JUNE 2019
Vol. 100 Issue 1171
MTU Hydrogen engine: Remote Access: Peter Riegger interview
Rules and automation
New MAN LP engine: Hapag Lloyd: Brian Sørensen interview
Richard von Berlepsch
ALSO IN THIS ISSUE: Netherlands yard review | LR Hydrogen Olav Hansen | New WinGD X82-D | New J-ENG UEC42LSH
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CONTENTS
JUNE 2019
10
8 44
NEWS
REGULARS
14 J-ENG to upgrade UEC45LSE
Japan Engine Corp (J-Eng) is to introduce a successor to its UEC45LSE design, which will be released to the market in March 2021. The UEC42LSH will improve engine operation and reduce fuel consumption to meet chemical tanker and bulker operator requirements.
16 Wärtsilä wins China LNG contract Wärtsilä has won the contract to supply 40 generating sets for 12 new LNG fuelled platform supply vessels (PSV), the first such vessels to be built for a Chinese owner.
18 WinGD trials predictive maintenance tool WinGD and ship management company, Enterprises Shipping & Trading, successfully trialled WinGD's Integrated Digital Expert (WiDE) predictive maintenance technology.
18 Incat to build high speed LNG ferry Incat has been awarded the contract to build a 13,000GT aluminium hulled high speed ferry, which will be driven by dual fuel LNG gas turbines.
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10 Leader Briefing Richard von Berlepsch, Managing Director of Hapag-Lloyd’s Fleet Management, offers insights from the Sajir LNG conversion project, thoughts about remote access, and his view on the LNG bunkering market.
11 Shipyard Report We provide a review of the Netherlands’ leading shipyards, which remain cost competitive in smaller types of commercial and naval vessels.
34 Ship Description Dutch shipbuilder De Hoop has delivered a 100 passenger-capacity vessel custom-designed for yearround operation in the Galapagos Islands. The Celebrity Flora is said to be the first vessel built according to the latest probabilistic damage stability regulations.
For the latest news and analysis go to www.motorship.com/news101
FEATURES
18
14 New WinGD engines
WinGD introduced three new engines at Nor-Shipping, including the first low-pressure dual-fuel two-stroke engine for smaller vessels, the X40-DF, as well as new 820mm bore engines, the X82-DF and the dual-fuel ready X82-D.
16 Scheme B milestone MAN Energy Solutions, DNV GL and HSD Engine completed the first Scheme B certification on a two-stroke engine for main propulsion, for a tanker fitted with a MAN B&W S35MC two-stroke diesel engine in combination with HSD Engine’s low pressure SCR system ‘DelNOx’.
18 The heart of the matter Stevie Knight looks at the latest trends in digitalisation, and sees tensions between unsupported systems, the increase in remote access, and regulatory change.
24 The bearable lightness of H2 Hydrogen veteran Olav Hansen of Lloyd’s Register provides an overview of LR’s perspective on hydrogen research projects and wider safety issues connected with liquefied and compressed hydrogen use.
26 LNG Containment David Tinsley provides an overview of the current state of the LNG containment market, amid renewed efforts in Korea to develop a local alternative to GTT’s leading designs.
The Motorship’s Propulsion & Future Fuels Conference will take place on 19-21 November 2019 in Hamburg, Germany. Stay in touch at propulsionconference.com
JUNE 2019 | 3
NEWS REVIEW
VIEWPOINT
J-ENG TO INTRODUCE UEC45LSE SUCCESSOR
NICK EDSTRÖM ❘ Editor nedstrom@motorship.com
Bridge over troubled water I was momentarily reminded of the value of reliability during a blackout in the conference halls at Nor-Shipping on the last day of the event, after lightning during an intense thunderstorm interrupted the mains electricity supply. Momentarily because light was restored speedily, and because my interview continued uninterrupted. The effectiveness of the standards governing Norway’s system operator and transmission system operator, and the engineers who had designed and installed the system to comply with them, passed almost unnoticed. By comparison, the rapid evolution of technology in the maritime field is creating spaces where technical processes are running ahead of regulatory standards. DNV GL announced the results of a remote access to shipboard machinery trial, ROMAS, during Nor-Shipping, which we will cover in July’s issue. As one engine designer put it, while safety critical traditional functions are tightly regulated, the rules covering some other interfaces have not yet been defined. We feature a topical in-depth feature by Stevie Knight looking at some of the issues raised by the rapid pace of technological change at the interface between digitalisation services, practical issues and regulation. Captain Richard von Berlepsch from Hapag Lloyd’s Fleet Management division provides our viewpoint. Von Berlepsch touched on the legal and insurance implications of sharing some shipboard systems with shorebased offices, before discussing Hapag Lloyd’s USD30 million conversion of the 15,000 TEU Sajir to run on LNG. We include a feature on the technical aspects of the conversion later in the issue. From an engine perspective, we feature WinGD’s latest iteration of its X82-D two-stroke engine, which includes a number of design advances, such as the two piston ring concept covered by The Motorship in May. WinGD is also introducing the first low-pressure dual-fuel two-stroke engine for smaller vessels, the 400mm bore X40-DF, which is intended to extend the range of choices available to ship owners in the small tankers or bulkers, feeder containers or LNG bunker markets. We interview Brian Østergaard Sørensen of MAN Energy Solutions R&D team, who discusses the engine designer’s decision to introduce a low-pressure variant into its dual-fuel two-stroke engine portfolio. Michael Witt, MAN’s head of Retrofit Development within the Two-Stroke R&D team, outlines the results of the first SCR Scheme B procedure for a two-stroke engine for main propulsion. Our shipyard focus this month is on the Netherlands’ shipyards, and we include a review of recent developments in this market. We also feature a report on one of De Hoop’s recent innovative newbuildings, an expeditionary cruise vessel that will operate in the delicate ecosystem of the Galapagos Islands. We include detailed coverage of developments in LNG containment, including the latest developments in the Korean Solidus LNG containment system, which received design approval from the Korean Register in late May. We are fortunate enough to feature several interviews in our alternative fuels section, including an exclusive interview with Olav Hansen of Lloyd’s Register, who discusses the latest research into the use of hydrogen as a fuel for the marine sector, and also presented his view on safety and containment issues. We also feature an exclusive interview with Peter Riegger, Rolls Royce’s head of research and development, who discusses the expected beginning of full-scale multi-cylinder tests on a hydrogen engine design at the company’s R&D hub in Magdeburg in 2020.
4 | JUNE 2019
Japan Engine Corp (J-Eng) is to introduce a successor to its UEC45LSE design. The UEC42LSH engine has been upgraded to meet the requirements of handysized bulk carriers and small-sized chemical tankers. The new engine will be characterised by reduced fuel consumption, and will be released to the market in March 2021. The preceding engine, the UEC45LSE-C1, had already achieved a fuel consumption rate of 173 g/kWh in 2018. In addition to improvements in engine operation, the new UEC42LSH has lowered fuel consumption via optimisation to meet the requirements of bulker and chemical tanker operators. This is likely to optimise output and engine speeds for slower operating speeds, while the engine will be optimised to
8 The first 6UEC45LSE-C1 engine was delivered to Kanda Shipbuilding Co. Ltd in 2018
comply with EEDI requirements. The overall space requirements for the engine will also be reduced. J-Eng also announced plans to improve the reliability of the engine, extend digitalisation and introduce condition-based maintenance services at the engine's launch in Japan in May. J-Eng delivered the first installation of a successor to the UEC45LSE-B1 design, the UEC45LSE-C1, in 2018. The upgraded design was meant to meet the specific requirements of ro-ro operators for higher engine output and faster operating speeds , which entailed higher cylinder pressure and power output, while bearing down on fuel oil consumption.
BIOFUEL RESEARCH ON MHI TEST ENGINE Japan Engine Corporation (J-ENG) is to begin research and development on the use of biofuel on a Mitsubishi Heavy Industries (MHI) test engine. The research is being undertaken in cooperation with shipping and logistics company Nippon Yusen Kabushiki Kaisha (NYK Line), using samples of Goodfuels' advanced biofuel. J-ENG plans to conduct various fuel tests into the use of the fuel on the two-stroke single-cylinder NC33 test engine, located at MHI's Nagasaki research centre within MHI's Research & Innovation Center. The research is being conducted into the operational performance of the biofuel. The
research builds on NYK's previous interest in utilising biofuel as an alternative fuel. NYK concluded a trial bunkering operation of biofuel to the BHP-chartered, NYKowned bulk carrier Frontier Sky at the port of Rotterdam in the Netherlands in January 2019. Biofuel has been attracting attention as an alternative fuel as one of the promising renewable energy toward decarbonization and one of the solutions against the energy crisis due to the depletion of natural resources such as fossil fuel. J-ENG also noted that use of biofuel as a marine fuel is expected to expand, owing to its low level of sulphur oxide (SOx) emissions.
For the latest news and analysis go to www.motorship.com/news101
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NEWS REVIEW
WÄRTSILÄ 20DF ENGINES FOR CHINA'S FIRST LNG FUELLED PSVS “Efficiency and environmental sustainability are key pillars of Wärtsilä's approach to creating customer value. The choice of the Wärtsilä 20DF dual-fuelled engine for this major project reflects these values, and we are proud to maintain our leading position in this market by being selected for China's first LNG fuelled PSVs,” says Henrik Wilhelms, Segment Sales Director, Wärtsilä Marine. “More and more ships are being built for use with LNG fuel, and we see these 12 ships as part of a trend that will continue to grow.
This is why we chose Wärtsilä, a company with experience and know-how in LNG fuel solutions,” says Mr Liu Hui, Manager of COSL Shipping's Shipbuilding Project Management Team. The 40 Wärtsilä engines are scheduled to be delivered to the shipyards at the end of 2019. Wärtsilä has a good relationship with the owners having supplied various engines and other propulsion equipment for their fleet.
Copyright: Wärtsilä
The technology group Wärtsilä has won the contract to supply 40 generating sets for 12 new LNG fuelled platform supply vessels (PSV), the first such vessels to be built for a Chinese owner. The ships are being built for China Oilfield Services Co Ltd (COSL) at the Wuchang Shipbuilding Heavy Industry yard and the Liaonan Shipyard in China. The order with Wärtsilä for the Wärtsilä 20DF engines was signed in March 2019. Among the value-adding advantages cited in choosing the Wärtsilä 20DF engine were its high fuel efficiency, low operating costs and good environmental performance, as well as its lowload operating ability and proven reliability and durability.
8 The fuel-efficient Wärtsilä 20DF engine is a popular choice in LNG vessel application
The Jinling Shipyard in China has ordered 4 x MAN 51/60DF engines in connection with the building of a 230-metre-long RoPax vessel for TT-Line, the German ferry operator. The contract includes the option of a second newbuild. The vessel will feature a complete MAN propulsion package, besides the engines, including propellers, a fuel gas supply system (FGSS), as well as HyProp ECO - MAN's innovative, fuel-saving, hybrid propulsion system. The newbuilding is scheduled for delivery in 2022, when it is expected to enter service within TT-Line's route network in the Baltic Sea. Operating on LNG, the new vessels - based on TT-Line's 'Green Ship' design, developed in collaboration with Copenhagen-based designer, OSK-Shiptech - will have 50% fewer
emissions than TT-Line's previous generation of vessels. MAN Energy Solutions' fuel-gas specialist - MAN Cryo - will supply the new vessel's fuel-gas-supply system. The vessel will include two 500m3-plus vacuum insulated Type C tanks for LNG storage, along with
a MAN Cryo fuel gas supply system. The vessel's propulsion plant features 2 x 8L51/60DF and 2 x 6L51/60DF MAN engines offering a total output of 29,400 kW. Drive is to MAN Alpha twin-screw controllable
pitch propellers. The package includes Aspin Kemp & Associates (AKA) drives, electric generators and motors for the power take-off (PTO) and bow thrusters. In respect to the last point, five different operational modes for the shaft alternator (PTO) will enable a fuel-saving power generation in combination with a smart and flexible supply of the bow thrusters. Lex Nijsen, Head of Four-Stroke Marine Sales - MAN Energy Solutions, said: “Running on LNG, our propulsion package will enable this vessel to operate on such low emissions that it will become the most environmentally friendly RoPax ferry in the Baltic. Our business, to a great extent, is based on offering systems such as this that help our customers to increase the efficiency of their plants and reduce emissions, while leading the way to a carbon-neutral future.”
Maersk orders LR2s
Sembcorp SSCV trials
KR Solidus approval
IHI Group integration
Maersk Tankers has ordered four LR2 newbuilds from Dalian shipyard. The vessels will weigh in at 110,000 DWT and will be fitted with 6G60ME-C9. MAN Energy Solutions is also supplying three 900 RPM 6L23/30H Mk. II auxiliary engines. By installing separate cargo pumps, the new LR2 tankers can transport up to six different cargo grades, giving customers more flexibility. The vessels are expected to be delivered between 2020 and 2022.
Sembcorp Marine completed the world’s largest semi-submersible crane vessel (SSCV), Heerema’s Sleipnir. The dual fuel vessel will undergo sea trials shortly, the shipyard announced. Heerema has already secured contracts to deploy the vessel in various offshore energy developments. The vessel’s liquefied natural gas (LNG) system is also highly innovative, featuring the world’s first vertical installation of a Type C LNG tank, which was fitted in an enclosed column.
Korean Register (KR) has granted design approval to DSME’s Solidus LNG cargo containment system. Solidus employs two metal barriers surrounding an insulation material developed in cooperation with Germany’s BASF Group. The system expects to achieve a further reduction for LNG boil-off rates (BOR), and also offers a shorter 'drying time' than competitor systems, offering productivity and cost benefits during the newbuild process.
Japan’s IHI Group is set to integrate its engine, propulsion and power plant activities into a single organisation. Niigata Power Systems will absorb the organisation’s large engine manufacturer Diesel United. From July, Niigata Power Systems will be renamed IHI Power Systems, will change its trade name to IHI Power Systems, 100%-owned by IHI Corporation. The Niigata brand name will be retained for its established range of products.
6 | JUNE 2019
Credit: MAN Energy Solutions
MAN DF PROPULSION FOR LNG ROPAX NEWBUILD
8 The MAN 51/60DF engine
For the latest news and analysis go to www.motorship.com/news101
NEWS REVIEW
A new standard charter party contract for the gas tanker industry is being developed by BIMCO in collaboration with the Association of Ship Brokers & Agents (U.S.A.), Inc. (ASBA). The new contract is intended to represent a balanced document and is intended for use of chartering tankers for LPG, anhydrous ammonia and chemical gases. BIMCO’s Documentary Committee endorsed that work should be undertaken jointly with ASBA to develop the standard gas voyage charter party at its meeting on 14 May in Athens. The charter party will be codenamed ASBAGASVOY. Earlier this year, ASBA’s Board gave its full support to the joint development with BIMCO of ASBAGASVOY.
Hurtigruten inks LBG deal Expedition cruise line, Hurtigruten, has signed a deal with Norway-based Biokraft to supply climate-neutral liquefied biogas (LBG) until 2027. Hurtigruten will replace conventional engines with gas-powered engines and large battery packs on at least six of their ships by 2021. The first delivery of Biokraftproduced biogas to Hurtigruten is expected to take place in 2020.
Svanehøj VLEC pumps Samsung Heavy Industries has ordered a total of 42 pumps for 3 new Very Large Ethane Carriers from Svanehøj, the Danish pump specialist. The order includes 24 offloading pumps, 12 spray pumps and 6 fuel pumps for delivery to SHI in H1 2020 for VLECS under construction for Zhejiang Satellite Petrochemical.
8 | JUNE 2019
WINGD WINS WITH SMART MAINTENANCE PROJECT
Photo: WinGD
BIMCO eyes LPG contract
A collaboration between WinGD and ship management company, Enterprises Shipping & Trading, has successfully demonstrated the power of WinGD's Integrated Digital Expert (WiDE) predictive maintenance technology. The pilot project began at the end of 2018 and saw the WiDE system installed on crude oil tanker Energy Triumph, a 157,000dwt vessel powered by a WinGD 6X72 engine. WiDE is a comprehensive, integrated system of digital solutions that enhances the operational efficiency and crew decision-making accuracy related to engine and ship operations. The system provides real-time, on-demand monitoring of engine status and condition through the collection and analysis of engine and machinery data. Engine data is analysed through three different levels of analysis: thermodynamic, know-how-based and machine learning. Thermodynamic analysis monitors engine performance based on a detailed process model of the engine; a 'digital twin',
custom-produced for each vessel engine. This acts as the reference engine performance for any possible engine operation setting, the ambient conditions, and the type of fuel. The model is tuned for each individual engine and data is further validated using the results of sea
8 WinGD and Enterprises Shipping & Trading have successfully demonstrated WinGD’s WiDE smart maintenance tool
trials. The model constantly calculates the ideal performance and defines an optimal condition which varies depending on the conditions measured on the ship.
INCAT LANDS ANOTHER RECORD-BREAKER South American operator Buquebus has endorsed a further advance in high-speed ferry technology by ordering what is claimed to be the world’s largest aluminium ship, writes David Tinsley. The order for the 130m catamaran has been placed with Australian shipbuilder Incat, which delivered the LNG dual-fuel, gas turbineequipped Francisco to the same company six years ago, pushing the frontiers in ferry powering. The latest newbuild will serve the Buquebus route network across the River Plate (Rio de la Plata) between Argentina and Uruguay, providing capacity for 2,100 passengers and 220 cars.
The propulsive power installation will comprise four dual-fuel engines, using LNG as the primary fuel, engendering a predicted, maximum speed of over 40 knots. Industry sources have indicated a contract value of some A$188m (US$130m). Work has been implemented on design and engineering, and actual construction will commence at Incat's Hobart yard in Tasmania as soon as the detail design drawings are completed and approved by the customer. The ferry will have a breadth of 32m and the gross measurement is expected to be 13,000gt. The importance attached by Buquebus to onboard revenue generation is implicit in the specification of a
Image courtesy of Incat
BRIEFS
duty-free shop with over 3,000m2 of retail floor space, akin to the size of a large airport duty-free area. The 2013-built Francisco, deployed on the mainline route linking Buenos Aires and Montevideo, is smaller at 7,000gt on main dimensions of 99m x 27m, taking about 950 passengers and 135-150 cars, and is powered by two 22,200kW dual-fuel gas turbines. The vessel enables the 106 nautical-mile Buenos Aires/Montevideo crossing to be made in a little over two hours, successfully attracting passengers from competing short-haul airlines. With the latest project, Incat reported last week that it had confirmed contracts covering the next four years, including a number of catamaran ferries over 100m, “with high expectations of other large vessel orders”. The 600-strong workforce is to be expanded accordingly, giving a further boost to the Tasmanian economy. 8 The next LNG dual-fuel fast ferry for River Plate service with Buquebus
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LEADER BRIEFING
A WIDE-RANGING VIEW FROM THE MOUNTAINTOP Captain Richard von Berlepsch, Managing Director of Hapag-Lloyd’s Fleet Management arm offered his thoughts to The Motorship in a wide-ranging interview at the company's Hamburg HQ The two main focuses for Hapag-Lloyd's Fleet Management as a business are the IMO 2020 sulphur cap, which is very much a short-term issue, and the digitalisation of business, which creates specific challenges and opportunities for the liner business. A lot has been said and written about the IMO 2020 sulphur cap. The majority of vessels in the shipping industry are likely to operate on low sulphur fuel oil from 2020. Exhaust gas cleaning systems as well as LNG-container ships will only make up a minority of the fleet. And as a business we favour a level playing field, which is why are a member of the TRIDENT Alliance, we are part of a network of ship owners and operators who share a common interest in robust and effective enforcement of maritime sulphur regulations. But we are clear as a business that existing environmental targets are not going to be an end to the process of environmental regulation. Further regulations to reduce emissions are being discussed and are likely to be implemented. We think there is a strong case for engaging with policymakers earlier rather than waiting to see what they are going to come up with. After all, we are all as an industry already spending a lot of time and effort thinking about how to minimise our environmental footprint. PROMOTING COLLABORATION In terms of promoting collaboration within the industry, I have already mentioned the TRIDENT Alliance. More recently, the establishment of the Digital Container Shipping Association (DCSA), of which Hapag-Lloyd has been a founding member, has been an important step ahead. And one of my colleagues has been appointed the organisation's Chief Operating Officer (COO). However, the disruptive effects of introducing new technology or ways of business need to be recognised. Take data as an example. I think that there are clear advantages for the increased flow of data between vessels and the fleet management offices. But having been at sea myself, I know that there is a world of difference between sitting at a desk in the Fleet Management office and standing on the mountaintop. I feel strongly the final responsibility for making decisions must remain with the Ship's Master. Certainly, this is our position at Hapag Lloyd, where we are very clear that final decisions remain with the Master. This is an important point, as legal responsibility also sits with the Master, with wider implications for insurance and liabilities. If we want to change this, we need to ensure that maritime law – which is usually somewhere in the 1870s - evolves in line with changing practice.
If we want to do something about the environment, we must move to alternative fuels, and LNG is part of the solution, because of its lower sulphur content, lower CO2 as well as other emissions.
10 | JUNE 2019
I see similarities between the LNG project I am overseeing for Hapag Lloyd to another technological transition: the shift from sail to steam-powered ships in the 1850s and 1860s. There were people who loved to destroy projects before they had even begun then too. But the Sajir retrofit has a wider significance. This project is important because if this project works out, nobody will be able to say it isn't possible. We are having to learn by doing, with changes to safety and operational management. There are some near terms challenges for LNG – the costs of the fuel remain uncertain, and the supply chain is not quite there yet at the moment – but presently no other solution addresses SOx, NOx and CO2 emissions simultaneously. If we want to do something about the environment, we must move to alternative fuels, and LNG is part of the solution, because of its lower sulphur content, lower CO2 as well as other emissions. We do need the LNG bunker market to evolve. The regulations for safety requirements for LNG bunkering are vessel and port specific and as such represent a regulatory bottleneck for LNG buyers such as ourselves. Because it limits us to a single supplier, it removes choice and competition. Moreover, it limits us in choosing routes for our LNG vessel because if we want to relocate our vessel onto routes according to operational need, it needs to undergo the required national regulations specific to that route first which takes up to six months. Such restrictions have no future: they will change though once the market for LNG develops.
8 Captain Richard von Berlepsch shared his thoughts on the ‘Sajir’ LNG conversion project among other topics.
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SHIPYARD REPORT
DUTCH YARDS RESILIENT IN CORE MARKETS Dutch shipbuilders have developed the broadest business portfolio embracing the smaller types of commercial and naval vessels. Innovation, collaboration in both production and pre-competitive research within and beyond the Dutch maritime cluster, and a 'can do' mindset, have collectively had a signal bearing on the industry's resilience. Notwithstanding the drive into higher-yield and higher added-value sectors, the Netherlands has retained its preeminent European position in the construction and design of both multipurpose vessels and other types of tonnage, much of which is intended for European shortsea and intermediate trades. The Dutch newbuild output has been consistently enhanced in terms of capital cost-competitiveness, operating efficiency and technological standard. A new milestone in Dutch multipurpose cargo vessel design and construction was signalled by the entry of the Egbert Wagenborg into the fleet controlled by Delzijl-based Wagenborg Shipping, a prominent player in both the deepsea multipurpose cargo vessel market and the European shortsea business. Egbert Wagenborg provided the 2017 debut for the EasyMax concept jointly developed by the shipowner and shipbuilding contractor Royal Niestern Sander, in consultation with specific clients. Wagenborg has recently provided further endorsement of the innovative class, by ordering a second ship for delivery in 2020. The design combines a load capacity of 14,300 tonnes and underdeck cargo volume of 625,000ft3 with an exceptionally low fuel consumption of nine tonnes per day at 11 knots. EasyMax encapsulates an 'easy to build, easy to operate, easy to load' philosophy, and offers extended cargo carrying versatility through an 'open-top' notation. Egbert Wagenborg is the largest ship built to date on the landward side of the dykes in the north Netherlands. The 149.95m vessel is the maximum for the northern canalside shipyard at Groningen, and her 15.9m beam is the maximum for access through the sea lock at Delfzijl. Arklow Shipping, Ireland's foremost shipping company, and one of Europe's leading practitioners in the shortsea dry cargo sector, continues to pursue a vigorous fleet modernisation and expansion strategy, and Dutch shipbuilders remain pivotal to this programme. Family-owned Scheepswerf Ferus Smit added 11 Arklow newbuilds to the orderbook at its Westerbroek yard on the Winschoterdiep inland waterway during 2018. At the same time, the company implemented production of a 16,500dwt class for Arklow at its Leer riverside premises just over the border in Germany. Also located on the Winschoterdiep at Hoogezand, Royal Bodewes has been another important source of Arklow tonnage, most recently completing the final three vessels in a 10-ship series of 5,170dwt singledeckers. The latest Arklow contracts with Ferus Smit comprise five vessels of 5,150dwt, and six of 9,000dwt. The smaller newbuilds take the workload into 2022/2023 and are continuations of the five-ship Arklow Cadet series handed over in 2016-2017. The 9,000-tonners, spanning delivery slots between the
Credit: Royal Bodewes
Both general-purpose and specialised dry cargo vessels continue to figure substantially in Dutch shipbuilding output, underlining an ability to remain cost-competitive, writes David Tinsley
coming autumn and the beginning of 2021, are slightly more capacious than four vessels built to the same account during 2014 and 2015. Meanwhile, the second of four 16,500dwt shortsea bulk cargo carriers, Arklow Wind, was completed in April this year at Leer. The 149.5m design, offering a 700,000ft3 cargo volume in two holds, is an enlarged and more powerful version of the 8,600dwt type delivered by Ferus Smit to Arklow in 2014 and 2015. Arklow Wave, Arklow Wind and the third and fourth newbuilds are primarily intended for the North Sea and Baltic trading regions, and have each been specified to 1A ice class. To achieve compliance in sulphur Emission Control Area(ECA) zones, the MaK 8M32C main engine is operated on marine diesel oil (MDO). Royal Bodewes has been chosen to execute a further phase of modernisation of the fleet deployed by UK shortsea operator Scotline. The latest deal calls for a sister to the 4,800dwt Scot Carrier, completed last November, as a representative of the Bodewes Trader series of general purpose, box-hold cargo vessels. The second coaster will be named Scot Explorer, and is expected to be launched during the third quarter of 2019. The selected design, to Swedish ice class 1B standard in accordance with the owner's regular, year-round services to and from the Baltic, is a derivative of the 12 year-old, 4,500dwt Scot Leader. The propensity of the industry in the Netherlands' northernmost provinces for small, specialised trading vessels is also exemplified by recent years' continuity in the production of dedicated, self-discharging cement carriers, the latest of which is approaching completion at Ferus Smit's Westerbroek yard near Groningen. The 8,000dwt Shetland is the third in a series of newbuilds ordered for operation with JT Cement, the joint venture between Erik Thun of Sweden and the Norwegian company KG Jebsen Cement. The Shetland is slightly larger than the two preceding vessels, the Greenland and Ireland delivered in 2015 and 2016, respectively, and embodies the same LNG-capable main engine installation and ship design concept, featuring a fully
For the latest news and analysis go to www.motorship.com/news101
8 Bodewes Traderclass cargo ship Tasman, delivered in April this year from the shipbuilder's Hoogezand yard
JUNE 2019 | 11
premises in Germany, and Dutch suppliers were entrusted with key elements and systems. The highly distinctive and forecastle configuration represented by the Groot Cross-Bow is of Dutch conception. It achieves a wave-piercing action, requiring less engine power for a given speed and making for improved seakeeping and onboard habitability in head seas and rough weather. Damen Shipyards Group has continued to expand its international network, a major new stage in the organisation's development having been attained through the 2018 takeover of the former Daewoo-owned Mangalia yard in Romania. While Damen is characterised today by the ever-growing production of specialised and custom-built ships applying modular build techniques, it can still also be identified with the prolific output of standardised smaller vessels and craft. Its creation over the years of a functionally integrated global system of vessel construction and outfitting is effectively the Dutch model on a large scale. The group's offering of standard designs of shortsea traders and multipurpose cargo vessels has been augmented by the Combi Coaster 2750-type, conceived for operation into small ports and inland waterways. Available with either a fixed or moveable wheelhouse, the latter facilitating navigation through low bridges, the single-hold class has main dimensions of 88.7m x 11.3m. It is an evolution of the Combi Coaster 2500, the most recent examples of which date from late 2013. Building for stock so as to be able to offer early deliveries has long been practised by Damen in fields favouring a more standardised product. Damen Shipyards Gorinchem's forward programme is understood to include four examples of the Combi Freighter 3850 type, which has been a popular choice for shortsea exponents in past years, and which last attracted sales in 2013. At 12.5m, the design is beamier than the Combi Coaster 2500, but of similar length. After a protracted period of tough conditions in both the shortsea and multipurpose sectors, committed owners are investing in more efficient designs to suit the coming decades, and the Dutch industry is at the centre of these developments.
8 Side-launching of cement carrier Aalborg White into the Winschoterdiep from subcontractor SaS Shipyard
8 The EasyMax concept first applied in the Egbert Wagenborg has attracted a second order at Royal Niestern Sander
Credit: Flying Focus
enclosed cargo handling system. The automated loading and unloading arrangements are based on fluidisation of the cement through the use of compressed air. Fluidisation in conjunction with slanted tank tops in the holds enables the bulk cement to flow to a central suction point for transfer ashore through the ship's cargo piping at 500m3 per hour, ensuring dust-free operation in all weather conditions. Greenland was the world's first-ever dry bulk cargo vessel powered by LNG dual-fuel machinery, and has provided the template for the soon-to-be-commissioned Shetland, similarly fitted with a Wartsila 34DF-series engine served by a pressurised LNG tank located in the foreship and by marine gas oil fuel tank spaces aft. The virtual absence of sulphur and low NOx emissions achieved in gas mode meets the toughest controls enforced in the fleet's primary Baltic and northwest European trading sphere. Royal Bodewes has also shown its mettle in cement carrier contracting, having followed-up last year's handover of the 7,800dwt Cymbidium to Limassol-based SMT Shipping with an order from the same group for three 4,200 dwt newbuilds. Cymbidium forms part of SMT's pneumatic cement bulker business Eureka Shipping, which has contracted the latest trio of vessels. The three-ship deal, understood to entail a total capital cost of around EUR29 million (US$32.5m), has attracted financing from the European Investment Bank(EIB), under its Green Shipping Guarantee Programme. The EIB is contributing EUR10.1 million (US$11.3m) towards an ABN AMRO-arranged facility, as a vindication of what is viewed as Eureka's ongoing commitment to environmental stewardship, and in support of the environmental benefits of sea transportation. “The project contributes to a modal shift where, instead of using road haulage, goods are transported by sea, which is considered to be the most sustainable transport mode for this type of cargo,� said the EIB. The first of the trio, Aalborg White, was side-launched in March this year into the Winschoterdiep at Foxhol by subcontractor Ship and Steelbuilding (SaS), in keeping with the prompt delivery undertaking given by Royal Bodewes for the complete series. The last ship is due at the beginning of 2020. Eureka has had its horizons expanded since mid 2018 as a consequence of Montreal-headquartered CSL Group securing a 50% holding in the company. The earlier and larger Bodewes-supplied entrant to the Eureka fleet, the Cymbidium, was not only testament to Dutch shipbuilders' competitiveness in niche sectors, but also to the Dutch industry's ability to tap into the wider maritime production cluster and lower-cost foreign subcontractors so as to deliver the requisite specification and quality at a competitive price. Primary construction was undertaken in Poland, final outfitting took place at Royal Bodewes' Papenburg
Credit: Royal Bodewes
SHIPYARD REPORT
12 | JUNE 2019
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TWO-STROKE ENGINES
WINGD EXTENDS DUAL-FUEL ENGINE PORTFOLIO WinGD, the Winterthur-based engine designer, introduced two 820mm bore designs capable of operating on low emission fuels, the dual-fuel ready X82-D, and the dual fuel X82-DF, as well as a 400mm bore low-speed dual-fuel engine for smaller vessels, the X40-DF. Both 820mm bore engine designs feature unchanged stroke/bore and stroke characteristics as the preceding B version ensuring they will continue to fit within vessel designs. The two engines offer the same range of cylinders as the preceding B version, offering enhanced propulsion options in the VLCC, VLOC and Panamax container vessel segments. Both the X82-D and X82-DF vessels have reduced the cylinder distance to 1440mm compared with 1505mm in the X82-B, shortening the overall engine length and weight. All cylinder configurations are possible with a one-piece crankshaft design, which will further reduce the engine length and will feature a tworing piston concept for reduced friction losses. The structure of WinGD's X82-D engine includes higher firing pressures in its combustion chamber than in its previous B iteration. The introduction of higher firing pressure has led to other design changes such as a highstrength aluminium-silicon alloy crankpin bearing and a single wall bedplate. The engine's pistons will be fitted with WinGD's new tworing model, which employs a gas-tight lock on the top compression ring. WinGD is using galvanic wear-resistant coatings on its piston rings to prolong service life, along with thick chromium layers in its piston ring grooves. The cylinder liner design features liner wall optimisation, including plateau honing of the liner, as well as a pulse lubrication system, to avoid cold corrosion occurring in the cylinder. The liner wall also features temperature sensors. The engine's injection control unit (ICU) has been upgraded to a wear-resistant Mark III version, which has been designed to be easier to service. The common rail unit design has been overhauled, reducing space, and improving functionality and lowering cost.
PRINCIPAL PARTICULARS: Engine model Bore, mm Stroke, mm Stroke/bore Cylinder number Cylinder output (kW) @ R1 Engine speed, RPM @R1 Engine speed, RPM @R3 BMEP @ R1 BSFC @ R1 Cylinder distance, mm
14 | JUNE 2019
X82-D 820 3,375 4.12 6-9 5,500 84 58 22.0 162.5 1,440
X82-DF 820 3,375 4.12 6-9 4,320 84 58 17.3 181.1 1,440
X40-DF 400 1,770 4.43 5-8 935 146 104 17.3 189.9 700
Credit: WinGD
WinGD (Winterthur Gas & Diesel) introduced three new two-stroke engines capable of operating on low emission fuels at Nor-Shipping on 4 June
The engine's pistons will be fitted with WinGD's new two-ring model, which employs a gas-tight lock on the top compression ring. WinGD is using galvanic wear-resistant coatings on its piston rings to prolong service life, along with thick chromium layers in its piston ring grooves
8 The WinGD X82-D engine includes higher firing pressures in its combustion chamber than its previous B iteration
The commitment to high reliability and prolonged periods between overhauls (TBO) can also be seen in the introduction of the WiCE (WinGD Integrated Control Electronics) engine control system, which will replace the engine designer's current UNIC system. The system incorporates more resilient cylinder pressure sensors, along with other functionalities supporting prolonged overhaul periods. The low fuel consumption seen within other engines within WinGD's X-engine portfolio is also seen in the X82-D. The brake specific fuel consumption (BSFC) has been reduced slightly, although the exact reduction depends on the rating point and tuning variant selected. WinGD gives the example of a VLCC running a 7X82-D at 90% engine power achieving fuel savings of 2.2 tonnes/day.
For the latest news and analysis go to www.motorship.com/news101
TWO-STROKE ENGINES
TWO-STROKE DF ENGINE FOR SMALLER VESSELS The product launch also included the extension of WinGD's portfolio to a small 400mm bore low-speed dual-fuel engine, the first low-pressure two-stroke dual-fuel engine for smaller vessels. The engine is intended to meet growing demand for economical, environmentally friendly engines, from 10-20,000 DWT vessels, such as small tankers or bulkers, feeder containers or LNG bunker vessels. As the engine is already compliant with all existing emission regulations, including IMO Tier III, the entire support system is
Credit: WinGD
The X82-D engine will be available from 6 to 9 cylinders, covering a power output from 16,560 kW at 58 rpm to 49,500 kW at 84 rpm. One final noteworthy feature of the X82-D is that the engine will be supplied as dual-fuel ready. The X82-D and the X82DF engines have been designed as a common platform as far as possible. As such, no major structural components on X82-D engines will need to be modified should a shipowner decide to subsequently convert an engine to X-DF. The X82-D design includes the space reservation for a potential installation of gas system and pilot fuel injection system among other features. The X82DF shares many of the design concept advances featured in the X82-D, such as the higher firing pressure, the high-strength alloy crankpin as well as WiCE control system and the roll-out of WiCE as standard. One X82DF engine specific advance is the replacement of the standalone GVU with an integrated gas pressure regulation unit (iGPR).
8 The first low-pressure dual-fuel engine for smaller two-stroke vessels, X40DF
reduced due to the absence of the need for any exhaust-gas after-treatment system, The X40DF, low-pressure, dual-fuel engine is available in 5 to 8 cylinder configuration, covering a power range from 2,775 kW to 7,480 kW, at 104 to 146 rpm.
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TWO-STROKE ENGINES
LPSCR SCHEME B CERTIFICATION FOR MAN B&W TWO-STROKE ENGINE A milestone has been reached after the world's first IMO SCR Scheme B emission certification was undertaken on a MAN B&W two-stroke engine retrofitted with Low Pressure SCR (LPSCR)
FIRST OF KIND RETROFIT PROJECT The advantage in applying the Scheme B method is that the emission test of SCR catalyst can be performed on a scaled model in a laboratory, instead of a full-size installation on a test bed. This is particularly appropriate for retrofitting, when an SCR Tier III full system test on a test bed is impractical. The Scheme B method requires that the predicted NOx reduction rate from the model-test is confirmed on board by a so-called on board confirmation test. In this first of its kind retrofit project, the efficiency of the Scheme B method could be demonstrated to the full satisfaction of the class society. The predicted NOx reduction rate of the SCR catalyst was successfully confirmed by on-board measurements.
16 | JUNE 2019
“This development opens up new streams of opportunities for MAN and for ship owners looking to retrofit the latest Tier III technology to their existing vessel fleet,” said Michael Witt, head of Retrofit Development in MAN ES' Research and Development department. Philipp Simmank, Emission Certification Expert in Retrofit Development at MAN ES, noted the successful implementation of the SCR Scheme B certification method benefited from close cooperation with the experts at HSD Engine as well as at DNV GL. The Scheme B method as described in the latest revision of the SCR guidelines, developed at the IMO Marine Environmental Protection Committee (MEPC), has proven its full practicability after this project, Simmank added. Completing the full systems test onboard rather than on a test bed achieved time savings of 2-3 weeks of test bed time. But the overall savings of effort in undertaking emission tests of SCR catalyst and engine separately are much greater. “Allowing the two units to see each other for the first time on the vessel saves valuable project time,” concluded Witt. Witt noted that further development efforts will be applied to apply that Scheme B certification method to a High-Pressure SCR (HPSCR). “We expect Scheme B certification for emission reduction technology retrofitting will be used as the best practice example for many more follow-up projects.”
8 The project benefited from close collaboration between experts from DNV GL, MAN Energy Solutions and HSD Engine
Credit: HSD Engine
The world's first SCR Scheme B procedure for a two-stroke engine for main propulsion was undertaken by MAN Energy Solutions together with Korean SCR supplier HSD Engine and classification society DNV GL. The Scheme B certification was conducted for a tanker fitted with a MAN B&W S35MC two-stroke diesel engine in combination with HSD Engine's low pressure SCR system 'DelNOx'. The SCR Scheme B emission certification method is an equivalent method to the conventional certification procedure according to Scheme A, where the engine fitted with SCR is measured as a combined unit on a test bed. Under Scheme B, the emission test of SCR catalyst and engine is performed separately. This leads often to the fact that the two units will see each other first time on the vessel. The Scheme B method requires therefore that the predicted NOx reduction rate from the model-test is confirmed on board by a so-called on board confirmation test. DNV GL was involved in this project from the early stages, as the SCR scaling model was developed and preparations for the scaled SCR chamber test at the laboratory of HSD Engine were made. During the model test at the laboratory at HSD Engine, DNV GL performed a detailed survey of the setup and model testing.
8 The world’s first Scheme B certification for a two-stroke diesel engine was conducted for a tanker fitted with a MAN B&W S35MC in combination with HSD Engine’s low pressure SCR system ‘DelNOx’
For the latest news and analysis go to www.motorship.com/news101
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DATA & DIGITALISATION
REMOTE CONSIDERATIONS: CHANGE IS IN THE AIR Shoreside connectivity provides an answer to many questions... but it's just the beginning for a swathe of others, writes Stevie Knight
BUT THERE ARE ISSUES. While the effects of someone fishing around inside the software of a standard PC could compromise a business, it becomes a very different matter when it applies to onboard, operational technology - OT. However, the two are now mingling, and the potential for IT to undermine OT means we are exposing ourselves - and our environment - to a whole new layer of risk. Take one near miss from the oil and gas industry. The blow out preventer (BOP) is a big, doughnut-shaped device sitting around a wellhead that, in an emergency, can cut the drill string and close the bore. It's a notably critical system: a BOP failure helped trigger the Deepwater Horizon disaster. In 2018 a service engineer remotely updated a pair of BOP control pods but mistakenly accessed a BOP deployed at a live well head on the sea floor, rather than another BOP safely stored on deck. Most importantly, the manufacturer had simply created the same password for all installations. Chastened, the crews have now unplugged the internet cable and locked-out the connection box: consent - and keys - are required from both the installation manager (OIM) and the maintenance supervisor. Jan Haul of DNV GL remarks that this is a typical example of “defence in depth”. But, he clarifies, these multiple barriers should be different in nature. So, for example, along with the firewall, permit-to-work and user authentication, one installation has a panel of mechanical isolating switches on a cabinet labelled with each manufacturer's system: “You can easily see if a switch is on or off,” he explains, adding that “if a cyber attack is suspected, it's easy to throw all the switches to disconnect.” He points out physical barriers make for “a really simple but extremely effective protection layer”; for one, they can't be circumvented even by the most advanced hackers, but further, they make a visual statement: “Software is kind of hidden, it's not immediately obvious to the non-expert whether things are connected or not, that requires expertise,” says Haul. UNSEEN This lack of visibility, paired with the rising number of digital systems, is giving the maritime industry pause for thought. New
18 | JUNE 2019
Credit: tOrange
As Palemia Field of ABB explains, the industry has faced a choice: “Vessels have been getting more complex - so the question has been, do we want crews with maintenance skills, or do we switch to personnel that have operational skill sets, bringing in a collaborative approach for specialised systems? In my view, we've made the right decision to go with supporting the ship, real-time, with a live connection.” As a result, remote services - similar to the 'desktop sharing' common to PCs - are regularly taken on by the big engineering and platform providers. This can shorten delays from days to hours as even if the troubleshooting can't fix it there and then, the remedial action has been identified for the next port call, he says. There's also a safety element: Peter Huntley-Hawkins of Lloyd's Register adds it's “becoming commonplace” for onboard systems to have remote connection facilities to provide incident management assistance. vulnerabilities could be either underappreciated or even go completely unnoticed until there's an issue, says Field's colleague, Andrea Crosetti. In fact, as the recently released Guidelines to Cybersecurity notes, “shoreside and onboard personnel may be unaware [that] some equipment producers maintain remote access to shipboard equipment and its network system”. It describes both inadequate controls for access and continued connection of safety critical equipment with the shoreside as “common cyber vulnerabilities”. As Crosetti explains, “always-on” technology can present a large attack surface, but there are things that a ship should do to mitigate the danger even if it can't altogether remove it. “Most of it is fairly basic: you have to make sure the firewall and antivirus definitions are up-to-date,” he says. “Then there is user segmentation and administrator rights so access normally stops at read-only.” When asked about these issues, Dirk Fry of BIMCO points to the step-by-step processes detailed in CIRM/BIMCO's Software Maintenance of Shipboard Equipment document (about to be translated into an ISO standard). This includes fundamentals such as: 'Plan remote maintenance events with owner and captain,' and make sure you can identify the players. Shipboard equipment should support procedures to roll back to a previous software version and configuration during software maintenance. Where applicable, it should include a mechanism to generate an onthe-spot diagnostic report after maintenance has been performed, which also identifies the software version. There should also be a means to check that interfaces and functionality are operating as expected after an update has been completed. And last but not least, the system integrator 'should specify how to ensure continuity of compatibility of individual shipboard equipment... [and] each software update to be performed on an integrated system should be assessed to determine and describe any impacts or effects on existing software'.
8 The potential for IT to undermine operational technology means we are exposing ourselves - and our environment – to new types of risk
For the latest news and analysis go to www.motorship.com/news101
DATA & DIGITALISATION
However, it all becomes more complicated if systems are sending information to a data collector. Then, says Crosetti, computers running firewalls to segment the various networks “absolutely must be put in place - even if the data gathering point is apparently 'inside' the vessel”. It helps, he adds, to think of it terms of various zones with different levels of accessibility.
Image: Kongsberg Marine
RESISTANCE Despite Crosetti's emphasis of the need for “bug fixes” for both defence software and operational technologies, updates are currently circumscribed: “At present, class and flag rules limit system changes over the web to modifying existing parameters,” says Svein Kleven of Kongsberg Maritime. More profound changes prompted by the occasional, suddenlyrevealed glitch need to be given the go-ahead by class. Moreover, Field says that there is “suspicion” from the masters and engineering chiefs about the reach of this technology. “Major optimisation upgrades over the airwaves are just not seen as acceptable”, he underlines. Instead, he says: “Speak to ship's staff, and update with an OEM the same way as 'regular' maintenance”. However, it looks as if the pressures will eventually force a change: “The technology is ready, and it's a short step to flow not just monitoring data but modifications,” says Kleven. “Basically, whether the engineers are on the ship itself or remotely connected, they are still looking at a screen, so it's not such a big jump.” However, he insists: “What is important is to ensure that diagnostic and supervision activities follow these remote upgrades. For this, you need to have the same access to information remotely as you do onboard, right down to seeing, say, the specific board for the frequency converter.” And, he adds, similarly seamless communication with the crew as if you'd flown someone out to the vessel. There are certain elements put in place by the big platform providers that ease the process and make it more secure: for example, remote support that doesn't require public or static IP addresses, able to work on low bandwidth/high latency links. In Kleven's view, if shipping is to continue to develop along this pathway, it has to be a controlled evolution. While he emphasizes that he “expects the industry to take all necessary measures as far as reasonably practical to avoid critical incidents”, don't take this entirely for granted: there is a chance that it could miss its footing and fail to create the right technological parameters and accompanying regulations. “If we get it wrong,” says Kleven, “there could be a negative impact on safety.” While this collaborative approach is effective, in no way does any of this imply that overall responsibility shifts away from the captain, even during remote access events explains Crosetti. Huntley-Hawkins adds that the activation procedures still keep the ship in “standby mode” so the connection can be severed: he underlines that “control continues to reside on the ship”. Still... that doesn't mean that decision making won't become
more nuanced and interlaced, says Field: “We will soon see a lot more information going back and forth... I believe that we are in a situation where the delineations between shoreside and onboard decisions stand to get quite fuzzy, although there is an element of culture change implicated in all this.” And then there's the 'A' word. “By starting to talk about autonomous ships, we can begin to consider pieces of the associated, remote discussion. Because from my perspective, in five or ten years, autonomous technology may well be used to support ship operations directly,” concludes Field. KEEPING OUT A lot of vessels are still trying to keep out of the game entirely, though that means keeping the ship sealed off from any kind of connectivity. There's a good reason for this approach, with a very large number of vessels understood to still use Windows XP, which went out of support in 2014, and more set to lose support from January 2020 when Windows 7 loses support. “The separation strategy works if the automation computers are 'airgapped', that is, no external connections,” Crosetti explains, but it's hard to keep it that way with the risk posed by USBs and other attack vectors. But the choice between upgrading or removing themselves from the connected network is not simple. upgrade... or remove themselves from the connected network. “You can't just update to a newer system the way you can with an office computer... the system hardware might not run it and your equipment might not recognise it. It's a definite problem,” Haul notes.
Image: Kongsberg Marine
8 Riding the wave: digitisation brings with it new issues
8 Remote monitoring and support underpins the new, collaborative approach, but it means digging deep into safety strategies
A MOVEABLE FEAST Therefore it's probably not overstating it to say the most significant challenge facing the maritime world is that shipboard engineering has turned into a moveable feast. As software controlled systems can change their operational parameters, “so organisations such as classification societies and flag state administrations can no longer assume the system functionality to be cast in stone”, says Huntley-Hawkins. Finally, all this affects how the industry moves forward: it won't just entail looking into previously unexamined corners but a sea change that requires us to become aware of the processes at work. He concludes that beyond investigating the practices adopted by software creators, “reliance has to be placed upon the organisations undertaking the changes in an acceptable manner” and adds that we need to be sure “the process generate[s] sufficient evidence to demonstrate acceptability later”.
For the latest news and analysis go to www.motorship.com/news101
JUNE 2019 | 19
HYBRID PROPULSION
UK YACHT BUILDER CHAMPIONS GERMAN HYBRID SYSTEM
Rolls-Royce Power Systems
A prestigious new reference for battery-equipped hybrid power is the harbinger of future developments, writes David Tinsley
Next year, Rolls-Royce Power Systems plans to roll-out a range of fully-integrated, hybrid propulsion systems for applications in the 1,000-4,000kW power range per drive train. An important reference for the strategy and future product offering under the MTU brand will be an installation on a luxury motor yacht, consequential to a collaboration agreement announced at the start of 2019 with the British manufacturer Sunseeker International. The Poole-based builder has yet to release details of the nascent model of yacht which will be the recipient of MTU's first series production hybrid system. However, the propulsion installation has been confirmed as consisting of two 12-cylinder MTU Series 2000 diesel engines, individually rated at 1,432kW, gearboxes, generators, electric propulsion modules, MTU EnergyPack batteries, and control and monitoring systems. The arrangements as specified for the yacht can be expanded on a modular basis, so as to suit different sizes and types of vessel, powers and individual customer requirements, and thereby create a portfolio of hybrid 'packages'. In aiming to broaden the reach of the technology, other target sectors include ferries, service vessels and patrol boats. For the yacht market as served by Sunseeker, the functionally integrated system, combining diesel engines, electric motors and batteries, promises a range of benefits such as silent cruising, low vibration and emission levels, responsive performance and operating flexibility, plus efficiency and environmental compatibility.
20 | JUNE 2019
The UK boatbuilder has a track record in innovation and sales director Sean Robertson considers that the partnership with MTU will revolutionise how customers power their boats over the coming years: “The way owners are using their boats continues to evolve, with efficiency and noise reduction now as important as features and volume which all contribute to their ultimate purchase decision. This latest hybrid technology will feature in a brand new model launching in 2020 and will allow owners a choice of multiple operating modes, from all-electric with zero emissions through to the use of twin 12-cylinder diesel engines delivering efficient, class-leading performance.” Knut Mueller, head of MTU's marine and government business, also pointed to a shift in market requirements: “We believe that the focus in the future yacht industry will be more and more on smart and innovative system solutions rather than just focusing on the power output level.”
8 A new model of Sunseeker yacht fitted with an MTU hybrid propulsion system is to be unveiled next year
This latest hybrid technology will feature in a brand new model launching in 2020 and will allow owners a choice of multiple operating modes, from all-electric with zero emissions through to the use of twin 12-cylinder diesel engines delivering efficient, class-leading performance For the latest news and analysis go to www.motorship.com/news101
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The Motorship Motorship Award Award The Zero Zero Emissions Emissions Race Race The Motorship Motorship A Award ward willl return return to to the 2019 Propulsion Propulsion & Future Future F Fuels uels Conference, Confer e ence, honouring and rrecognising ecognising innovative innovative low low emissions emis vessels vessels partnerships.
Submit y your our en entry try no now w Pr Projects ojects should ideall ideally y focus fo ocus on: o • fuels • c containment ontainment • infrastructure infrastructure • class rules/ sa fety • engine c safety considerations onsiderations Pr ojects must in volve a o of of the following following Projects involve att least tw two ors: industry ndustry y sect sectors: val wner • ship yard • class socie • ship o owner shipyard society naval ty y • na ar chitect • equipmen t/fuell supplier su • academic architect equipment/fuel institution Shortlisted Shortlist ed entrants entrants willl present present their projects projects att The M Motorship’s Propulsion Future a otorship’s Pr opulsion and F uture Fuels Fuels Con Conference fe erence 2019, where where the overall overall winner willl be decided b by delegate te v vote. ote. y a delega
For more F orr mor e information, info ormation, to to nominate no nominate a project project orr to to discuss a submission, propulsionconference.com/motorship-award ro opulsionconfer ere ence.com/motorship-a awarrd visit: pr Edström, Editor, Motorship: otorship: emaill Nick E dstrrö öm, E ditto or, The M conferences@propulsionconference.com c onfer ere ences@prropulsionc o onfer ere ence.com contact: ontact: ++44 orr c 44 1329 825335
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The forthcoming yacht will offer six different operating modes, including the automated 'smart hybrid' and 'charge hybrid' modes, enabling all power sources to be used as required. In 'electric mode', the yacht propulsion and onboard power can be supplied continuously by the generators, optimising fuel consumption and comfort for long and overnight passages. In 'silent mode', entailing battery-derived energy only, up to 40 minutes of propulsion and 120 minutes of onboard power should be achievable, without producing any emissions. Sunseeker has made extensive recourse to MTU machinery in yachts of between 20m and 47m length over the past 18 years, and the two companies laid the basis in 2010 for the hybrid propulsion system in tests carried out on a prototype yacht. How the soon to be implemented new solution influences craft purchase cost in relation to a conventional powering arrangement, and the implications for relative weight and hull volume utilisation, have yet to be made known. MTU has already equipped a number of vessels with customer-specific hybrid propulsion systems, albeit not of the same type as the installation going into the nascent Sunseeker craft. For instance, a 50m all-aluminium motor yacht built by Heesen Yachts in the Netherlands can draw on either or both diesel-mechanical and diesel-electric sources of power, enabling operation in four different cruising modes, depending on priorities. The installation combines 1,200kW of diesel power from two MTU 12-cylinder Series 2000 engines with 110kW electric motors. While the Series 2000 is central to next year's launch of new hybrid propulsion solutions, further systems based on the more powerful MTU Series 4000 high-speed engines are expected to be launched in 2021. Rolls-Royce is applying a strategy entitled Power Systems 2030 to make the transition from an engine manufacturer to a
Rolls-Royce Power Systems
HYBRID PROPULSION
provider of integrated drive and propulsion systems, with advanced tools for support. Targeted investments have been made in technologies and solutions aimed at cutting pollutant emissions and consumption of both energy and raw materials under an initiative known as the Green and High-Tech programme. A robust response to the rising demand for electrified drive and propulsion systems forms one of the elements of the strategy. To that end, a technical training initiative has been implemented whereby some 100 company engineers will be assisted to gain an electrical engineering qualification. The programme began in April this year and will run through 2020.
8 MTU's integrated hybrid propulsion solution promises a range of benefits in its Sunseeker luxury yacht application
22 | JUNE 2019
Photo: Høglund
Global marine solutions and systems integration firm, Høglund, has announced plans to expand its range of solutions for the battery and hybrid sectors. Electrical contractor Acel and E. F. Invest will come on board as co-owners of Høglund Power Solutions, creating a one-stop shop for energy-efficient and future-oriented electrical power solutions. Bengt-Olav Berntsen, who will head the new company as chief executive, said that developing new solutions to meet the IMO's targets to reduce shipping's carbon footprint needed to happen quickly. “Generic solutions will not give owners the reliability, flexibility and confidence they need if battery and hybrid power is to become mainstream,” he said. “It's vital that systems integration partners are engaged from the first stage of any project to make sure that all elements in a hybrid vessel can work together, talk to each other, and that data from these systems can be easily accessed and transformed into value.” Together with Høglund Marine Automation and Høglund Gas Solutions, the new company
x
Høglund rises to emissions-free challenge
will give owners, operators and crew access to a full spectrum of automation, gas, and hybrid power services they need to ensure reliability and high performance in a transforming market.
8 Høglund is moving into the electrical and hybrid sectors
Mr Berntsen comes to the role having led research and development at Høglund.
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LNG AND ALTERNATIVE FUELS
Lloyd's Register is focusing on the safety of using hydrogen as a fuel. “One of the challenges for projects using hydrogen as a fuel is that we still have some significant gaps in our understanding about how hydrogen behaves,” Olav Hansen, Senior Principal Consultant in Lloyd's Register Risk Management Consulting team based in Norway told The Motorship in a telephone interview in May. Hansen is a leading authority on the use of hydrogen and is involved in a number of hydrogen development projects, both in Norway, which is currently at the leading edge of attempts to commercialise hydrogen as a fuel for the maritime sector, as well as across Europe. “When the marine industry began to use gaseous fuels in the form of liquefied and compressed natural gas, it already had decades of experience of transporting the gas as a cargo, as well as utilising the boil-off gas as fuel and so on,” Hansen said. “We are starting from a much lower level of understanding with hydrogen.” The two main methods of storing and using hydrogen, excluding conversion into different energy vectors, are compression and liquefaction of hydrogen. NORLED's short-sea demonstration project connecting Hjelmeland and Nesvik in southwest Norway will be fuelled by liquefied hydrogen, but a second car ferry in the same area supported by the EU-funded FLAGSHIPS project will be fuelled by compressed hydrogen.
Leaks of hydrogen gas is a recurrent challenge owing to the size of hydrogen molecules. The effects of hydrogen embrittlement are very well understood in other industries, however shipyards may be less familiar with the phenomenon The first vessel will consume around 150kg/hydrogen per day with bunkering every two or three weeks, while the second ferry will require up to 500kg/hydrogen per day and may require almost daily bunkering. Projects looking into the use of hydrogen as a fuel are tending to favour compression because of better availability of fuel and less challenging technology. There are however issues with bunkering velocity and energy storage density which make liquefied hydrogen attractive, in particular for larger vessels and weight and space sensitive fast ferries. Swap tanks are considered for both liquefied and compressed solutions.
24 | JUNE 2019
Credit: Lloyd’s Register
TAKING THE LEAD ON HYDROGEN SAFETY
8 Olav Hansen, Senior Principal Consultant in Lloyd's Register Risk Management Consulting, is a leading authority on the use of hydrogen and is involved in a number of hydrogen development projects
Larger storage tanks, potentially exploring the use of membrane tank technology, might help increase the range of vessels, as the low volumetric energy density of hydrogen imposes operational limits. NORWEGIAN TENDERS Norway is planning to decarbonise its 200 strong car ferry network, with up to 80 battery powered vessels likely to serve short-sea routes within the next couple of years. A smaller number of longer routes are currently unsuitable for battery solutions, and hydrogen vessels are under consideration for some of these. A similar attempt to decarbonise high speed passenger ferries in Norway is also ongoing. Due to energy demand and travel distance pure battery solutions is not an option for most of these routes. The authorities are currently encouraging the development of hydrogen fuel cell vessel concepts to meet this gap in the market. “The likely tenders for hydrogen-fuelled high speed ferries in Norway, which I expect to see coming later in 2019, represents an interesting niche for hydrogen vessels,” Hansen noted. Lloyd’s Register is in the process of developing guidance flagging up hazards and helping to inform the industry about the challenges of working with hydrogen. The classification society is also stepping up internal training to increase the understanding of its workforce regarding the particular characteristics of hydrogen, in both its compressed and liquefied forms. Lloyd's Register is involved in a range of hydrogen-related projects, including the PresLHy R&D project, the HyDime and HySEAs
projects in Orkney, as well as safety studies for a range of hydrogen onshore projects. “At this point in time it is perhaps somewhat premature to produce prescriptive rules and regulations when the marine industry as a whole doesn't yet have the necessary understanding, particularly with regards to the safety of liquefied hydrogen. Since so many different vessel types may consider hydrogen propulsion it is also very challenging to make one set of rules that fits all. Additionally, introducing prescriptive rules too early may restrict the innovation necessary to develop cost efficient hydrogen solutions with the result that the future of hydrogen in shipping may fail as the solutions developed are not sustainable. The current goal-based alternative design regime is therefore more optimal in these early days but this will change as the knowledge and experience increases,” Hansen said. One of the research projects, PresLHy, involves experimental releases of liquefied hydrogen from a 1 inch bore pipe at HSL in Buxton, studying dispersion and explosion effects. While main focus may be releases ashore rather than maritime challenges, and release rates significantly lower than typical bunkering rates of 0.7-1.0kg/sec, test results will still be valuable to understand the behaviour of liquid hydrogen releases in general. Research into releases will not just cover the risk of explosion/detonation and the range of the flammable plume, but also issues such as the negative buoyancy of a liquefied hydrogen spray, and its second-order effects on the surrounding air (precipitating frozen oxygen and nitrogen potentially to settle in snow-like accumulations). Meanwhile, such negative buoyancy impacts on the potential location of containment tanks. Tanks mounted on deck, as in the latest Norwegian project, reduces the risk of accumulation in an engine room or another low point inside the vessel. Leaks of hydrogen gas is a recurrent challenge owing to the size of hydrogen molecules. The effects of hydrogen embrittlement are very well understood in other industries, however shipyards may be less familiar with the phenomenon. The temperature resistance ranges of the specialty steels for containment tanks will need to be wider than those required for LNG vessels, but Hansen saw little need to dimension the tank surroundings for cryogenic exposure. Such detailed research is likely to be closely followed by the IMO which is expected to begin the process of updating the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code) to include rules covering hydrogen in due course.
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LNG AND ALTERNATIVE FUELS
EVOLUTION AND INNOVATION IN LNG TANK DESIGN
Image courtesy of GTT
The choice of systems available to shipowners and shipbuilders expands as Gaz Transport & Technigaz (GTT) extends its offering, writes David Tinsley
At the close of 2018, GTT's orderbook comprised system designs for 97 units occupying delivery slots from the start of 2019 through to the end of 2021, entailing 83 LNG carrier newbuilds and 11 'floaters', plus three onshore storage applications. Its most recently developed membrane solutions represented the lion's share of the work, whereby the Mark III Flex system accounted for 45% of the contracts, the latest Mark III Flex+ design scored a further 5%, the No96 GW system amounted to 34%, while another 4% was attributable to the No96 L03+ version. Having logged orders for containment technology in 14 more LNG carriers during the first quarter of 2019, GTT reported that its main business activity stood at an all-time high on March 31, with contracts outstanding for 101 systems. In addition, membrane LNG fuel tanks had been specified for 12 vessels. As well as promoting efficiency to reduce vessel operating costs, research efforts are focused on continually driving down the cargo boil-off rate(BOR), an area of study that accounts for about half of GTT's entire R&D commitment, and which involves a particular concentration on materials. So as to ensure that it responds as effectively as possible to the expectations of its shipyard customers, which face enormous competitive pressures, the company also devotes R&D resources to investigations into the use of less costly materials and the simplification of assembly methods. Furthermore, the current R&D programme embraces the development and adaptation of existing technologies to cater to demand from new segments, notably LNG bunkering and LNG distribution by small-scale and mid-size carriers.
26 | JUNE 2019
“The thermal performance of LNG cargo containment systems is one of the chief concerns in the LNG sector, as it has a direct impact on transport costs and CO2 emissions,” observed GTT's technical director Karim Chapot. “Technological advances have made it possible to continuously improve this performance over recent years, halving LNGC emissions in the space of a decade. Furthermore, there is a strong correlation between thermal performance, vessel power usage, emissions and the efficiency of the containment system.” The main parameters that dictate the behaviour of the LNG are the composition of the cargo, its gas pressure and liquid gas ratio, cargo temperature and accelerations. The latter two factors are themselves dependent on the insulation arrangements and effectiveness, and on vessel motions. GTT has set a new benchmark for the industry by guaranteeing a BOR of 0.07% of cargo volume per day for its Mark III Flex+ solution. A similarly effective insulation rating is
8 GTT has attained a 0.07% cargo boil-off rate (BOR) with its latest Mark III Flex+ membrane system
As well as promoting efficiency to reduce vessel operating costs, research efforts are focused on continually driving down the cargo boil-off rate(BOR), an area of study that accounts for about half of GTT's entire R&D commitment, and which involves a particular concentration on materials
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promised by the new No96 Flex design version, for which classification approval-in-principle was obtained last year. Such is the intensity of the company’s R&D endeavours and resulting innovation, that GTT was ranked fourth among mediumsized French companies, across the industrial spectrum, as regards the volume of patents filed in 2018. The French National Institute of Industrial Property(INPI) recorded that GTT had made 19 patent applications over the course of the year. A further strand in the company's technical development strategy is now being woven through the planned creation of a Digital Hub of Excellence. To be located in Singapore and run by group subsidiaries Ascenz Solutions and GTT South East Asia, the rationale for the hub is to help accelerate GTT's digital transformation, complementing the engineering R&D work undertaken at the company's Saint-Remy-les-Chevreuse laboratories in France. “In addition to LNG as fuel, a market in which GTT intends to grow, the digital services will enable us to explore new paths and deliver differentiating value to new segments within the shipping industry,” stated chairman and CEO Philippe Berterottière.
The Moss spherical tank system provides the foundation for the sustained production of LNG carriers by Mitsubishi Heavy Industries, through consecutive series deliveries of Sayaendo and Sayaringo STaGE designs of post-Panamax LNGCs, up to 180,000m3 capacity as embodied in the May 2019-christened Bushu Maru The Moss spherical tank system provides the foundation for the sustained production of LNG carriers by Mitsubishi Heavy Industries, through consecutive series deliveries of Sayaendo and Sayaringo STaGE designs of post-Panamax LNGCs, up to 180,000m3 capacity as embodied in the May 2019-christened Bushu Maru. Whereas the Sayaendo type has a continuous cover over four pea-shaped Moss tanks, the cargo tanks in the Sayaringo STaGE iteration are apple-shaped. The upper half of each sphere has more of a bulge than the lower half, affording extra revenue-earning volume than in the Sayaendo without increasing ship width. The more efficient STaGE propulsion system combines a Mitsubishi ultra steam turbine, LNG dualfuel engine and electric motor. Well-proven, home-grown Japanese containment technology has made a market comeback through the entry into service of 166,500m3 LNG carrier newbuilds specified with the IHI-SPB selfsupporting, prismatic-shape IMO Type B system. Ordered from Japan Marine United(JMU) for long-term charter to Tokyo LNG Tanker Co, series-leader Energy Liberty made her debut towards the end of last year, since followed by Energy Glory and Energy Innovator, and with the fourth and final unit expected in August. The prismatic form of the IHI-SPB tanks makes for a spaceefficient solution, enabling 'diamond-cut' optimisation to given hull dimensions. Anti-sloshing properties have been amply demonstrated by the operating record of two 1993-built, 89,900m3-capacity recipients of the system deployed in North Pacific service between Alaska and Japan. The latest generation hosts the largest-ever SPB tanks, and is claimed to offer a BOR of only 0.08% per day, ranking among the lowest attained to date. The tanks in the Energy Liberty class have an octagonal, transverse section profile rather than the rectangular shape of the previous IHI SPB installations.
Copyright: Tokyo LNG Tanker Co
LNG AND ALTERNATIVE FUELS
The range of technologies in service with the LNG carrier fleet has recently been augmented through the commissioning of a ship in the not so numerous 'mid-size' category, the 45,000m3-capacity Saga Dawn. Delivered by China Merchants Heavy Industry(CMHI) in May, Saga LNG Shipping's debut vessel heralds LNT Marine's LNT A-Box design. The containment uses an IMO independent A tank as the primary barrier, and a conventional cargo tank support system and liquid-tight thermal insulation as a full secondary barrier. The self-supporting prismatic tanks allow for a comparatively simple construction and flexible design, while maximising utilisation of the hull envelope. With a relatively shallow full-load draught of 9m, the vessel type is targeted at opening up demand for new trade flows and business models, especially in Asia. Saga LNG Shipping has drawn up proposals for a similarly draught-limited larger design, of 80,000m3, for the import traffic to regional terminals in China, plus 12,000m3 Yichang-max and 28,500m3 Wuhanmax types suited to navigation on the Yangtse River. As the pre-eminent world force in LNG carrier and 'floater' construction, South Korea has been endeavouring for some time to develop its own solutions in cargo containment and thereby reduce its current, almost total dependency on foreign technology, which entails a very substantial expenditure in the form of licence fees.
8 Energy Liberty signalled the re-emergence of the IHI-SPB membrane tank design
A collaborative industry effort, led by natural gas importer, distributor and public utility KOGAS in conjunction with the country's three leading shipbuilders, has borne fruit in the first applications of the KC-1 membrane system. Two KOGAS-chartered newbuilds of 174,000m3 incorporating KC-1 were handed over in early 2018 for engagement in the shale gas import traffic from the USA A collaborative industry effort, led by natural gas importer, distributor and public utility KOGAS in conjunction with the country's three leading shipbuilders, has borne fruit in the first applications of the KC-1 membrane system. Two KOGASchartered newbuilds of 174,000m3 incorporating KC-1 were handed over in early 2018 for engagement in the shale gas import traffic from the USA. Although it is understood that these
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JUNE 2019 | 27
Photo: MHI
LNG AND ALTERNATIVE FUELS
vessels have subsequently faced certain technical issues, the technology has also been specified for two 7,500m3 newbuilds at Samsung's Geoje yard, intended to provide an LNG shuttle service on the Korean coast. In the meantime, Daewoo Shipbuilding and Marine Engineering (DSME) has recently received general approval from Lloyd's Register for its enhanced Solidus cargo containment system. Solidus employs two metal barriers surrounding an insulation material developed in cooperation with Germany's BASF Group. Claims for the system suggest that it will achieve a further reduction for the industry in BOR. Successful introduction will in any event provide another option for the market and increase bargaining power. A potential newbuild scheme involving Solidus is reportedly under discussion. DSME has also this year taken a further initiative focused on developing core LNG carrier technology bysigning an agreement with a South Korean university to establish an
8 Refined Moss-type LNG tanker: Bushu Maru, the latest in the Sayaringo STaGE series from Mitsubishi
institute that will conduct research up until the end of 2023 into containment and process systems. The inextricably interrelated growth in the use of LNG as marine fuel and expansion of the LNG supply infrastructure has created new business opportunities for the containment specialists. A milestone in the uptake of the fuel was marked by CMA CGM's decision to specific dual-fuel propulsion machinery for a series of 22,000TEU containerships, leading to a project by Mitsui OSK Lines (MOL) and Total to build the world's largest LNG bunker vessel, of 18,600m3 capacity. Ordered from CSSC Hudong Zhonghua, the latter will be installed with two GTT Mark III Flex membrane tanks, each of 9,300m3. The bunker vessel's carrying volume will thereby align with that of the single Mark III LNG fuel tank of 18,600m3 in each of the French boxships, and she will not be subject to cargo tank filling restrictions. Total said that the vessel will achieve complete reliquefaction of the boil-off gas.
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LNG AND ALTERNATIVE FUELS
HAPAG LLOYD TARGETS MAY FOR SAJIR LNG CONVERSION Hapag Lloyd is planning to begin the LNG conversion process for Sajir, its 15,000 TEU vessel, in May 2020, it announced in a briefing at its headquarters in Hamburg on 15 May The project is scheduled to be completed in 105 days after Sajir enters China’s Huarun Dadong shipyard (HRDD) in May 2020 at an estimated cost of USD30 million, Anthony Firmin, Chief Operating Officer said. Firmin outlined a number of success criteria against which the Sajir conversion project would be judged, including the environmental performance, the operational performance and the practical experience that Hapag Lloyd would gain from the project. “As a pilot project, we will learn a lot about operating an LNG fuelled vessel by learning by doing. We need to understand the technical issues, the actual operational power of the engine and so on.” The economics of the retrofit were a key success metric. “Taking into account the total cost of the retrofit and operating costs, we expect the payback period to be attractive,” Firmin said. LNG is a buyers’ market at the moment, and prices may well decline further over the coming years, Firmin added. The conversion formed part of Hapag Lloyd’s strategic preparation for tighter environmental regulation. The industry can expect further regulations to reduce sulphur emissions to be implemented on top of existing requirements for 2030 and 2050. LNG represents an intermediate step towards meeting these targets, Firmin said. Should the project prove to be successful, it is likely that future newbuild orders will be LNG-fuelled. The operator has 16 other “dual-fuel ready” LNG vessels that it acquired from UASC, of which 11 are 15,000 TEU vessels, and the remainder 19,000 TEU vessels. The case for further conversions might alter if the scope of Germany's LNG investment scheme was altered to encompass deep-sea vessels that operate outside EU waters for more than half their time. A RANGE OF BENEFITS Bearing down on pilot oil consumption overall was one metric for improving the economic case for the project compared with other fuel types, von Berlepsch said. But the environmental savings offered by an LNG fuelled engine were also a success criteria. “LNG offers savings that are too big to ignore, regardless of whether we are talking about 15, 25 or 30%,” said Captain von Berlepsch. Both Mr Firmin and Captain von Berlepsch stressed that the project represented a learning process for the company. One such area of practical experience was in safety. Training for the vessel’s crew on operating equipment had already begun. This includes hands-on training on carrying out LNG bunkering operations. The learning operations also extended to operational experience. One new area would be managing the LNG fuel that will be contained in the vessel’s 6,700 cbm capacity membrane tanks. Another was integrating new systems for automation of engine management, fuel gas alarm systems, and alterations to power management with the vessel’s existing control systems.
This has involved cooperation with a number of suppliers, including Siemens, Kongsberg, Alfa Laval and Mitsubishi. TECHNICAL ASPECTS OF CONVERSION The former UASC vessel was LNG-ready when the fleet of 17 vessels were acquired. This included a dual-fuel enabled MAN engine, as well as dual-fuel HIMSEN auxiliary engines, and space for a GVU in the main engine room. However, the pipework, the LNG fuel tanks and the fuel gas supply system were not installed. In some cases, technical standards have progressed since the vessel was constructed, von Berlepsch noted, citing insulation requirements around the LNG tanks to mitigate the risk of nearby steel falling below -30˚ safety tolerances. “While we acquired a very good ship, retrofitting has meant we have to work within existing constraints,” Firmin noted. The LNG fuel tanks have been located immediately in front of the engine room, as the usual location midships was occupied by the fuel tanks. The height of the bunkering station in the vessel’s structure exceeds the capacities of some existing bunker vessels, creating logistical problems that need to be addressed in conjunction with LNG suppliers. The cumulative impact of the LNG fuel tanks and the FGSS lowered the Sajir’s TEU capacity by almost 300 TEUs. One aspect of the conversion was that the main dual-fuel propulsion unit and the auxiliary engines operate on different pressure systems, which has led to some duplication within the fuel gas supply system, said Jannes Hangen, naval architect within Hapag-Lloyd's technical fleet management team.
8 The conversion of the Sajir is scheduled to be completed 105 days after entering China's Huarun Dadong shipyard (HRDD) in May 2020
ENGINE MANAGEMENT “A key difference between our project and LNG carriers is that there is no reliquefaction system on the Sajir,” said von Berlepsch who sailed on gas carriers earlier in his career. “This means that we will use all of the boil-off gas (BOG) as fuel for the engines.” As the proportion of pilot fuel used increases once engine loads fall below a certain threshold, maintaining higher engine loads is an objective. Conversely, operating the engines at high loads that exceeded readily available BOG supplies would require the use of heating units to increase the BOG rate. “We are learning how to operate the vessel to maximise fuel efficiency, and reduce sloshing,” Hangen said.
For the latest news and analysis go to www.motorship.com/news101
JUNE 2019 | 29
LNG AND ALTERNATIVE FUELS
ROLLS-ROYCE POWER SYSTEMS TO BEGIN HYDROGEN TESTS IN 2020 Rolls-Royce Power Systems, the designer of MTU engines and systems, is planning to begin full-scale multi-cylinder tests on a hydrogen engine design in 2020, Dr. Peter Riegger, RollsRoyce Power Systems Director Research & Technology told The Motorship in an exclusive interview in May. Rolls-Royce Power Systems has been working on two different gas engine concepts to operate on methane, an Otto cycle low pressure gas engine, and a high-pressure directinjection gas engine. Riegger discussed Rolls-Royce Power Systems' research work in developing a catalytic converter to reduce the release of uncombusted methane (methane slip) during the operation of the LP gas engine concept but noted the durability of the catalyst in the methane oxicat was still not fully proved. The methane oxicat also has implications for downstream equipment: as the catalytic converter requires high temperatures to operate, it needs to be located before the turbocharger, with negative impacts for engine dynamics. Rolls-Royce Power Systems is developing an electrically supported MTU turbocharging concept to mitigate the effects. The engine designer is currently also working on a hydrogen engine concept using an Otto cycle gas engine with sparkignition. HYDROGEN CONCEPTS Riegger noted that Rolls-Royce Power Systems has successfully run single-cylinder tests on hydrogen mixtures ranging from 5-10% hydrogen up to 100% at its R&D site in Magdeburg and in collaboration with Technische Universität München. “We know how to handle single-cylinder operation,” Riegger said, adding that the focus had shifted to managing the other steps, such as testing components or the tribological implications of higher combustion temperatures. “One challenge was to control the maximum peak pressure in the combustion chamber,” Riegger said, noting the engine designer was focusing on the difficulty in controlling emissions from the combustion process when the hydrogen content in the fuel mix fluctuates during operations. “We have been doing a lot of design work on turbochargers to respond to changes in combustion chamber designs,” Riegger said, noting that the engine designer was looking at minimising the backpressure behind the turbocharger. However, advances in variable valve timing and the introduction of new control algorithms has made it possible to improve the dynamic behaviour of the engine system. “We needed more degrees of freedom in order to respond to changing boundary conditions,” Riegger said. PRE-SERIES FULL-SCALE HYDROGEN ENGINE Rolls-Royce Power Systems plans to begin multi-cylinder tests on a hydrogen engine design in 2020, Riegger said. The introduction of a pre-series full-scale engine would permit optimisation work, and work on setting up the technology package to accompany the introduction of the engine.
30 | JUNE 2019
Copyright: Rolls Royce Power Systems
Dr Peter Riegger of Rolls-Royce Power Systems outlines the MTU engine designer's alternative fuel R&D position
Riegger noted that the significant investment in R&D was being driven by demand from several energy customers. “We have run many hours of testing of various singlecylinders on hydrogen mixtures,” Riegger said, citing ongoing endurance tests, component test, and a long-term demonstration of control algorithms. HYDROGEN FOR STATIONARY & MOBILE ENGINE MARKETS Rolls-Royce Power Systems expects its research into hydrogen gas engines to have greater immediate commercial applicability to its stationary gas engine market. “We see the likely emergence of a market for stationary hydrogen engines where there is surplus energy – and the market structure for hydrogen could be transformed if the costs of CO2 were to be increased,” Riegger said, Turning to the marine engine market, Riegger was clear that LNG remains strongly positioned in the marine engine market as a transitional solution, while other fuels such as methanol were candidates for adoption in the short to medium term. Reconciling continuing growth in trade volumes with a significant reduction in emissions is the key challenge for the marine industry. In 2015 Rolls-Royce Power Systems launched a Green and High-Tech programme. The investments in the new mobile gas engines and the hydrogen tests form part of targeted investments in eco-friendly solutions for the future designed to reduce pollutant emissions and the consumption of both energy and raw materials. But a successful energy turnaround in the maritime sector will depend on having uniform and stable international framework conditions in place and on providing appropriate solutions for our customers. “We are standing at a crossroads – further research into engine designs will need to be undertaken in response to commercial demand from our customers,” Riegger concluded.
8 The new MTU gas engine on the test bench
8 Peter Riegger Rolls-Royce Power Systems Director Research & Technology
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INTERVIEW
MAN TO DEVELOP LOW-PRESSURE 2-STROKE GAS ENGINE MAN Energy Solutions Two-Stroke Business Unit has started the development of a low pressure gas engine as a complement to its existing, successful dual-fuel ME-GI engine
COPENHAGEN LEADING DEVELOPMENT In order to meet the 2022 commercial target, MAN Energy Solutions has invested in expanding its research capacity in Copenhagen, establishing an LP technology development team alongside the existing HP technology development team. As previously reported by the Motorship, the engine developer is also investing in a second test engine at its Copenhagen HQ. “The ME-GI engine is going to remain a strong pillar within MAN's portfolio. In fact, MAN is currently working on a Mark 2 concept for the ME-GI engine.” Returning to the LP gas engine project, the team has been testing a number of low-pressure gas engine concepts. The engine designer has already concluded CFD modelling of a number of concepts, “several of which vary markedly from existing LP gas engine designs,” Sørensen said. The designer plans to begin development testing on one of its two test engines in Copenhagen in the second half of 2019.
Credit: MAN ES
The project is being conducted in conjunction with Hyundai Heavy Industries and has been initiated in response to customer demand from the LNG carrier segment. “LP gas engine costs are slightly lower reflecting the lower cost of fuel gas supply system installations,” Brian Østergaard Sørensen, Vice President, Head of R&D within Two-Stroke Business, told The Motorship, noting that both MAN and HHI had received requests for LP main propulsion engines from shipowners in the gas carrier market. In response, MAN plans to develop an LP gas engine to serve this segment of the market, with the intention of offering LP dual fuel LNG engines in late 2021 or early 2022. The initial focus will be on developing 70 bore engines for the gas carrier market, Sørensen added. The retrofit market has until now been dominated by MAN's ME-GI engine, and the HP design was likely to remain popular given the substantial effort required to convert conventional engines to LP engines. 8 Brian Østergaard Sørensen joined MAN Energy Solutions as Vice President, Head of R&D within Two-Stroke Business on 1 March 2019
“One of our selection criteria is that the final engine design will be easy for licensee engine manufacturers to deliver, and we will be drawing on HHI’s expertise in this area.” As the final concept has not been selected, Sørensen would not elaborate on expected differences with other LP engine concepts, except to add that it was working on a “simpler safety concept from installation to operation”. Similarly, final confirmation on the sub-suppliers for the project would need to wait until the final design selection, although MAN was collaborating with its standard suppliers.He noted that MAN had considerable experience of low-pressure gas engine operation within the Four-Stroke Business Unit in Augsburg, Germany, in addition to the Two-Stroke Business Unit’s own experience. “We already offer an existing range of low-pressure auxiliary engines, such as 23/30DF, 28/32DF and 35/44DF, so this will allow us to offer an entire package,” Sørensen noted. FILLING A GAP The introduction of the low-pressure engine will fill a gap within our portfolio, but MAN's HP gas engine offers better fuel efficiency, superior power density, and does not suffer from the same issues of methane slip that can affect LP engines, Sørensen noted. For many segments, we expect the high-pressure ME-GI engine to remain an attractive solution, he concluded. 8 MAN ES plans to complete development of a low pressure dual-fuel engine in H1 2022. Pictured here, a high-pressure MAN B&W G70ME-GI type engine
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JUNE 2019 | 31
SHIP DESCRIPTION
H2 RESEARCH VESSEL WITH A 2,400NM RANGE California has “a great need for a new research vessel” said Bruce Appelgate of the Scripps Institution of Oceanography However, while these ships are often notably innovative, the resulting concept is still a surprise. “Just a few years ago there were three that were dedicated to conducting local research in California waters - but two of them have been retired and the third is limited because of its size.” It's just 38.1m, and sadly, he added “this too is reaching the end of its service life”. However, a new ship brought with it a new question: “Could we build and operate a research vessel that wasn't powered by fossil fuels at all?” After all, as Appelgate pointed out “diesel's downsides” included emissions, noise and pollution risk. Collaboration with Sandia National Laboratories and naval architect Glosten resulted in a novel answer: a hydrogenpowered design that has little in common with previous ferry or cargo developments. “The Zero-V has very different performance needs to a high speed ferry: it must be able to complete 13 distinct science missions, its desired calm water speed is 10kn, the range had to be at least 2,400 nautical miles with an endurance of 14 days,” explained Robin Madsen of Glosten. TRIMARAN SOLUTION Tough call. And although the teams started looking at conventional hulls, it quickly became apparent that keeping the fuel tanks inside the B5 requirements (within 20% of the breadth of the vessel) just didn't allow them to be large enough to meet the necessary range. So, the teams moved the hydrogen tanks from inside the hull to above deck - not an unusual solution for gas-powered vessels - and switched to a 3.66m draft trimaran, the maximum size for the intended ports of call. This configuration allowed enough room for a pair of 110m³ C-type hydrogen tanks, yielding a 15-day endurance, meeting the specified range at the desired cruising speed. “We just about got there,” admitted Madsen, “but not much to spare”. All this added complexity in design as the weights and space demanded an aluminium hull, but it “makes a very capable research vessel”, he said. Part of Zero-V's charm is down to its 51.8m length and 17m breadth; “It's quite wide,” added Madsen, but this gives room for an aft deck with 165m2 of space while the side deck has a 48.7m2 area. There is also a main 76.65m2 laboratory, a wet lab of 53.4m2 and computer station of 16.2m2, plus accommodation for 20 scientists and 11 crew. The propulsion plant, which lends the design its Zero-V name, is interesting. Liquid hydrogen is led from the tanks to a cold seawater vaporiser, and from there to the fuel cells.
detection and automatic shutdown, plus a clean-agent suppression system throughout the twin rooms. Other potential issues were analysed, especially position keeping. Usefully, it can maintain position in a couple of knots of beam current, along with wind and waves at most headings “although in certain conditions the vessel has to be orientated in a certain way” said Madsen. There were further needs to address: “On a small vessel like this it becomes quite challenging to manage the hazardous areas... it would be unreasonable to expect the scientists to source safe equipment,” he concluded, especially considering the experimental nature of their work. So, the design has clustered the hazardous zones around the tanks, leaving little outside. Finally, discussions with hydrogen suppliers has shown that the vessel could be bunkered by truck using established technology. As Lennie Klebanoff, of Sandia National Laboratories underlined, there was no real barrier when it came to the harbours likely to see the research ship: those port managers received the Zero-V concept and the fuelling operation “enthusiastically”.
8 Zero-V's multihull provides for a 15 day endurance
8 Zero-V is designed to complete 13 distinct science missions
SIX MODULES These have been designed around Hydrogenics HyPM HD30s, with six modules on each of ten racks, giving 1.8MW of installed power. For safety, “everything is split port and starboard: two tanks, two vaporisers, two fuel cell rooms, so we have full redundancy and if one side needs to be shut down you still have half your propulsion power to get back to port safely”, explained Madsen. Further the racks have full-ventilation, gas
32 | JUNE 2019
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SHIP DESCRIPTION
PURPOSE-BUILT CRUISER FOR THE GALAPAGOS Every aspect of the technical specification, performance and interiors of the ultra-luxury Celebrity Flora reflects acknowledgement of the singularly diverse and delicate environment of the Galapagos, located some 600 miles off the Ecuadorian mainland. While the passenger complement is the maximum permitted within the Galapagos National Park, the 5,739gt vessel is the largest deployed in the islands to date, providing greater spaciousness and an all-suite accommodation layout for guests. Launched at De Hoop's Lobith yard on the Rhine, and completed at Schiedam, Celebrity Flora sailed from the Netherlands in mid-May following a handover ceremony in Rotterdam. Ordered two years ago for service under Royal Caribbean's Celebrity Cruises brand in the Galapagos, she will maintain alternating seven-night inner and outer loop itineraries from the island of Baltra, taking over from the 2,840gt Celebrity Xpedition. The latter's redeployment within the islands will in turn lead to the release of two existing, smaller ships. The new vessel is distinguished by an innovative, outwardfacing design that makes the destination the centre of attention. The objective has been to create the feeling among passengers of being immersed in the environment rather than of simply being a passing visitor. ENERGY EFFICIENT Classed by Lloyd’s Register, Celebrity Flora is said by the shipyard to be the first vessel built according to the latest probabilistic damage stability regulations and therefore complies with the relevant rules for 2020. The design takes account of Galapagos National Park Directorate Regulations specifying environmentally low-impact features and materials, and the ship is claimed to be the most energy efficient of its kind in the region. Power for the two propulsion drivelines, two bow thrusters and other consumers is sourced from four main diesel generators incorporating Caterpillar C32 high-speed engines. A selective catalytic reduction (SCR) installation ensures compatibility with the IMO Tier III limit on NOx emissions. As the vessel is expected to be stationary, in a bay or close to any of the islands, for 66% of the operational time, particular consideration was given to engineering design and equipment selection, so as to engender efficient performance in dynamic positioning (DP) mode. DP also obviates the need for anchoring, thereby helping to protect the seabed. Combined with a zerospeed stabiliser function, the DP2 system will choose a heading to minimise roll and heave motions, significantly improving passenger comfort. To achieve the requisite redundancy, the power and propulsion plant is duplicated and housed in two separate engine rooms. Employing two azimuthing main thrusters of dual-end, contra-rotating propeller (CRP) type, plus 400kW tunnel thrusters at the bow, Celebrity Flora achieves a high level of manoeuvrability and offers a 12-knot cruising speed. The vessel has a 200m2 array of solar panels to supplement the electrical
34 | JUNE 2019
Photo: Celebrity Cruises
Heralding a new stage in the development of the booming expedition cruise market, Dutch shipbuilder De Hoop has delivered a 100 passenger-capacity vessel writes David Tinsley
energy supply. The complete electrical installation was subcontracted to De Hoop's near-neighbour Droste Elektro, at Tolkamer. Abatement of noise and vibration has commanded close attention, leading to a raft of measures that include floating floors, flexibly-mounted machinery and equipment, and antivibration panels in walls and ceilings. Practical implementation of solutions was supported by frequency analyses, and the outcome has been such as to attain the Comfort Class 1 notation. The ship carries her own flotilla of bespoke Novurania RIB tenders, featuring metal railings at the forward end to fit flush against the ship's open transom. Integral stairs and a fold-out platform at the stern allow safe and easy boarding for passengers and serve as the transfer point for guests making shore excursions and engaging in offshore activities. Each tender has a hydraulic ramp to facilitate island landings. Celebrity Flora is also the first in the Galapagos to host cutting-edge oceanographic research equipment in support of the OceanScope programme. The initiative is a product of Celebrity's 20-year relationship with the University of Miami's Rosenstiel School of Marine and Atmospheric Science, to monitor conditions that have a crucial bearing on El Niño and La Niña patterns.
8 Sensitivity to delicate ecological conditions is married with boosted revenue-generating capacity in Celebrity Flora
PRINCIPAL PARTICULARS: Bulk/oil/chemical carrier Baru Length overall 101.5m Length bp 97.4m Breadth, moulded 17.0m Depth, moulded 6.5m Draught 4.5m Gross tonnage 5,739t Passenger berths 100 Crew 80 Propulsion system Diesel-electric (4 x main generators) Propulsion power 2 x 1,450kW Cruising speed 10-12kts Maximum speed 14kts Bow thrusters 2 x 400kW Main engine WinGD W6X62 Class Lloyd's Register Flag Ecuador
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50 YEARS AGO
DEALING WITH GASEOUS CARGOES The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com
It is always interesting, when looking back to issues published 50 years ago, to see how what we regard as current technology today was being mentioned back then. One example from the June 1969 issue of The Motorship was an article on the design of refrigerated gas tanks, taken from a conference paper submitted by engineers from Lloyd's Register's refrigeration department. Back then, gaseous cargoes were not cooled to the extreme temperatures normally employed today, with 50 degrees C being seen as a lower limit, although some tanks had been designed to operate below this figure. As was mentioned then, the lower the temperature, and thus the heavier the insulation, the smaller the necessary tank capacity. The importance of secondary barriers, preventing liquefied gas from coming in to contact with the hull structure in the event of a tank failure with the ship heeled to 30 degrees, was recognised, as was the need for lightweight, durable, and above all effective, insulation material. The need for refrigeration plant, to cool down tanks in preparation for loading, to keep the cargo temperature under control, and to condition the boil-off gas, was seen as important, and the toxic or explosive nature of refrigerants was recognised as a potential hazard. The article concluded: “we cannot afford the luxury of acquiring accident statistics
8 An LPG refrigerated cargo tank being assembled into a gas carrier vessel in 1969
38 | JUNE 2019
8 One of the NKK-design Liberty Ship replacements from Japan
before formulating safety requirements. Therefor some safety requirements called for may appear harsh or over-cautious.” Four Liberty Ship replacement vessels had been delivered from Shimizu in Japan, to ABS class, based on the NKK design. They differed from the original specification in having a single Sulzer 6RD68 main engine instead of a twin medium-speed plant. The machinery was described as “partly automated” with auto-control of main air compressors, and fuel heaters and purifiers. At 15,660dwt and 145.45m long, the ships had six cargo spaces with the upper deck hatches each served by two A-type electro-hydraulically operated derrick posts. One notable vessel described in June 1969 was a Danish ferry, the Mikkel Mols, built by Aalborg-Verft, for service in Denmark between Ebbeltoft and Odde. Designed for fast turn-round in port, she was equipped with bow and stern doors and the vehicle decks were designed without pillars, allowing unhindered passage through the ship for cars and trucks. At 92.5m overall length, 2,430gt and with capacity for 800 passengers, and 19.5 knot service speed, she was noted as relatively large and fast for the time, but the machinery was singled out for particular mention. Four 14-cylinder B&W four-stroke non-reversing turbocharged engines, each rated 2,770bhp, were arranged in pairs, with each pair driving a Kamewa CP propeller through a Renk double-reduction gearbox. This type of machinery later became widely adopted for passenger ships, of course, and only now is being overhauled by LNG-fuelled installations. A special feature in the June 1969 issue dealt with European ferry operations, including a pull-out map showing all known routes. The network was extremely comprehensive, and it was enlightening to consider just how many vessels were likely to be employed on these routes - 165 services altogether, although some were probably very infrequent. Although there has been considerable consolidation today, some of today's popular ferry ports were notable by their absence from the map of 50 years ago - such as Santander (Spain), and both Roscoff and Ouistreham (Caen) in Northern France. The editorial comment noted the increasing size and speed of ferries - looking forward to ships of 10,000gt and 24 knots, but our predecessors disagreed strongly with one forecast, by Bergen Line, that short-sea ships would be phased out within a few years and replaced by hovercraft.
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 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. 1 year’s magazine subscription £GBP173.50 £GBP173.50
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