that it could have on the Greek maritime sector.

8 The representatives of the Greek shipowning community successfully raised issues connected with bulk/tramp shipping at the 74th session of the MEPC

SECOND GUESSING THE FUTURE With Clarksons' figures showing that the Greek industry remains competitive, and these positive figures do not offer any

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

Credit: Star Bulk Carriers

MARKET REPORT

hint of the challenges that lie ahead for Greek owners in the next decade; however, to seek solace from past successes could be to miss the point.

Disruptive companies using disruptive technology could cause a car crash in the traditional maritime industry, holding down the price of second-hand ships, driving new revenue streams and marginalising the port-to-port operators, forcing smaller owners, and some of the larger ones, out of business, according to DSF, the Copenhagen based financial institution.

“The traditional business model in the shipping industry will undergo a significant transformation within the next decade and could be outright disrupted over the following decade.

Today, most shipowners earn their money by transporting cargo from port to port while others are playing the volatility (i.e. the asset play). In the future, value creation will focus less on the vessel but more on the customer journey,” said a recent DSF report.

Digitalisation will have a significant effect on the maritime industry, said DSF, by separating access to data from the ownership of vessels a “new type of competitor” will emerge who will want to upgrade elements of the supply chain.

“These ecosystem players are unlikely to own any vessels but may begin to change the borders of industries and the sources of value creation in shipping,” said the DSF report.

In this new scenario shipowners will simply be middlemen who trade their vessels from port to port with the aim of earning profits through the freight rates.

In future, DSF explains, disruptors will look for greater value.

“Ecosystem players may operate vessels, but they will view these as little more than the infrastructure enabling them to serve their customers throughout a journey that includes seaborne transportation. Their primary income will not be freight rates, but income generated by the services they offer throughout the entire customer journey.”

Greek owners appear to be unconvinced, pointing out that cargo owners already have a handle on the movement of cargo and the available tonnage to move cargo, therefore, owners are sceptical that the new approach will substantially change the market in the future, “We will be born, work and die,” said one philosophically of the future.

Digitalisation will have a significant effect on the maritime industry, said DSF, by separating access to data from the ownership of vessels a “new type of competitor” will emerge who will want to upgrade elements of the supply chain

8 Star Bulk Carriers' Star Polaris

Another Greek owner, in the gas carrying business, believes, “Digitalisation has been part of the business for some years now. In the coming decade we will have to make it more efficient and develop it in order to get more valuable conclusions by analysing the data we are collecting.”

However, this source believes that while the larger companies will have more resources to handle the expected data explosion, those larger companies will also have “more data to handle and this will be more challenging than it will be for smaller companies.”

FREIGHT RATES AND MARKET FUNDAMENTALS According to DSF freight rates could become marginalised as ecosystem operators develop the supply chain, which in time will unhook the link between freight rates and the market fundamentals of supply and demand as well as the operating costs of a vessel.

That ultimately could have a knock-on effect in the secondhand market, explains the DSF report, “A possible scenario is that freight rates approach zero or stabilise at transactionbased low levels. In the event of this, second-hand prices of vessels will depreciate over time, leaving little room for asset play, which currently represents a large part of value creation for many shipowners.”

For the Greeks however, the DSF are like soothsayers trying to define the future, but the reality for owners is far more prosaic, although they do not want to appear dismissive of the challenges ahead.

“If the oracle at Delphi goes down then we won't know what's happening at all,” joked one Greek owner.

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

SEPTEMBER 2019 | 13

TWO-STROKE ENGINES

MAN EYES MARK 10 PORTFOLIO EXTENSION MAN Energy Solutions will perform shop tests in Q3 2019 on Mark 10 versions of its G-type 700mm- and 950mm-bore engines, and the S-type 700mm bore.

Senior Manager Susanne Kindt of the Large-Bore Design Dept. noted that the three models are due to undergo shop tests at MAN Energy Solutions licensees in South Korea in Q3, 2019.

In terms of the next models that are the focus of the development programme, Kindt confirmed that design work on Mk10.5 models of its 800mm bore and 600mm bore G-type ME engines was continuing.

ONE PLATFORM – TWO APPROACHES Kindt noted that the engine designer was taking two different approaches to the upgrading of engines to the Mark 10 platform.

All of the engines were benefiting from an increase in the maximum pressure and lower fuel consumption. However, MAN was applying a “lighter touch” upgrade for some engines, such as the G60 and G95 models, retaining the overall outline for the existing engine model.

The G60 upgrade included replacement of the previous model's two-stud exhaust valve with a slim design exhaust valve with multi-studs similar to the S60ME-C10.5. The new exhaust valve uses heat-resistant alloy spindels to withstand the higher heat emitted from the combustion process, where combustion temperatures and pressures have increased. “We remodelled the exhaust valve to create more space on the cylinder cover as the LPG fuel injection well needs more room.”

Applying a platform upgrade without changing the outline substantially offered substantial operational benefits, Kindt explained. The new engine would be compatible with existing shipyard designs using Mark 9.5 models with only minor modifications. The continuity of design also offers advantages for engine manufacturers who will be able to continue to manufacture the new engine model.

“The choice between keeping the outline and developing a new outline is dependent on different factors, such as time to market as well as the requirements of the individual engine type,” Kindt said. “Demand varies from engine type to engine type. We have seen very fast pick up for some engine models, such as the G95, where we have gone from the G95ME-C10.5 model in January 2018 to a shop test within 18 months, which is incredibly fast,” Kindt said.

A NEW OUTLINE For other engine models, such as the S60/70, G70, G80 and G90, the engine design was being overhauled. All are designed with the flex-rod connecting rod and the flexible main bearing support, which are the main contributors in achieving the reduced cylinder distance, despite the increase in maximum firing pressure which will have a tendency to make the structure parts grow.

The cylinder frame size has been optimised and reduced in REFERENCE OVERVIEW FOR MK10 Mark 10 GI LGIP Others 10.5 26 1 166 Total 26 1 166 NB: Excludes S90 Mk10 references

14 | SEPTEMBER 2019

Total 193 193

8 A 12 cylinder Mark 10 version of MAN Energy Solutions' G-type bore engine

weight – up to 37% for the S60ME-C10.5.The piston crown top, cylinder cover and exhaust valve have been remodelled to withstand the increased heat from the higher maximum cylinder pressure and consequentially reduced combustion volume on combustion chamber components.

PROCESS OF OPTIMISATION The optimisation of engine components, such as the replacement of the HCU and actuators with the top controlled exhaust valve (TCEV) and fuel booster injection valves (FBIV), has helped improve hydraulic performance while contributing to a reduction in overall engine size and weight.

The engine designer noted that combining the fuel booster injection valve and the top controlled exhaust valve with the G/S60 Mk10.5 slim design of exhaust valve housing with a weight reduction of up to 50%, could be a combination for future engines, Kindt said. “It was important that we focus on weight reduction,” said Kindt, “as we are continuing to receive requests for lower fuel consumption and thereby increased engine pressures. Engine components will have a tendency to increase in size and weight in line with combustion temperatures unless optimised, so it was important that we looked to lower the engine weight.”

8 Susanne Kindt, Senior Manager at the Large-Bore Design Dept

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

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TWO-STROKE ENGINES

PUMPING THE VOLUME TO MANAGE COMPRESSION RATIOS

SO, HOW IS IT ACHIEVED? The two-stroke crosshead engine concept now being taken up

by WinGD was initially developed by IHI Corporation in conjunction with IHI Power System (which recently merged with Diesel United).

It focuses on installing a pump-supplied hydraulic cylinder inside the 'eye' of the crosshead pin where it connects with the piston rod, pushing it further out and upward.

Research on one cylinder of an X72DF test unit at IHI Power System's facilities have been promising: the compression ratio was increased from 12.0 to 18.0 by lifting the piston 100mm.

However, a marketable system needed something more in the way of reliability and responsiveness. So, together with IHI Power System and IHI, WinGD continued the technology's development towards a VCR ready for implementation on regular production engines.

16 | SEPTEMBER 2019

Therefore, the commercial design has seen the plunger-type pump swapped for a proportional valve which controls the flow of a common-rail servo oil feed to the hydraulic chamber which raises the piston. Supply doesn't have to struggle against particularly high forces as the oil is only admitted at the bottom, lower-pressure part of the stroke; consequently, it only needs 5MPa pressure behind it: a one-way valve stops the oil being pushed out again. A separate, timed relief valve drains it away from the chamber to allow the compression ratio to fall.

Another tweak introduced a second chamber above the first as a safety feature: this acts as "a hydraulic 'collar' to keep everything in place", explains Schneiter.

Further, an inherent weakness to the original arrangement lay in the wear on the chamber's piston rod sealing ring. The only other approach was to rely on a closer fit between rod and housing.

However, this involved very tight clearances, alongside keeping the sliding components in parallel even under potentially deforming pressures. A morphology was found that would deal with these competing demands, and a simulation model put the slight-butinevitable oil leakage at 0.7mm3 per cycle, approximately 0.13% of the overall volume, well within the acceptable range.

There were also challenges in integrating standard WinGD technology: for example,

8 The 'eye' of the two-stroke conrod will have a pressurised chamber to push the piston further up into the cylinder

Picture: WinGD

It's the idea behind Variable Compression Ratio (VCR) systems, which aim to change the reach of the piston rod. "If you have low loads, you want to burn a smaller amount of fuel.

So moving the piston's top position upward in the cylinder raises the compression ratio and makes combustion more efficient," explains Dominik Schneiter of WinGD. "A higher load requires a larger amount of fuel, so then you lower the piston's top position, helping avoid thermal overload."

Admittedly, "the idea is an old one", says Schneiter, but there's a renewed surge of interest, driven by the increasing focus on efficiency and pollution control. Firstly, it could yield better engine performance across a broader operating range. Marine main engines are typically run at intermediate (50% to 75%) loads while hardly ever getting above 90% of their maximum power rating.

Secondly, it would be an advantage to be able to raise or lower compression ratio (CR) to allow, for example, adaptation to humid ambient conditions which can adversely affect oxygen levels, he explains. Further, new alternative more greenhouse gas friendly fuel composition would potentially result in altered combustion characteristics causing unexpected peaks in cylinder pressure or incomplete burn, increasing both wear and emissions: here again, a VCR system could mitigate the issues.

However, dual-fuel engines of all stripes are an obvious application. As Professor Stefan Pischinger of the Institute for Combustion Engines at VKA RWTH Aachen University, explains, compared to diesel fuel combustion, gas demands far lower compression ratios. This creates "significant efficiency drawbacks" for liquid fuel operation.

Schneiter elucidates WinGD's issue: "In gas mode our X-DF engines are on a pre mixing, lean-burn cycle; here we cannot have a high compression ratio without risking knock or combustion instability".

Therefore, as Pischinger underlines, VCR addresses both sides by "maintaining good fuel consumption in diesel mode and also a favourable efficiency in part-load gas operation" through raised CR, while a reduced compression ratio setting allows "safe, high load gas operation".

Graphic: WinGD/IHI Power System

The need to avoid potentially damaging peak pressures has limited engine efficiency. But an old idea could allow those pressures to be adjusted for load while the engine is operating

8 Two-stroke VCR developments will raise and lower compression ratios during operation

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

TWO-STROKE ENGINES

FOUR STROKES However, Professor Pischinger is interested in applying the technology to four-strokes, and his department has been working with FEV to see what could be accomplished in this, somewhat different arena.

Here, the VCR mechanism is likewise set in the conrod for a modular design with the potential for easy integration to existing and new DF-engines. But instead of a single hydraulic chamber, an eccentric bushing with four hydraulic chambers are used. All four chambers are charged with oil and discharged via an internal hydraulic circuit inside the conrod.

However, the activation is promisingly elegant: "During the development process of the two-stage VCR conrod, the main target was to create a system that can switch between two different compression ratios without the need for additional external energy for the switching process," outlines Pischinger.

So, rather neatly, it utilises the gas and mass forces that come from the engine itself: the first from the combustion pressure, the second from the crank train's inertia.

Between them, these create a kind of pumping action which charges or discharges opposing pairs of cells. A switching valve

(on the conrod's lower, larger eye) triggers the action which initiates the start of rotation of the eccentric bush, its offset position elevating or retracting the piston pin: valves and throttles in the oil circuit prevent it moving backwards.

Keeping it modular to allow for retrofitting was another challenge: therefore most of the components such as the switching valve, check valves, channels and even the continuous oil supply groove necessary for both eccentric bushing and piston cooling system are accommodated inside somewhat larger bearing caps.

It's also worth noting that when applied to four-strokes, this system could also be utilised in combination with variable valve timing (VVT). Therefore, during both diesel and gas operation, the VCR may be combined with the VVT through a two-stage Miller system (which closes the intake valves before the piston reaches bottom dead centre). Under full-load diesel operation, strong Miller timing in combination with the high compression ratio will reduce cylinder temperature and NOx emissions.

On the other hand, for part-loads during gas operation, strong Miller timing in combination with the VCR conrod at a high compression ratio setting assures good fuel efficiency and avoids knocking or other irregular combustion: for full-load gas operation, a low compression ratio with mild Miller timing will also avoid knocking, while maintaining high engine efficiency.

Pischinger too, believes that there could be a broad uptake for VCR technology, piggy-backing on the uptake of duel-fuel engines. After all, IMO Tier III emission limits in North American and UC Caribbean Emission Control Areas (ECAs) are about to spread. "As of January 2021, [these limits] will also apply to the Baltic and North Sea," he points out. Therefore he says "the use of LNG is becoming increasingly interesting" as it's combustion yields very low raw exhaust emissions of NOx, SOx and particulates, dodging the need for costly exhaust aftertreatment.

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

8 Switching scenario for four-stroke VCR. Picture: Institute for Combustion Engines

Picture: Institute for Combustion Engines, RWTH Aachen University

This allows for the design of control strategies that can respond to real conditions. Therefore, in addition to keeping engine operation inside the necessary safety margins, algorithms that will embrace actual load, firing pressure, gas quality and so on are under development.

But most importantly for the technology, if there's trouble, it falls back to a fail-safe position at a lower CR; while it may not have the efficiency of the fully operating unit, it continues to be mechanically viable.

So, how much of an advantage could this technology yield?

"The benefits do depend on the case," admits Schneiter. "On a gas operation optimised for 30% to 50% part loads, the savings are only between 2% and 3%, but for diesel mode, you immediately gain 5% to 6%."

Further, he points out that take-up could be high.

"Fundamentally, we want to make this a standard component that can be retrofitted fairly simply." Its proving ground on WinGD's X72DF is no coincidence: this engine "now has the biggest market share amongst LNG carriers", he underlines.

Moreover, "since orders are still coming through for this engine, the VCR system could be installed from the start".

Nevertheless, he believes that if successful, uptake won't stop with the X72DF and predicts that it may well be rolled out across a swathe of WinGD's portfolio, although he remarks that "you always need to see how the potential advantages work out in practice for a given engine design".

So, when will the new VCR system be available? The technology is currently undergoing full-scale tests, focusing on verification of the basic design, functionality and performance of the industrialised VCR system. However, "it's very close to commercialisation," says Schneiter, so it should be entering real-world trials fairly soon: "We are already looking for test vessels, between 30,000 and 60,000 dwt, that will allow us to check running behaviour in the field."

If this starts as expected in 2020, it will enable the first commercial systems to be released as early as 2021.

RWTH Aachen University

the cooling oil has to drain away from the piston rod without penetrating the lower hydraulic chamber; the supply line also had to be positioned so it wasn't warmed by the returning flow, lowering viscosity. Most importantly, the original mechanical cam-plate trigger has been ditched in favour of a sensor-based system "that continually monitors and adjusts the piston's position relative to the cylinderliner", says Schneiter.

8 Graphic of four-stroke VCR conrod

SEPTEMBER 2019 | 17

TWO-STROKE ENGINES

SOFTWARE FIXES TWIN PROPELLER VIBRATION ISSUE An ABS technical investigation identified occasional, but infrequent, vibrations exceeding limits on a twin propeller LNG carrier fitted with super efficient three-bladed propellers The issue was resolved in conjunction with the vessel's classification society, engine designer and the shipyard.

The vibrations were identified during a second (gas) sea trial by a prominent Greek-based operator of LNG carriers, when vibrations occasionally exceeding the ISO 6954 or ILO/MLC limits, were noted. The vibrations were infrequent and were not necessarily tied to a standard pattern, such as vessel turning or vessel RPM variation. Accordingly, vibration felt in accommodation areas would be smooth and measured below the limits but at times it would increase and remain above the limits. This confused both owner and yard who sought further advice from ABS. Analysis of independent extended measurements of 5 minutes duration at various locations, such as the vessel's bridge and captain's day room, revealed that the vibration demonstrated an occasional, non-periodic frequency beating phenomenon between the two propeller Blade Passing Frequencies.

FREQUENCY BEATING “While “frequency beating” is more widespread amongst twinengined propeller airplanes, this engineering phenomenon can apparently happen aboard twin screw vessels as well, causing discomfort and interacting with various natural frequencies onboard”, said Dr Chris Leontopoulos, director of ABS Global Ships Systems Centre.

“Mathematically, this occurs when two periodic/harmonic signals synthesize with each other, adding their peaks and their troughs when in phase and nullifying or subtracting each other, when in anti-phase. In this case, this happened with the propeller blade passing frequencies synthesizing their magnitudes as they were approaching a vessel structural natural frequency”, Dr Leontopoulos added.

The identification of the phenomenon was complicated by its non-periodic nature, unlike most other frequency beating phenomena. The Beating occurred when the two propellers were not rotating at exactly the same speed, as commanded,

8 Raw measured vibration data showing the frequency beating phenomenon, with vibration acceleration in m/s2 in the y-axis and time in seconds in the x-axis

18 | SEPTEMBER 2019

either due to vessel turning or due to propellers interacting with sea currents.

“Although the propellers were commanded to run at the same speed, in practice variations in RPM were seen between the two propellers, such as 70 RPM against 70.5 RPM or 71 RPM, for example. The impact on crew welfare was marked - the shaking made computer monitors in the crew restroom unusable during these episodes”, Dr. Leontopoulos added.

In addition to the impact on crew welfare and efficiency, the phenomenon also risked amplifying structural fatigue pressures in the stern of the vessel or on lifeboat davits and other supports. Dr. Leontopoulos noted the effect was likely to have been exacerbated by the twin 3-bladed propellers used by the vessel, which had a pulsation effect when the vessel was close to running speed.

8 An ABS technical investigation identified occasional vibrations exceeding limits on a twin propeller LNG carrier during the second gas trial

SOLUTION ABS proposed that a newly developed systems software, called synchro-phasing, which uses the same technology principles as in multi-engined propeller aircraft, was introduced to optimize the relative phasing between the two propeller shafts.

This would eliminate the beating phenomenon without the need for electrical balancers' installation or other similar vibration reduction technologies.

The two-stroke engine designer installed the synchrophasing software system enhancement, at the request of the shipyard. Subsequently the vessel vibration problem was reported as “eliminated” by the crew and confirmed by a repeat of measurements.

The ship operator subsequently installed the same synchrophasing software system enhancement to a number of other vessels in its fleet.

“The software controls the speed of the propellers for each individual powertrain. Shipowners and shipyards should give consideration to including it in their future specification”, Dr. Leontopoulos added.

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

FUELS & LUBRICATION

PREPARING TO MEET THE MARKET'S NEEDS Jean-Philippe Roman, Technical Director, Total Lubmarine, discussed cylinder oil and trunk piston engine oil portfolios, in a recent interview with The Motorship PREPARING FOR THE CHALLENGES OF JANUARY 2020 Total Lubmarine had undertaken extensive modelling work to anticipate future demand for its products in good time ahead of the introduction of the IMO Global Sulphur Cap, which had allowed it to derive a requirements profile and forecast demand.

Total Lubmarine had drawn on this modelling in order to ensure that supply chain logistics did not affect the supply of lubrication oils in all the major hubs. “We have stated that our lubricants will be available in all the major hubs in Q4,” Roman said.

The company has also been testing its new cylinder oil with a range of new and existing fuels, and also testing its current cylinder oil products with some of the new fuels which will be available on the market.

Looking ahead at January 2020, Roman struck an optimistic note. “It won't be as bad as the pessimists fear. Ship operators are ready to follow engine manufacturers recommendations, and in particular to segregate fuels. We know that there may be some variation in viscosity in fuel batches, but crews are familiar with the need to treat fuels accordingly.”

Roman noted that Total Lubmarine had recently completed a series of 11 meetings in shipping hubs around the world, meeting more than 1000 market representatives from across the spectrum. One of the recurring themes in the meeting was the need for shipowners to select the correct cylinder oil following the introduction of the global sulphur cap in January 2020.

“While the majority of vessels will operate on VLSFO or 0.1% sulphur fuel, some fitted with scrubbers will continue to operate on HSFO. Meanwhile, we expect to see a steady increase in the proportion of vessels operating on LNG,” Roman said.

A WIDE CYLINDER OIL RANGE Total Lubmarine was extending its cylinder oil portfolio to meet the requirements of this multi-fuel world. Its low base number (BN) products, including, the company's new BN40 cylinder oil.

“We expect this to be the most standard product for engine manufacturers,” Roman said.

The new BN25 cylinder oil product is aimed at customers operating on 0.1% sulphur distillate fuels but was formulated with dual-fuel two-stroke engine requirements in mind.

Low BN lubricants may not be appropriate for all vessels operating on very low sulphur fuels, as the lubricating

“While the majority of vessels will operate on VLSFO or 0.1% sulphur fuel, some fitted with scrubbers will continue to operate on HSFO. Meanwhile, we expect to see a steady increase in the proportion of vessels operating on LNG,” Roman said

20 | SEPTEMBER 2019

requirements of vessels can vary according to type of engine, trading pattern and engine conditions.

For ship operators who require greater detergency in the lubricant without excess basicity, Total Lubmarine has a premium BN 57 product, Talusia Universal.

Some customers will have even higher demands for detergency, whether that is for dual-fuel engines that combine very low sulphur fuels with LNG, or for vessels that will operate scrubbers when operating in ECA areas, for example.

Total Lubmarine's Talusia Optima product is particularly attractive because, it is a unique product in the market providing high basicity with low-ash chemistry, meaning less deposit formation.

Existing high BN products, designed for use by customers operating vessels fitted with scrubbers after January 2020, such as Talusia Universal 100 and Talusia HR 140 would continue to be offered in the market. “We don't arbitrarily withdraw lubricant products, but instead wait until demand from the market shifts to newer products naturally,” Roman said.

8 Frédéric Vazzoler, Global Sales & Development Director, Total Marine Fuels; Robert Joore, General Manager, Total Lubmarine; Jérôme LeprinceRinguet, Managing Director, Total Marine Fuels and JeanPhilippe Roman

LOW ASH TRUNK PISTON ENGINE OIL Moving to the specific demands of the four-stroke market, Roman noted that Total Lubmarine intended to introduce a new type of additive to the BN15-50 trunk piston engine oil range for the four-stroke market in 2020.

This allows Total Lubmarine to utilise a common additive package that can be used across the range fuel oils post 2020, replacing the different additives currently used in trunk piston oils for distillate and residual fuels.

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

FUELS & LUBRICATION

For the minority of four-stroke engines that are expected to continue to run high sulphur fuel oil in conjunction with exhaust gas cleaning systems (scrubbers), Total Lubmarine will offer BN30-50 trunk piston engine oils.

The change is being undertaken in response to the expected reduction in the volume of residual fuels. While the name of the product has not yet been finalised but is likely to follow Total Lubmarine's existing Disola or Aurelia product brands.

While Japanese manufacturers have reacted positively about the use of BN10-20 products with 0.1-0.5% fuels, the response from some of the larger European four-stroke engine designers was yet to be finalised, Roman noted.

For the minority of four-stroke engines that are expected to continue to run high sulphur fuel oil in conjunction with exhaust gas cleaning systems (scrubbers), Total Lubmarine will offer BN30-50 trunk piston engine oils.

Jean-Philippe Roman also noted that Total Lubmarine had an LNG lube oil range, Aurelia LNG, that is specifically formulated for pure LNG engines, which have been slowly gained a position in the onshore energy market, for example.

“We are the only lube oil supplier to have received SAE 40 and SAE 50 approval,” Roman noted.

FUEL ECONOMY (FE) TRUNK PISTON ENGINE OIL Total Lubmarine is continuing to innovate in the four-stroke trunk piston oil market.

“We fully expect the IMO to introduce new recommendations tightening greenhouse gas emission standards after 2020,” Roman said.

Roman cited a presentation by a colleague, Catherine Amblard, who presented a paper at the 2019 CIMAC Congress in Vancouver. Amblard presented the results of a study into the use of a lubricant to reduce friction within a four-stroke engine, which in turn was expected to lead to improved fuel efficiency.

The results for service experience would be received in early 2020 at the end of the 7,000 hour trial, Roman noted. The initial results were highly promising but needed careful validation before they could be announced.

The top tier service, Drain Oil Optimize, provide a long-term analysis of operating conditions and lube oil feed rates. This permits the optimisation of performance by adjusting the lube oil feed rate in response to variations in engine load.

INVESTMENT INTO DIGITAL OFFERING DEVELOPMENT With advances in digital services and improved access to data from newer engines, Total is continuing to invest in developing its digital offering. Our research is currently focused on a project automatizing the analysis aboard of the drain oils, but we are we are also investigating a probabilistic model based on statistical analysis of trends based on Total Lubmarine's extensive, existing, database of drain oil samples.

However, simplicity and reliability remain Total Lubmarine's watchwords for cylinder condition monitoring.

“It is a trade off between developing economical and straightforward services for our customers, while some of the other services depend upon our customers' willingness to share data with us,” Roman concluded.

8 Total Lubmarine met more than 1000 market representatives from across the spectrum during a recent series of meetings in shipping hubs

8 Jean-Philippe Roman, Technical Director, Total Lubmarine

DIGITALISATION OF MONITORING PROGRAM Total Lubmarine combines the data from its drain oil analysis service, Diagomar Plus, with the operational data recorded at the time the sample was taken to permit deeper analysis.

Total Lubmarine offers three levels of expertise, to help customers determine whether correct lubrication is being employed. The entry level service, Drain Oil Standard, provides straightforward spot analysis for customers, while Drain Oil Advanced represents an extended 6-8 month enhanced monitoring program.

Total Lubmarine offers three levels of expertise, to help customers determine whether correct lubrication is being employed. The entry level service, Drain Oil Standard, provides straightforward spot analysis for customers, while Drain Oil Advanced represents an extended 6-8 month enhanced monitoring program For the latest news and analysis go to www.motorship.com/news101

SEPTEMBER 2019 | 21

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FUELS & LUBRICATION

EXXONMOBIL LOOKS TOWARDS A NEW ERA Luca Volta, Marine Fuels Venture Manager, ExxonMobil, offered his thoughts on the marine fuels market in an interview with The Motorship

8 “The old world of producing fuels has gone", Luca Volta, Marine Fuels Venture Manager, ExxonMobil said

The introduction of the IMO Global sulphur cap in January 2020 will lead to many changes for ship operators and owners.

Many of the implications for shipowners and operators have been discussed by ExxonMobil during its recent 'Journey to 2020' series of symposiums around the world.

One of the less considered implications is that fuel suppliers, such as the fuel and lubricant major ExxonMobil, will need to formulate fuels in a similar way to the way it currently formulates lubricants. “The old world of producing fuels has gone”, Luca Volta, Marine Fuels Venture Manager, ExxonMobil said.

“During our recent project to develop a new range of marine fuels specifically formulated to meet the requirements of the IMO 0.50% sulphur cap [EMF.5™], we needed to ensure that the fuels were both mutually compatible, as well as ensuring that they met the requirements for stability, waxing, and combustion”, Luca Volta, Marine Fuels Venture Manager, ExxonMobil said.

“Thanks to the work, we are taking the unprecedented step

24 | SEPTEMBER 2019

of assuring the compatibility of our 0.50% VLSFOs across global bunker locations”, Luca Volta said.

Importantly, all fuels within the EMF.5 range are compatible with each other, so long as bunkering, storage and handling best practices are observed. The new suite of fuels includes residual grades that meet ISO 8217:2017 specification.

The fuels will be available in ports in Northwest Europe, including Amsterdam, Rotterdam and Antwerp (ARA), as well as the Port of Zeebrugge by the end of 2019.

The new suite of fuels will also be available in Marseille and Genoa in the Mediterranean, and Singapore and Thailand in southeast Asia.

Fragmentation of fuel landscape Looking ahead, Volta noted that there was likely to be a very different landscape of fuels as refiners and fuel blenders place different fuels onto the market. Regional and sub-regional factors, such as the availability of crude oil and refinery

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

FUELS & LUBRICATION

The new lubricant will be available across the company's global port network and via its extensive distribution network. While Volta expects ExxonMobil's new 40BN cylinder lubricant to be the company's most widely used requested cylinder oil for marine customers operating two-stroke engines on VLSFO fuel.

ExxonMobil will continue to offer a wide range of cylinder oils for customers. configurations, would also play a role. “In my conversations with industry stakeholders, the main question that I receive is around quality to a far greater extent than availability. That is why we have launched our new fuel range.”

As Volta expects the increased demand for 0.50% sulphur fuel to be met by an increase in the amount of residual fuels in the market, and a corresponding decrease in the proportion of distillates. “In the medium term, we can expect distillates to account for 30% of the market, while LNG will grow to satisfy 10% of demand.”

The growth in residual fuels in the fuel mix will lead to a greater focus on asphaltenes and cat fine levels in the medium term, although fuel analysis and onboard purifiers can help to mitigate risks. In the short term, compatibility between residual fuels is likely to remain an issue. Shipowners should follow best

practice in handling and storage from bunker to engine. Volta reiterated existing advice that shipowners should ensure that fuels from different ports and suppliers are segregated to avoid the risk of issues such as sediment precipitation in the tanks.

These could lead to sludge formation, block filters and purifiers – even could lead to fuel pumps seizing up.

Ensuring fuel availability for its customers has required significant “multi-billion US dollar” investments into upgrading the infrastructure at the Antwerp, Rotterdam and Singapore refineries, in order to permit the production of fuels, lubricants and chemicals that its customers require within transportation industries including marine.

ExxonMobil has also made significant investments in its secondary logistics or barging capacity at the Port of Zeebrugge to ensure that it can meet demand from its products at an important hub for passenger vehicle transportation.

Cylinder lubricants ExxonMobil is also introducing a a new 40BN cylinder oil, Mobilgard™ 540, which is specifically designed to work 0.50% sulphur fuels. The new lubricant will be available across the company's global port network and via its extensive distribution network. While Volta expects ExxonMobil's new 40BN cylinder lubricant to be the company's most widely used requested cylinder oil for marine customers operating two-stroke engines on VLSFO fuel. ExxonMobil will continue to offer a wide range of cylinder oils for customers.

The company has also extended its medium-speed cylinder oil offering, and began offering a 20BN trunk piston oil, Mobilgard M420, from key hub ports such as Singapore, Houston and Rotterdam, from early August.

IMES DEVELOPS NEW TYPE OF 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.

IMES noted that the use of closed loop combustion control (CLCC) in the latest generation of gas engines permits very high engine efficiency.

The stability and robustness of cylinder pressure sensors have become increasingly important while reliable control and monitoring require accurate information about the current state of the combustion process in each cylinder.

IMES has been developing a new High-Robust Sensor (HRS), which it describes as a completely new development in sensor technology. It is a robust and very accurate type of sensor that features a front membrane and an M14 thread.

MEASURING SPRING The patented sensor transmits the pressure via a special designed measuring spring, which captures deformations on the measuring surface via a resistor bridge. The surface generates a voltage signal proportional to the pressure change.

The measuring spring can withstand abnormal combustion with extremely high pressure rise up to 1000 bar/ms and deliver a high degree of thermodynamic accuracy for engine control purposes. It is designed for more than one billion load cycles.

WIRE BONDING The resistance structure of the measuring spring and the ceramic pads are connected by wire bonding, as a result the electrical connection withstands temperatures of more than 350°C. The sensor has been subjected to robust tests.

Thermodynamic tests on IMES' single cylinder test engine confirmed its accuracy relative to a water-cooled piezoelectric reference sensor.

Measurements of 18 bar IMEP @ 1500 rpm have a PMI deviation of 0.5 bar in comparison to the reference.

The sensors have also been installed on the asphalt carrier BIT Viking since March 2017 as a test project. IMES stated that after 7,000 continuous operating hours, the sensor was a span error of < 0.5% compared with the sensor's original calibration.

8 IMES' new High-Robust Sensor (HRS) features a front membrane and an M14 thread

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

SEPTEMBER 2019 | 25

BALLAST WATER MANAGEMENT SYSTEMS

MAKING A SPLASH IN THE HIGH BALLAST MARKET One of the newest ballast water management systems on the market is aiming to make a splash in the high ballast dependent market.

Matt Hughes, executive vice president of sales for US-based EnviroCleanse LLC, was keen to discuss the advantages of the company's inTank ballast water treatment system for high ballast dependent vessels during an interview with The Motorship.

USCG APPROVAL “We have seen a strong pick up in orders since we obtained our USCG approval in February,” Matt Hughes said. The fleet order from Enterprises Shipping & Trading for over 30 vessels at the beginning of the year has been followed by others. “We have received orders from bulk carrier operators as well as for very large crude carriers and semi-submersibles.”

Hughes said that the growth was due to the particular operational advantages offered by the inTank BWTS. Pump rate requirements for high ballast dependent vessels, such as bulk carriers and oil tankers, can range up as 3,000 m3/hour for Capesize vessels, or 5,000 m3/hour for very large crude carriers.

The design of the system ensures that the system's peak energy demand is distributed during a vessel's voyage, rather than during a vessel's ballasting and de-ballasting process and potentially during cargo operations.

The inTank system treats the tank during a vessel's voyage, combining side stream electrochlorination with recirculation in the ballast tanks.

The design of the system ensures that the system's peak energy demand is distributed during a vessel's voyage, rather than during a vessel's ballasting and de-ballasting process and potentially during cargo operations.

The inTank system's energy requirements vary according to an individual vessel's specific operating pattern including ballasted voyage duration, as well as ballast capacity, and the number of tanks to be treated.

However, the circulation pumps and electrochlorination cells, which have an electrical efficiency of 4.5 to 6.0 kW per kg per hour of chlorine generated, are the most energy intensive parts of the BWTS. Hughes cited the example of a 178,000 dwt bulk carrier which has booked an inTank installation in Q4 2019 with a treated ballast capacity of about 75,000 m3 and an owner specified minimum ballasted voyage time of 120 hours.

Total peak: Total avg: Circ. Pumps Peak: Circ. Pumps Avg: inTank Peak: inTank avg:

26 | SEPTEMBER 2019

237 kW 178 kW 142kW 104kW 92 kW 71kW

EnviroCleanse specified a 12 kg/hour EC module and circulation pumps rated to move 270 m3/hour.

For this configuration, the expected power requirements are as follows:

8 Matt Hughes, EVP of sales at Texas-based BWTS supplier Envirocleanse LLC

SEPARATION OF FUNCTIONS One of the advantages of the inTank BWTS is that it separates the treatment and ballasting functions.

While electrochlorination (EC) is the most economical way of handling the volume of water requiring treatment in high ballast dependent vessels, many other EC systems use neutralization during de-ballasting. Hughes noted inTank BWTS did not require neutralisation at the point of discharge.

This had advantages in terms of inTank's space requirements, which are relatively small compared with other systems. The absence of neutralization also simplifies retrofit design, as no

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

FUELS & LUBRICATION

inTank BWTS has proven to be effective treating organisms in sediment, as the re-application of disinfectant and in-tank mixing counteracts the ability of sediment to buffer chemicals. efficiency savings can be achieved by introducing different neutralization sub-assemblies in designs.

NO FILTRATION One of the distinguishing features of the inTank BWTS is that it does not need to filter water during ballasting.

By applying Concentration Time, a metric used in the waste water industry, inTankâ&#x201E;˘ also inactivates larger species and pathogens, removing the requirement for pre-treatment such as filters.

Employing a filter-free solution eliminates several potential issues associated with the use of filters. These risks include reduced ballast water intake, de-rated pumps due to saturation or even the shutdown of the filter mechanism.

Hughes noted that customers were very positive about the ability to ballast and de-ballast freely without running the risk of delay from filtration related issues.

The benefits also extended to accumulated mud and silt in the ballast tanks, which ship owners also have to ensure are treated properly. inTank BWTS has proven to be effective treating organisms in sediment, as the re-application of disinfectant and in-tank mixing counteracts the ability of sediment to buffer chemicals.

Hughes also noted that a significant proportion of the bulk

carrier fleet uses energy efficient top side water discharge tanks. These tanks often de-ballast directly overboard by gravity discharge. With the inTank solution the top side tanks are treated via a simple recirculation loop, using a section of the existing piping for suction to the dosing module whilst a new small diameter header is branched off for redelivery to each isolated top side tank.

As compliance is monitored for each individual tank in the circulation loop, treatment compliance for each of the tanks is confirmed before the water is discharged. As a result, the ships enjoy flexible to ballast and gravity de-ballast as required without any interruption in port.

8 Enterprises Shipping & Trading S.A.'s fleet sale agreement with EnviroCleanse in January 2019 covered the retrofit of 46,500 dwt crude carrier Energy Patriot, pictured

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BALLAST WATER MANAGEMENT SYSTEMS

BALLASTING ACT AS BWMS TESTING PROTOCOL NEARS Water monitoring specialist LuminUltra is actively participating in the development of an international protocol to verify the devices used to test ships' ballast water.

The Ballast Water Management (BWM) Convention has resulted in huge investment in expensive treatment systems since it came into force in September 2017. New builds from that date already sail with ballast water treatment systems installed. Other vessels are undergoing or will undergo retrofits according to the phase-in period laid out by IMO's Marine Environment Protection Committee (MEPC), which will see all vessels fitted by 2024.

The regulation is in its infancy and there is much work to be done before a common ground can be found for testing methods and sampling protocol.

Microbiological monitoring pioneer LuminUltra, has been following the challenges faced by the industry. “Where we are today is a milestone for the industry,” company CEO, Pat Whalen, told The Motorship. “If we look back at where we were 10 years ago, we will remember the lack of ballast treatment technologies available, and no defined standard by which to understand their efficacy. Everyone was scrambling to find solutions to what we knew then to be a very serious ecological problem”.

The IMO has overcome these challenges and a variety of ballast water management manufacturers now offer IMOapproved solutions.. With regards to testing equipment, again IMO-approved methods are available, along with further guidance about sampling and analysis. These methods differ in aspects such as their portability, sampling and analysis capabilities, measurement principles, and the organism size classes detected.There are currently no standardised methods to verify these indicative analysis instruments, but work is underway.

Following a paper to the Pollution Prevention and Response Committee (PPR) and MEPC by Denmark last year, MEPC at the June meeting invited the Danish delegation and other interested delegations to submit concrete proposals for the development of a standard for verification of BW compliance monitoring systems to PPR7 in February 2020.

The International Organization for Standardization (ISO) aquatic nuisance species working group (ISO/TC 8/WG 12) started to discuss this document during the WG12 meeting in Pusan, South Korea in June this year.

“This is related to a prospective new work item to be undertaken by the group,” explained LuminUltra's Business Development Manager for Ballast Water Monitoring Solutions, Carine Magdo, who is also actively involved in the ISO group.

“LuminUltra totally supports and encourages the development of such a standard to ensure the relevance and accuracy of the results provided by the testing devices,” she said.

Guidance for newbuild ballast water commissions has recently been put in place. In 2018 the shipping industry, following reports of ballast water treatment systems (BMTS) in new builds not working as they should, called on IMO to create regulatory guidance on the use of indicative analysis methods to validate the commissioning systems.

Magdo said: “MEPC brought in regulatory guidance. Testing system efficiency as part of the commissioning/certification process means that ships will no longer be able to put to sea

28 | SEPTEMBER 2019

8 Pat Whalen, president and ceo of LuminUltra Technologies

with an incompliant system”. However, the equipment to carry out such tests and facilitate the development of international standards is already available to the industry.

LuminUltra spent six years developing its B-QUA testing kit, and the ATP (Analysis of Adenosine Triphosphate) system on which the which system is based has been referenced in the following regulations and is authorised to be used for a variety of purposes, including: – BW Management Convention Circ.42: for PSC compliance as a first step – The US EPA “BW self-monitoring”: for BW Treatment system functionality monitoring – The HSSC – Survey Guidelines: for testing during commissioning of the BWTS. Regulation D2 of the Convention (and again in Circular BWM.2/Circ.42/Rev1) recognises three different size factions of organism in ballast water and requires all three sizes to be measured and assessed.

“The LuminUltra B-QUA system is the only single monitoring and verification test that can measure all organism size groups required by D2 standards with the same method,” said Magdo, adding that the system has undergone extensive tests both in the lab and onboard ship, where it has been scientifically validated for all three regulated size fractions. IMO is now in an experience-building phase to develop the Convention, which will continue until 2020, and is currently encouraging member states to gather data and submit this to IMO. Installing a ballast water treatment system is a significant and costly undertaking for ships and its ongoing operation requires crew training, management and time to ensure it performs to the required standards. Learning a new testing protocol to self-monitor ballast water is a further step to ensuring a vessel's compliance.

8 Carine Magdo, LuminUltra's Business Development Manager for Ballast Water Monitoring Solutions, is actively involved in the ISO aquatic nuisance species working group

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

LNG & ALTERNATIVE FUELS

DUAL FUEL’S HIGH PRESSURE, FOUR-STROKE FUTURE As shipping faces a future that relies on multiple energy sources, dual-fuel operations stand to play an increasingly significant role, writes Stevie Knight

COMPLEXITY However, as Ingmar Berger of Woodward L'Orange explains, this type of high-pressure gas engine involves more expensive hardware and greater technical complexity.

Firstly, high-pressure dual-fuel engines require cryogenic pumps to ramp up the gas pressure from onboard LNG. The issues have generally centred on market availability: process pumps lack the necessary optimisation for mobile applications and according to Boog, there's currently a problem with units able to supply very transient high-speed engines. Despite this, Berger predicts the market will respond to requirements “with growing demand”.

But the real challenge has been the injector: this has three gas needles which have to be able to withstand far greater stresses than the typical, low-pressure DF systems. The central diesel needle requires 1,000 bar fuel for pilot operation, rising to the full 2,500 bar pressure for liquid fuel in diesel mode, quite a range to cover.

However, it's the direct injection of gas which really creates the issues: this has to take place around top dead centre (TDC) and to deliver it, the system has to be capable of delivering gas pressures more than twice that of the cylinder: the necessary 500 bar results in “a supersonic flow through the nozzles” explains Berger.

Further, pressure needs to vary with the load “so at reduced speed, overall you have a longer combustion cycle and operation at a lower pressure delivers the right amount of fuel”, says Boog. “At higher speeds - and we are still talking microseconds - you need to be very much faster to get the right amount of fuel into the combustion chamber in the required time.”

It wouldn't be so hard to pack all this in if the power train could be reinvented, but the idea is to retain a similar volume and footprint to an ordinary diesel installation, allowing the

30 | SEPTEMBER 2019

Photo: Woodward L'Orange

But, there's an issue with the current medium to high-speed offerings.

While these low-pressure engines have the advantage of fuel flexibility, they need to be kept on a tight rein when it comes to ignition. The trouble stems from the necessary mixing of gas and air outside the combustion chamber: too much air creates flame propagation issues, but too rich a mixture can ignite early, causing knock.

By contrast, a high-pressure dual-fuel engine utilising a pure diesel cycle may look similar as both rely on compression ignition paired with pilot oil, but it “operates on a quite different principle... as it only mixes the gas very close to the point of ignition”, says Manuel Boog of MTU. This avoids knock, enables higher power operation and a fast response comparable with its diesel counterpart. Most importantly, it stands to lower methane emissions.

As a result, there's a lot to play for. The system investigated firstly by the publicly sponsored FlexDi project and now by Germany's overarching MethQuest programme fits the bill as it pairs liquid pilot fuel with high-pressure direct gas injection.

engines to be switched over with minimal fuss. Although the newly developed hydraulic control valve sits outside the most crowded area, “integrating four, not just one needle inside the cylinder head means space is an issue”, says Berger.

It's especially challenging as there are several flow lines to allow fuel delivery under varying pressures: in fact, he describes the topography as having “so many holes inside it looks more like Swiss cheese”. Moreover, although those holes are straight when the gas is off, the high working pressures tend to push the sections outward, deforming the channels to different degrees. Therefore, ensuring that the gas needles remain exactly synchronised throughout the entire operating range required painstaking, section-by-section analysis. As Berger points out: “You need tolerances narrow enough to stop gas and oil leakages, but wide enough the needle doesn't stick.”

8 The injector for the new high pressure DF principle has to be able to withstand far greater stresses than the current lowpressure DF systems

SEALING OIL SYSTEM There were also challenges for the sealing oil, as this too has to run at a higher pressure than the gas: “If any sealing surface 'opens', the oil has to push into the gas and not the other way around,” underlines Berger.

While its distant cousin (the original Wärtsilä 32GD engine from the 90s), used servo oil as a sealant, using diesel is far simpler. It doesn't just avoid introducing yet another fluid into an already dense system; it also yields other useful characteristics.

“At higher speeds – and we are still talking microseconds – you need to be very much faster to get the right amount of fuel into the combustion chamber in the required time.”

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

LNG & ALTERNATIVE FUELS

The tiny – but constant - flow lubricates the gas needle and seat and its combustion characteristics don't create extra challenges when being burned in the gas flow.

There is still some work to be done on the way to commerciality as the extremely compact nozzle and consequent demand for precision engineering “pose a big challenge for manufacturing”, he concludes.

MIXING IT Usefully, while the composition of the fuel mix can be controlled by injection pressure, the gas combustion process can also be tweaked by the relative timing of the events. In fact, investigations indicate that the particular form the heat release takes is more influenced by the period between pilot and gas injection than almost any other parameter, including nozzle angle.

Interestingly, tests show a relatively early pilot injection results in a longer burn out and lower intensity combustion.

But, as Berger explains: “Change that for a later pilot ignition and the gas has time to mix more, making for a higher peak, and faster burn... and the rapid combustion helps raise engine efficiency.”

However, you don't want to run unchecked in this direction says Boog: “Go too far and you'll have unburned gas reaching the chamber wall, with a consequent slight rise in CH4 emissions.” Further, there is another issue: very short combustion periods can result in steep pressure increases with higher peaks, “so you want to be a little careful about that”, he remarks. Therefore, the ability to moderate the delay between the two is extremely useful.

There are other considerations: while the later pilot allows for a level of premixing that lowers soot formation, the extra

“Change that for a later pilot ignition and the gas has time to mix more, making for a higher peak, and faster burn... and the rapid combustion helps raise engine efficiency.”

8 The HP DF injector head is very densely engineered

heat does stand to increase NOx emissions and, at its latest, tends to slightly heighten hydrocarbon pollution.

However, Berger underlines “the resulting emissions are still far, far below the amount released by current, low-pressure dual-fuel engines”, adding that tests demonstrate methane emissions drop by “a whole order of magnitude”.

It all has to fit into the bigger picture. Boog points to the 'see-saw' effect between the issues: roughly speaking, higher temperatures and increased NOx creation stand on one end, while lean-burn, lower temperatures a consequent rise in CH4 – methane slip – stands on the other.

INVESTIGATED Therefore the industry faces a choice between engine optimisation pathways, both being investigated by the MethQuest programme. Certainly, it is possible that lowpressure lean-burn four strokes will find a way to deal with methane slip, catching the molecules and oxidising them in a new type of catalytic converter – though the general feeling is that this is still some way off commercial viability.

8 Early (left) and later (right) pilot injection have very different effects on gas combustion in a DF engine.

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

SEPTEMBER 2019 | 31

LNG & ALTERNATIVE FUELS

OTHER FUELS Importantly, while LNG is the first step, Berger firmly believes the next will be power-to-fuel combinations.

This is a big deal, as methane itself is one of the potential game-changers that could be key to the future. The issue is that its greenhouse gas effect is catastrophic: around 28 times that of good ol' CO2. But, as Boog points out, even high-pressure engines with their natural advantages still have to be paired with effective containment and supply systems that will mitigate slip.

However, other fuels are waiting in the wings, ready to play their part in this new arena. Berger explains some of these candidates “are similar in that they need a diesel-like combustion process with a pilot to assist ignition” and these, he says, could be successfully matched with high-pressure dual fuel developments.

Further, a few have comparable requirements: “For example, ammonia, like methane, needs complete combustion... you certainly don't want to create ammonia slip”, he adds.

It may also be that ships will need a level of flexibility. “I think we'll see several fuels or maybe more, availability depending on the region and the production of renewable fuel from wind, solar and so on,” says Boog. Once again, high-pressure technology could deliver a distinct advantage, being able to

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Photo: Woodward L'Orange

Which leaves the high-pressure development route, explains Boog: the HP DF principle takes you toward greater engine efficiency as it allows throttling back at part load.

On balance it may prove easier to deal with the resulting NOx with an SCR system at the exhaust than chasing methane molecules.

burn a range of alternatives more fully while also delivering greater efficiency per tonne.

Still, Berger has his favourites amongst the potential offerings: “Methanol and ammonia are the easiest to store, you don't need cryogenics,” he says, adding that a diesel/ methanol dual-fuel engine “would probably require additional accumulator volumes to achieve stable injection pressures...but all the basic parts are the same.”

He concludes: “This injector offers dual-fuel engine developers a platform for utilising these new synthetic and regeneratively produced fuels.”

8 Inside the new high pressure DF injector head

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BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

LNG & ALTERNATIVE FUELS

POSITIONED FOR GROWTH IN ALTERNATIVE FUELS Alan Duckett, Sales & Technical Director of Babcock LGE provides an overview of the LNG and alternative fuel markets in an exclusive interview with The Motorship Babcock LGE is an engineering, procurement and project management business based at Rosyth (near Edinburgh), providing world-leading design and supply of cargo handling systems for liquefied gas ships. The group has 50 years’ experience and its customers include the world’s largest commercial shipyards in Korea, China and Japan; tier 1 international ship-owners and energy majors.

We have supported our customers during design through to warranty phases, and this knowledge has led to the development of a number of marketleading technologies.

For those of us unfamiliar with your product portfolio, could you just provide a brief overview?

– Vent Gas Cooler (VGC™) – Since introducing this A technology in 2012, which enables efficient bulk transportation of Liquefied Petroleum Gas (LPG), it has been supplied to more than 85 newbuild LPG ships – equating to approximately 50% of addressable world market. VGC™ reduces capital cost and power consumption by up to 15%, providing significant economic and environmental benefits – ecoSMRT® – Technology for the reliquefaction of LNG. ecoSMRT® delivers up to 35% more reliquefaction capacity per kW absorbed power – meaning reduced fuel consumption and lower operating costs. In the first year of launching ecoSMRT®, we achieved a 40% share of the addressable world market – ecoFGSS™ – We recently won the ‘world first’ project for a newbuilding gas ship to provide technology delivering LPG as a ship main engine fuel and have now won the option ship, including the same fuel gas technology. ecoFGSS™ will eliminate emissions of sulphur and nitrous oxides, whilst also significantly reducing particulates when compared to conventional fuel oil – ecoETHN™ – Introduced this year, ecoETHN™ is an integrated Boil Off Gas (BOG) reliquefaction and fuel management system, enabling the transportation of commercial ethane cargoes with up to 2.0 mol% methane

Q

How do your products fit in with broader industry developments towards energy efficiency?

Our technology within the gas carrier cargo handling A market is designed to enable the cost-effective and efficient means of seaborne carriage of very large quantities of liquefied gas.

But we are also aiming to optimise performance and energy efficiency, and to provide environmentally-friendly solutions, enabling ship-owners to comply with increasingly stringent international environmental regulations.

Q

Are there any benefits for customers arising from the range of services that Babcock provides?

We are actively working with several world-leading shipA owners and shipyards to optimise energy efficiency on a ‘whole ship’ basis, not just for the cargo system.

Q

8 Alan Duckett, Sales & Technical Director of Babcock LGE

Babcock has close relations with some important participants in the LNG carrier space in particular, such as Hyundai Heavy Industries, with whom you developed the ecoSMRT LNG reliquefaction product. Do you have any similar partnerships in the ethane and LPG sector? maintain close contact with our clients as we develop A We new technologies to meet today’s challenges. This ensures that our solutions meet customer requirements and improve the ship’s operating profile, whilst tying in with the shipyard’s own designs.

This collaborative strategy was used during design of ecoETHN™, which has the potential to be market shaping in offering full life cycle benefits, as well as ecoFGSS™ for LPG carriers, where we achieved our first sale this year.

Q

Q

Do you think the retrofit/conversion market for LNG vessels is likely to expand? are actively working with a leading ship-owner for the A We conversion of older LNG carriers with our ecoSMRT® reliquefaction technology, to enable them to compete with the current generation of LNGC. We consider this retrofit market will be an occasional market, depending on commercial and technical drivers for each project.

What are the comparative advantages of ecoSMRT versus competing single mixed refrigerant (SMR) or nitrogen expander technologies? ecoSMRT® has a number of advantages over competing A SMR technologies. We have integrated pre-cooling, which means we are able to remove external pre-cooling from our design – leading to a much simpler plant to operate.

Starting up the plant is simple; from switching on the compressor, all functions are fully automatic and capacity is fed

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

Q

SEPTEMBER 2019 | 33

LNG & ALTERNATIVE FUELS

How does ecoSMRT’s space requirement compare with other SMR or nitrogen expander technologies?

With our patent pending integrated pre-cooling design, A we have been able to develop a compact module which has up to a 40% reduction in footprint compared to competing designs. The ecoSMRT module is fully assembled and delivered as a ‘plug and play’ unit.

Credit: Babcock LGE

directly from the ship’s Gas Management System (GMS).

Eliminating the need for external pre-cooling also means that ecoSMRT® needs only a single compressor, which translates to lower maintenance requirements and a reduced spares inventory.

We have optimised the design with an eye on efficiency. ecoSMRT® has arguably the highest Coefficient of Performance (CoP) of the competing designs, which means we can deliver up to 35% more reliquefaction capacity per kW absorbed.

We have a patent pending design which eliminates the risk of oil carryover from the SMR compressor into the cryogenic section of the BOG condenser.

We have also included a gas chromatograph in our design, which is designed to monitor the SMR mixture. If the mixture moves out of optimum composition, the appropriate refrigerant is automatically charged into the system from the top up skid.

Q

What has the market response to ecoSMRT been like since it was launched? Are you able to give any information about references?

Since ecoSMRT® was launched at Gastech in Tokyo, the A market pick-up has been fantastic. ecoSMRT was designed specifically with LNGC in mind and to date we have sold 26 modules to 6 different owners in little over a year of active sales. We continue to receive interest in ecoSMRT® and we are optimistic for future sales into a growing LNG carrier segment.

Q

Turning to the LPG carrier market, where your Vent Gas Q Cooler product is widely used, could you talk a little about the challenges about developing a FGSS system for the first LPG fuelled vessel?

FGSS systems are new to market for LPG VLGCs. The A technical challenges included understanding a new process, and developing a plant that was cost-effective and reliable. One challenge was handling the return LPG flow that comes back from the main engine fuel injectors, which contains residual oil.

I also understand that you are conducting a front-end engineering design study into an LPG fuel system upgrade as a retrofit for VLGCs. Yes, we are completing a FEED for a major owner as A potential retrofits to a fleet of VLGCs.

Q

We have two technologies designed for the ethane carrier market and specifically Very Large Ethane Carriers (VLECs). Our ethane SuperCooler™ is an efficiency enhancement that we developed in 2014, which allows the carriage of commercial ethane cargoes with up to 0.8 mol% methane. However, when combined with our VGC™ technology, our plant can handle the BOG from commercial ethane cargoes with up to 2 mol% methane using 3 stage compressors, which we believe is a market first. ecoETHN integrates the reliquefaction plant through a Fuel Gas Economiser to drive further efficiencies, which can be used to increase the methane content of the fuel for the main engine, providing the benefit of reducing methane content in the cargo.

A

8 An LPG reliquefaction skid, part of an LPG carrier's cargo handling system

Q

Finally, you have recently announced your intention to participate in Maritime Research & Innovation UK with the University of Strathclyde, LR, BAE and others.

Yes, that’s right. Although a few companies and A universities are highly innovative – for example, we won a Queen’s Award for Innovation recently – Babcock recognised that the UK Maritime sector’s investment in innovation is behind other countries. We have helped to establish MarRI-UK to solve this by jointly developing new technologies and systems.

MarRI-UK’s priorities include emissions’ reduction, and it is running a competition now to support the DfT’s Clean Maritime Plan. Other priorities would improve holistic efficiency, autonomy, life-cycle efficiency, integration and safety.

Companies and universities willing to commit to funding MarRI-UK will be brought together to update and refine these priorities.

8 Babcock LGE has supplied its Vent Gas Cooler (VGC™) technology to more than 85 newbuild LPG ships – equating to approximately 50% of addressable world market – since the product was launched in 2012

You are also present in the ethane segment. The VLEC market is quite small at the moment – do you have a perspective on how large the market could become?

It is hard to say yet, however, China has a significant A number of ethylene cracker projects utilising ethane derived from USA shale gas. The market is a bit stop-go at the moment, but we see good growth potential.

Q

Babcock has released two products for the ethane carrier market – SuperCooler™ and ecoETHN™. Are you hopeful of establishing a similar strong position in that market to your LPG position?

Q

34 | SEPTEMBER 2019

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

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DESIGN FOR PERFORMANCE

VLSFO FUELS MAY POSE CYLINDER LUBRICATION PROBLEMS The changeover from HSFO in 2020 may increase the risk of bore polishing and scuffing problems, writes Rathesan Ravendran of Aalborg University Changing the fuel, from heavy high sulphur fuel oil to low sulphur diesel oil or natural gas, is a necessary approach to fulfil these regulations, but tribological problems are expected to appear when the low sulphur diesel and sulphurfree gas replaces the sulphur-rich heavy fuel oil. Ironically, tribological problems are now instead expected when the sulphur level in the fuels becomes very low. Prolonged operation on these low sulphur fuels may lead to bore polished cylinder liner surfaces with a subsequent risk of cylinder liner scuffing as the consequence.

Experimental studies have shown that fuel with lower sulphur content has a lower lubricity and hence a lower scuffing resistance. In some studies, it has been shown that fuels containing sulphur have about 20% higher scuffing resistance than does fuels without sulphur.

The general belief is that the sulphur in the fuel have a beneficial tribological effect due to build-up of a solid lubricating oil film and due to promoting a beneficial mild corrosive wear. This will be addressed in the following.

Figure 1 shows the â&#x20AC;&#x153;bath tub curveâ&#x20AC;? or normal wear profile found in lubricated systems. After running-in an engine for a short time, a normally honed cylinder liner will exhibit a surface profile similar to a plateau honed cylinder liner. The initial wear of normally honed cylinder liners is high. The initial period is shown by the curve AB in Figure 1. After this period, the surface is relatively stable in terms of wear, curve BC. During this second period, the plateau honed surface continues to possess relatively large and smooth plateaus, which provide a large bearing area and also deep valleys that help to retain the cylinder oil for lubrication and provide relief pockets for wear particles.

A smooth and stable plateau honed liner offers substantial improvement in oil consumption, piston ring wear and cylinder liner wear at the ring reversal zone. In the final phase of the wear rate curve, CD, the cylinder liner wear increases dramatically, which is due to the wear down of the plateaus and the smaller valleys on the surface. Thus, the surface will not be able to maintain the lubrication oil pockets nor pockets for wear particles. This naturally increases the risk of bore polishing and scuffing.

Sulphur rich fuels will prolong the period of steady state wear, as its lubricating properties will reduce the wear down of the plateaus on the surface, and since mild corrosive wear from sulphuric acids produced during combustion will maintain an open cylinder liner material surface. Low-sulphur fuels will on the other hand have the opposite effect, meaning the period of steady state wear will be shorter. Thus, lead to earlier bore polishing and scuffing.

The lost lubricity of the low sulphur fuel must be replaced by conventional cylinder lubrication oil, its primary function is to provide a continuous stable hydrodynamic oil film between surfaces in relative motion to reduce friction and prevent wear and thereby prevent seizure of the mating parts. Ensuring a stable hydrodynamic oil film between the surfaces will prevent the wear down of the surface plateaus and thereby increase

36 | SEPTEMBER 2019

the period of steady state wear (as illustrated in Figure 2).

To overcome the challenges of operating with fuel with lower sulphur, the required amount of cylinder lubrication oil must be distributed correctly on the cylinder liner. This has been highly prioritized by Hans Jensen Lubricators. For this purpose, HJ SIP spray injection valves, placed at the liner circumference, direct the lubricating oil spray upwards and into the engines scavenging air swirl. Thus, the lubrication oil is evenly distributed at the upper part of the cylinder liner, where the oil film is exposed to a hazardous environment e.g. high pressure and temperature.

It is proven that a combination of HJ SIP valves and HJ Lubtronic lubricator ensures good cylinder liner condition, minimises wear and reduce the risk of bore polishing and scuffing. The HJ Lubtronic lubricator operates with automated stepless stroke adjustment and timed lubrication. Cylinder lubrication oil injection at each piston stroke will refresh the oil film at each piston stroke, which ensures a stable oil film as well as minimises the stress level of the oil film on the cylinder liner.

8 Figure 1: Normal wear profile for lubricated systems

8 Figure 2: Correctly lubricated liner increases the steady state wear and prevent early bore polishing and scuffing

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 XLMW ]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 ± new series of Ro/Ro hybrid ships.

-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 of sustainable shipping.

For more information visit: propulsionconference.com/motorship-award email Nick Edström, Editor, The Motorship: conferences@propulsionconference.com or contact: +44 1329 825335

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

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SHIP DESCRIPTIONS

SMART SHIP RANKING FOR MEDIUM-SIZED LPG TANKER Japanese shipbuilding's expertise in the LPG carrier category is exemplified by a versatile, medium-sized vessel incorporating 'smart ship' technology, writes David Tinsley

8 Mid-sized LPG carrier Hourai Maru

The 38,900m3-capacity, fully-refrigerated Hourai Maru incorporates IMO Type B independent, prismatic tanks and affords a multipurpose cargo carrying capability that includes commercial propane with maximum 5-mol% ethane, anhydrous ammonia, and vinyl chloride monomer (VCM). The ship's main dimensions allow access to key ports and terminals involved in the global LPG trade.

The containment solution, promising high safety performance based on structural fatigue analysis and easier maintenance due to the partial secondary barrier of low temperature-resistant steel, has enabled maximisation of the hull envelope, with all tanks placed underdeck. Cargo changes and tank conditioning are facilitated by two deck tanks.

Construction was effected by Namura Shipbuilding's Imari Shipyard & Works, which has an extensive track record in LPGCs up to the largest sizes, to the order of Southern Pacific Holding Corporation, associated with the Japanese group Kumiai Senpaku. Hourai Maru is the first of a new type from the yard in northern Kyushu. Shipmanagement functions have been entrusted to the Singapore company Synergy Maritime.

The primary power installation is a six-cylinder G50ME-B9.5 diesel manufactured under licence from MAN Energy Solutions

by Mitsui Engineering & Shipbuilding's Tamano factory, and specified at a rating of 7,990kW at 97rpm.

The layout includes settling and service tanks for lowsulphur fuel oil, and design provision has been made for the possible, future retrofit of an exhaust gas cleaning plant.

Readiness for a scrubber system, in the light of the IMO 2020

38 | SEPTEMBER 2019

sulphur cap, is confirmed by the ClassNK notation EGCSR-G. Hourai Maru has also been certified by the Japanese classification body with the SMARTShip digital solution developed by Alpha Ori Technologies (AOT)of Singapore.

SMARTShip collates data from throughout the vessel and displays this information to enable crew and managers to effectively monitor disparate systems and assist in making rules-based decisions.

ClassNK's certification approves the platform as a computerbased system which conforms to the society's rules governing a product performing remote monitoring and diagnostics, situation awareness, and decision support, both onboard and ashore.

AOT's co-chief executive officer Rajesh Unni is also the founder and CEO of the Synergy Group, into whose shipmanagement care the new vessel has been placed.

PRINCIPAL PARTICULARS â&#x20AC;&#x201C; Hourai Maru Length overall 182.97m Breadth, moulded 29.60m Depth, moulded 18.10m Draught, summer 10.42m Gross tonnage 25,458t Deadweight 28,894t Cargo capacity 38,948m3 Main engine power 7,990kW Class ClassNK Flag Marshall Islands

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OCTOBER News review, Leader Briefing, Ship Description, Design for Performance, Regional Focus – South Korea, Four-Stroke Engines, Thrusters and Propulsors, Condition Monitoring, 50 Years Ago NOVEMBER News review, Leader Briefing, Ship Description, Design for Performance, Regional Focus – Europe, Two-stroke Engines,Emissions Abatement, LNG & Alternative Fuels, Deck Machinery, 50 Years Ago

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50 YEARS AGO

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

By September 1969, the staff of The Motor Ship were showing signs of concern that Britain's. or at least Europe's, position at the head of the global shipbuilding market was under threat from the East.

A special survey in the September 1969 issue looked in detail at the industry in Japan. An editorial leader article pointed out that Japan was looking only to increase its yard capacity and build on the substantial progress it had made during the decade. This was unlike the situation in North America and 'some European countries' where governments were looking at consolidating and closing yards, in the hope of giving the remaining builders a bigger share.

The European countries under discussion were not named, but as the UK Government's Geddes Report was mentioned many times in that issue, it's clear that the alarm bells were being sounded. Although it was not all plain sailing for Japan – the needs for increased efficiency and more realistic pricing were mentioned – the harbingers of doom were warning that with a few exceptions, European, and particularly British, yards would be feeling the pinch by the 1980s.

Nevertheless, there were several new British and European built ships to be reported on in detail in September 1969. Leading these was what was described as “the most versatile ferry yet” – the Vortigern, built by Swan Hunter on the Tyne for British Rail. The 4760gt vessel was built to carry vehicles and up to 1000 passengers between Dover and

8 Blohn & Voss Hoistable car decks added to a bulker

42 | SEPTEMBER 2019

8 Vortigern – British Rail's multi-purpose ferry

Boulogne in the summer months, switching to freight and train ferry duties on the Dunkirk route out of the peak season.

As was becoming normal practice, she was powered by a twin-screw geared medium speed plant, in this case a pair of SEMT Pielstick PC2V engines, each rated 7280bhp and driving CP propellers. Each 16-cylinder engine had four BBC VTR 320 turbochargers, set up to burn MDO. Pitch and speed of the Liaaen propellers could be controlled from the bridge by air pressure signals. Loading and unloading could be achieved from either bow of stern, with two-level access and optional side loading, with all ro-ro equipment operated hydraulically. On trials, the ship had proved capable of over 20 knots.

Carrying on the versatility theme, mention must be made of a British bulk carrier, the 38,457 dwt Volnay, which had been fitted with hoistable car decks by Blohm and Voss. The ship was equipped for carrying timber as well as bulk cargoes, and this addition – five hanging and two platform decks in each of six holds plus six platform decks in the remaining hold – offered the option of carrying up to 2,900 cars. Her initial voyage in this format was from Dagenham, where she had loaded “the largest export cargo of cars ever to leave Britain in a British vessel”, though the jingoistic tone was not borne out by the accompanying picture, showing a cargo of VW Beetles.

The large-bore Diesel controversy had been quiet over the previous months, but was reignited by a report on experiences with the Sulzer super-large bore 8RND 105 engine. Built by IHI in Japan, and fitted to container ship Japan Ace, the engine was inspected during the ship's first routine drydocking, having completed six round trips between Japan and the Americas. The use of constant pressure turbocharging had helped keep exhaust temperatures low, even with a fouled bottom, and as expected after only 3,200 hours the two cylinders drawn showed minimal deposits and negligible wear. Three similar engines, rated at 28,000 and 32,000 bhp, had been completed up to September 1969.

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

19 NOV Hamburg 21 201ȟ Germany TO

BOOK NOW AND SECURE YOUR PLACE Chaired by: Lars Robert Pedersen, Deputy Secretary General - BIMCO Martin Kroeger, Managing Director, German Ship Owners Association - VDR Keynote addresses: Carlo Raucci, Principal Consultant, UMAS Roger Strevens, VP, Global Sustainability, Wallenius Wilhelmsen Jasper Faber, Aviation and Maritime Specialist, Manager Mobility & Transport, CE Delft

Programme out now!

Programme highlights include: • Using LNG as a bridge to 2030 - Wolfram Guntermann, Director Environmental Management, Hapag-Lloyd AG • MAN B&W Dual Fuel Engines - Kjeld Aabo, MAN ES • Assessment of ammonia as an alternative fuel in shipping - Christos Chryssakis, Business Development Manager, DNV GL

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

Hans Jensen Lubricators

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