The Motorship April 2019

APRIL 2019

Vol. 100 Issue 1169

Open Type Duct:

MAN ES Two-Stroke:

PTO/PTI:

EcoSpray:

Gate Rudder results

Bjarne Foldager interview

Poised for take off

Emanuele Gariboldi

ALSO IN THIS ISSUE: MAN Mark 10 | Yaskawa air lube | ABS Sustainability | Chantiers de l’Atlantique

Visit us at N or-Shippin g Hall D, stan d D02-14

MODERN CLASS FOR SMARTER OPERATIONS Today’s market needs a smarter approach – and a classification partner who prioritizes safety.

Find out how our classification solutions turn possibilities into opportunities – and make your operations safer, smarter and greener. Learn more at dnvgl.com/maritime

CONTENTS

6

NEWS 16 Primacy of safety

DNV GL’s CEO Maritime Knut Ørbeck-Nilssen called for maritime safety to be placed at the heart of the industry, noting a recent focus on environmental concerns has “stolen some of the focus from safety”.

17 Wärtsilä SHI LNG tie-up Wärtsilä signed a Joint Development Project in April to develop LNG and Shuttle Tanker designs with Samsung Heavy Industries (SHI).

18 CSIC targets battery hybrid CSIC is to jointly develop and market battery hybrid and hydrogen fuel cell passenger vessels after signing a deal with China Dynamics, a Chinese developer of electric buses and passenger vehicles.

APRIL 2019

34

FEATURES

REGULARS 10 Leader Briefing Dr Kirsi Tikka, EVP and senior marine advisor, ABS, discusses the challenges confronting the industry on its transition to sustainability.

12 Shipyard Report We assess French technological champion Chantiers de l’Atlantique,

34 Design for Performance

Kongsberg agreed a power by the hour deal with coastal cruise operator Havila Kystruten, under which Kongsberg Maritime takes responsibility for the service planning and performance.

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32

14 Sulphur caps and ammonia

24 Kongsberg “power as service” deal

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

12

A new Open Type Duct Propeller reduced the ship’s resistance and cut fuel consumption by 30 percent,.

MAN Energy Solutions’ Head of Two-Stroke Bjarne Foldager offers a wide-ranging appraisal of the challenges facing the industry, and discusses the company’s R&D and digitalisation objectives.

18 Poised for take off

Stevie Knight looks at power take-off and take-in technology and asks whether it is a technology whose time has come, with fuel prices set to rise and advances in generator technology.

27 Path to compliance Richard McLoughlin, LR’s Manager for In-Life Services, discusses upcoming deadlines for fuel and emissions reporting and discusses the first year of LR’s portal - CO2 Verifier.

28 The real EGCS bottleneck Emanuele Gariboldi, MD of EcoSpray, discusses constraints in exhaust gas cleaning system (EGCS) supply and installation chains, as time for installation before 2020 falls short.

32 Testing times Scott Herring, Parker Kittiwake’s Key Account Manager, discusses options to ensure compliance with the IMO’s 2020 Sulphur Cap.

37 Ship Description Toll Group, Australia’s leading transport company, introduced two higher capacity ro-ros to the Bass Strait service linking Tasmania with the mainland.

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

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

Stay in touch at propulsionconference.com

APRIL 2019 | 3

NEWS REVIEW

VIEWPOINT NICK EDSTRÖM ❘ Editor

RESURGENT UK HIGH-SPEED ENGINE

nedstrom@motorship.com

The need for action is a recurrent theme in the content of this month's Motorship. Whether that is the EU's monitoring, reporting and verification (MRV) scheme, which takes effect from 30 April 2019, or simply the challenge of ensuring that scrubbers can be fitted in time for 1 January 2020, The time for strategizing has passed, as Bjarne Foldager of MAN ES put it.

However, we also feature two extended features about potential solutions to the next phase of EEDI requirements. Stevie Knight offers an in-depth appraisal of power take off and power take in technology, in a feature article this month. If the time for PTO/PTI is not quite now, shifts in the cost of energy after January 2020 may well alter the economics of installing such technology.

We also feature the first analysis of the operational results of a new type of ducted propeller fitted to a Japanese container ship in an interesting in-depth Design for Performance article. The article draws heavily on a presentation by Dr Noriyuki Sasaki about the operational performance of an innovative Gate Rudder system aboard a Japanese containership, Shigenobu, which he presented at a Royal Institution of Naval Architects' propeller conference in March.

We also feature an extended interview with MAN Energy Solutions' recently appointed Head of Two Stroke, Bjarne Foldager, who offered his personal perspective on the immediate focus for the industry, and also shared insights into the engine designer's digitalisation, R&D and alternative fuels strategy.

DNV GL's Knut Ørbeck-Nilssen offers a wider perspective on current regulations and technological progress and reiterated that classification societies' primary concern must remain safety. Ørbeck-Nilssen called for improved information flow between flag states and classification societies, particularly where accidents were concerned.

We feature ABS's Dr Kirsi Tikka, who directly addresses the issue of sustainability in a perspective on the regulatory and economic landscape confronting the industry in our Leader Briefing. ABS opened a global sustainability hub in Singapore during this year's SeaAsia conference in April, and Dr Tikka was able to share some of ABS's thinking.

Lloyd's Register's Product Manager for In-Life Services, Richard McLoughlin, offers a more tightly focused perspective on the challenges of ensuring compliance with fuel consumption and CO2 emissions reporting requirements ahead of deadlines for both the IMO-DCS and EU-MRV schemes. This includes advice to shipowners and operators on ensuring access to historical data for vessels that change hands.

The managing director of Lombardy-based exhaust gas cleaning system supplier EcoSpray, Emanuele Gariboldi, offers his thoughts about the current market for retro-fitting exhaust gas cleaning systems.

In addition to coverage of recent high-profile news developments, we include Fischer Panda's recent extension of its product range, along with a focus on the Chantiers de l'Atlantique shipyard in St Nazaire, in view of high-profile discussions about the shipyard's future ownership.

4 | APRIL 2019

Credit: MAN Energy Solutions

A fierce urgency

More than 25 years since its rollout, the UK-developed VP185 high-speed diesel engine is continuing to attract contracts and wide interest in the marine export market. Much of the work intake at the Colchester factory of the UK arm of MAN Energy Solutions emanates from military customers in South East Asia and Middle East, drawn by the design's potency and performance record, writes David Tinsley.

The forward production programme at Colchester for marine applications of the versatile VP185 includes 11 engines in 18cylinder configuration and six examples of the 12-cylinder version. Three of the 18-cylinder units have been specified at the design's 4,000kW top rating.

As a propulsion unit, MAN's UKbuilt, compact vee-form models offer a competitive alternative in target market sectors to Rolls-Royce Power Systems' MTU-brand 12V4000M93L and 20V4000M93L, of 2,700kW and 4,000kW, respectively.

Achieving competitiveness in the high-speed segment of the marine engine market has always been especially demanding due to the exacting requirements as to machining and assembly procedures, calling for adherence to the finest tolerances. Availability and retention of the associated craft skills and experience is of parallel importance. MAN's investment programme at the factory, where the resurgence of manufacturing complements a key role in engine servicing, overhaul and after-sales, has created a stronger platform for the business.

8 18-cylinder VP185 auxiliary genset used in a cruise ship

Among the planned deliveries over the course of the next 12 months are eight 18-cylinder VP185 engines, specified at 3,400kW at 1,850rpm, for installation in patrol vessel newbuilds under construction in Italy by Fincantieri. A further three 18VP185M propulsion engines plus six 12-cylinder models, are due to be shipped later this year to South East Asia, to be fitted in patrol boats building in Vietnam. These 18-cylinder units have a contract rating of 4,000kW at 1,950rpm, while the 12-cylinder diesels will yield 2,720kW at the same running speed.

Last year's production run with the VP185 included six 18-cylinder models of 3,500kW for propulsion duties in patrol vessels ordered from PT Citra Shipyard in Indonesia. A single 18VP185M of 3,600kW was also supplied to a Spanish fast ferry operator.

Employing a 90-degree cylinder bank angle, the VP185 is characterised by its high powerto-weight and power density ratios. It features a two-stage turbocharging arrangement with intercooling and aftercooling, based on multiple automotivetype turbos, and providing a wide torque curve. Water-cooled jackets surround the exhaust manifolds and turbochargers to provide a low engine surface temperature, helping to maintain low engine room temperature.

Engines can be offered to IMO Tier III standard through the adoption of selective catalytic reduction(SCR) technology.

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

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NEWS REVIEW

DNV GL: REASSERTING THE PRIMACY OF SAFETY

FAL data regulation

MHI MET-ER Turbo

GE Nedstack H-fuel cell

ABB supplies China

A mandatory requirement for national governments to introduce electronic information exchange between ships and ports entered effect on 8 April 2019. The FAL Convention encourages the use of a "single window", so all officially required data in connection with the arrival, stay and departure of ships, persons and cargo, to be submitted via a single portal, without duplication.

Mitsubishi Heavy Industries (MHI) will unveil a new generation of its radial turbocharger for four-stroke engines (MET-ER) in June 2019.

The MET-ER series is to be launched into the market later in 2019 once engine manufacturer tests are concluded. The MET-ER Series can support a maximum compressor pressure ratio of 6.0.

The series features seven types, and a single turbocharger can handle engine outputs from 500 kW up to 5,800 kW.

GE and fuel cell manufacturer Nedstack are collaborating on a hydrogen fuel cell concept for a two-megawatt hydrogen fuel cell power plant on an expedition vessel. GE’s variable speed electrical drive system helps optimise efficiency. To overcome the impact of fluctuating power demand on cell life, GE’s variable drive fuel cell system architecture is engineered to limit the on-and-off frequency of the fuel cells.

ABB will supply Shanghai Waigaoqiao Shipbuilding (SWS) with an integrated power and propulsion package for China’s first domestically built cruise ship, scheduled for delivery in 2023. The new 323-metre vessel will form part of a fleet of Chinese-built cruise ships operated by CSSC. The package includes two Azipod steerable propulsion systems, as well as a complete electric power plant concept.

6 | APRIL 2019

Credit DNV GL

airline or oil and gas industries and apply so-called “safety barrier management” techniques to managing risk. Such an approach seeks to transform risk management from a flat scheduled activity into a dynamic risk-management process, but typically increases the complexity of data visualisation tools. Ørbeck-Nilssen placed the challenges in the broader context of three concurrent tectonic shifts affecting the maritime industry, including the increasing unpredictability of markets, regulations and technological progress. Market unpredictability includes the implications of ongoing Sino-American trade discussions on global trade flows, as well as hydrocarbon price volatility since 2014.

He also noted that regulatory activity was set to continue, with “numerous regulations” coming,

including regulations around noise, soot, and recycling requirements, leaving aside the difficulties of achieving 2050 targets.

At the same time, advances in technology were likely to extend far beyond digitalisation, including the increased application of machine learning algorithms. DNV GL itself is already using machine learning algorithms to improve the consistency and the quality of its responses to customer requests, Ørbeck-Nilssen said, citing a reduction in times from seven days in 2010 to 6 hours at present, with shorter times available for urgent requests.

While digitalisation and new technology more broadly created opportunities for enhanced safety, each of the three overarching megatrends also raised specific safety concerns.

The interaction of markets and safety included the implications of larger ship sizes on fire containment and pollution. Ørbeck-Nilssen mentioned that despite the introduction of optional

notation to denote fire prevention measures in crew, engineering and cargo spaces, interest from operators of container lines had been lower compared with passenger carrying vessel types.

A second market related aspect was commercial pressure to compress turnaround times in ports, which increases safety risks, especially when handling sensitive cargo. Addressing liquefaction in the dry bulk segment, ØrbeckNilssen noted that DNV GL had published a study on the issue in 2015, and had issued guidance that tests on cargoes should not be conducted more than 7 days before sailing.

No less important was the interaction between regulations and safety. One example was the development of EEDI-compliant de-rated engines which ran the risk of torsional vibration and propeller shaft fatigue in the Barred Speed Range, particularly when poor sea conditions affected performance. Other areas included the potential effects of new fuel types on seals and filters.

He concluded by observing that technological development is important. “Greater resilience against cyber-attacks” was becoming more critical as enhanced ship-to-shore connectivity was increasing the risks associated with cyber-security.

He also added that the reliability of sensors themselves becomes a critical part of safety at sea, as the data from the sensors becomes integrated into ship management systems.

Leading classification society DNV GL's CEO - Maritime, Knut ØrbeckNilssen, stressed the need for maritime safety to be placed at the heart of the industry at an industry event in London on Thursday 21 March, adding that the recent focus on environmental concerns has "stolen some of the focus away from safety".

“We really need to place safety much higher up the agenda,” Ørbeck-Nilssen added, identifying five specific safety-related proposals, including the development of holistic regulations with safety at the core.

This represented a challenge for the IMO and the class societies, and was the subject of an ongoing project between the IMO and the IACS to improve regulation.

He also called for safety culture within the industry to be improved.

Despite a progressive improvement in losses in recent years, the opportunity to make greater improvements remained: 75% of shipping insurance losses were still due to human error.

In a separate proposal, ØrbeckNilssen called for data silos to be unlocked, so that deeper insights could be drawn more quickly from incidents and near-misses.

In a related proposal, ØrbeckNilssen called for increased transparency in safety findings, noting that two-year delays in concluding investigations represents “a waste of learning as well as time”. Ørbeck-Nilssen concluded by calling for the maritime industry to learn from the best practice of the

8 Knut Ørbeck-Nilssen: “the recent focus on environmental concerns has stolen some of the focus away from safety”

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

NEWS REVIEW

Credit: The Switch

YASKAWA EYES NEW BLOWER GROWTH AREAS

Finland-based The Switch sees product areas such as EGR or air lubrication as market opportunities for its latest range of motors and drives, writes Samantha Fisk.

The Switch, now known as Yaskawa, has based the latest technological developments of its solid rotor motors on its tried and tested products that it has developed over the years working with other companies.

With pressures coming on the maritime industry to 'green' its profile, a host of innovative solutions have reached the market. The Switch believes it can play an important part in some of the new ideas, such as air lubrication and exhaust gas recirculation (EGR) technology.

8 The Switch’s new range of standardised motors use permanent magnet technology, permitting higher operational speeds, without any efficiency penalty

The Switch sees air lubrication as an application that would benefit from its product range.

Mikko Lönnberg, director of product management and marketing, The Switch, explains that: “We see a market for the air lubrication of vessels. For the air bubble mattress you need a compressor or a blower to create the bubbles along the hull.” Lönnberg highlights that The Switch is talking to a number of companies that are developing this technology.

Lönnberg notes that the company's latest range of motors has been developed through long-term development working with other customers in the market. Tighter environmental regulations, which are now starting to impact all industries, have also played a role in driving its products' development, as more efficient, lighter and reliable technology is now needed.

One of these developments has been with MAN and its EGR, the electrical turbo blower ETB40, which features a efficient blower wheel, optimised for low pressure ratios. Lönnberg adds that using high-speed motors can lead to new solutions being developed, such as in this case. The blower is a core component of MAN Energy Solutions' high-pressure EGR system that raises the exhaustgas pressure to overcome the pressure difference between exhaust gas and scavenging air receiver. In addition, the blower actively controls the recirculated exhaust gas flow during the EGR flow by varying the blower speed.

The new range of standardised motors looks to take away the gearbox element and also reduce the amount of space that the product takes up. This has been achieved by employing permanent magnet technology to the motors, allowing the motors to operate at higher speeds, whilst still being efficient.

The standard solid rotor motor is available from 100 kW to 600 kW of power and rotating speeds from 6,000rpm to 21,000rpm.

WÄRTSILÄ AND SHI TO CO-DEVELOP LNG CARRIERS Technology group Wärtsilä and Samsung Heavy Industries (SHI) have signed a Joint Development Project (JDP) agreement to develop a more efficient solution for LNG Carrier and Shuttle Tanker vessels. Overall cost optimisation, including both CAPEX and OPEX, is among the project aims. The agreement was signed on 3 April at the LNG19 exhibition in Shanghai.

The JDP will build on the sharing of knowledge and experience between SHI and Wärtsilä. It is expected that the agreement, which provides a level of equality that is greater than in normal shipyard/supplier relationships, will benefit both parties and the industry as a whole, since it gives valuable opportunities for important co-creation.

“At Wärtsilä we are committed to creating greater efficiencies, better environmental sustainability, and

8 The JDP was signed by Jin-Taek Jung; Executive Vice President, Engineering & Procurement Operations, SHI and Timo Koponen; Vice President, Processing Solutions, Wärtsilä Marine

improved safety for our customers.

The joint development with SHI will support this commitment. SHI is a major high-tech, high-value shipbuilder with a number one newbuilding share in various vessel markets. We are, therefore, delighted to be partnering with them in a project that will ultimately

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

benefit owners and operators around the world,” says Timo Koponen, Vice President, Processing Solutions, Wärtsilä Marine.

“We look forward to working with Wärtsilä to co-develop LNG Carriers and Shuttle Tankers with improved efficiency. We are both market leaders in our spheres, and this joint development underscores the mutual respect and appreciation that we have for each other's knowledge and experience,” says Jin-Taek Jung, Executive Vice President, Engineering & Procurement Operations, SHI. An important driver for the JDP is the strong LNG carrier newbuilding market. There are potentially dozens of new vessels to be ordered for transporting increasing volumes of LNG from both new and extended export LNG terminals in Africa, Australia, Middle East and USA.

BRIEFS BV remote survey first MAC, a Bureau Veritas (BV) company and Kongsberg Maritime successfully tested a new solution for DP system performance and redundancy audits on a Bourbon vessel. The ability to remotely survey the data output from the Kongsberg Maritime solution is a first for the industry. Kongsberg Maritime’s “DP Digital Survey” solution is a digital tool running on an industrial data management system that ensures unprecedented data consistency to verify onboard systems.

Japan ratifies HK convention Japan became the tenth state to become a party to the International Maritime Organization's (IMO) Hong Kong convention in March 2019. Under the convention, ships sent for recycling are required to carry an inventory of hazardous materials and recycling yards are required to provide a 'Ship Recycling Plan' specifying how each ship will be recycled.

DSME joins LNG project Daewoo Shipbuilding & Marine Engineering (DSME) signed an agreement in March 2019 with Inha University, a local South Korean university, to establish a research institute, which will undertake a research project into cryogenic containment and process systems for LNG carriers until the end of 2023.

The new research institute will establish industryacademia cooperation and plans to develop greater selfreliance in core technology in the field of LNG carrier ship building and cryogenic research. The institute will conduct a research project into the technology until the end of 2023.

APRIL 2019 | 7

NEWS REVIEW

Italian LNG RoPax The first RoPax vessel in the Mediterranean to operate on liquefied natural gas (LNG) has entered service, serving a route between the Sicilian city of Messina and the Italian mainland. Elio is a double-ended RoPax ferry, designed by LMG Marin, for Italian shipowner, Caronte & Tourist. The RoPax is 133metres long and 21.5-metres wide and will have a capacity of up to 290 cars on two vehicle decks, and 1,500 passengers with a service speed of 18.5 knots. The vessel features three dualfuel propulsion engines and includes a MAN Cryo fuelgas supply system.

PureSOx order Alfa Laval has booked orders with a leading Chinese shipping company to supply PureSOx scrubber systems for 31 vessels in its fleet. The deal, which was booked in 2018, includes a long-term service agreement with Alfa Laval, covering replacement parts, training and support, and connectivity services. The deliveries of the PureSOx systems run from early 2019 until the end of the year.

IMO “LIKELY” TO ESTABLISH WORK ITEM ON SCRUBBER DISCHARGE: DNV GL The IMO's 74th Marine Environment Protection Committee is likely to establish a work item around scrubber discharge regulation but work on the work item will begin at PPR 7 in February 2020, Eirik Nyhus, director of DNV GL's Environment, Regulatory Affairs in Høvik told a meeting in London on 21 March 2019.

“We think the request to open the work item will be accepted at MEPC 74,” Nyhus said, adding that owing to the existing heavy workload scheduled for MEPC 74, work on the work item will be given to PPR 7.

Nyhus also noted that polarisation at the IMO level complicated predicting the likely outcome of discussions, but outlined three potential outcomes, along with their respective earliest entry into force dates.

One of the possible outcomes of the discussion is a reduction in the discharge rate, as well as potentially an expansion of the number of substances covered, as

Credit: IMO

BRIEFS

well as changes to the levels of the substances.

Such changes would be unlikely to be introduced before “late 2020”, Nyhus said, as the adjustments would require changes to existing guidelines.

A separate possibility is the creation of a framework for geographical restrictions. As such a measure would require a change to MARPOL, these changes would be unlikely to be introduced

8 | APRIL 2019

before 2022 or 2023 at the earliest.

Lastly, the possibility exists that no change may be agreed.

The EU submitted a proposal to the IMO's Marine Environment Protection Committee in February calling for “evaluation and harmonization” of scrubber discharges worldwide, or the creation of a framework for the introduction of geographical bans.

CSIC SIGNS BATTERY HYBRID VESSEL STRATEGIC AGREEMENT

Yara Marine installs 80MW scrubber Emissions abatement specialist Yara Marine Technologies has successfully installed the world’s highest capacity inline hybrid scrubber aboard an ultra large capacity containership (ULCC) fitted with an 80MW capacity two-stroke engine.

The inline hybrid scrubber system also covers the exhaust from the ULCC’s 5 x 5MW auxiliary engines. The ULCC's system consists of one large inline scrubber for the main engine and a secondary normal-sized scrubber to cover the vessel's gensets.

8 The IMO's Sub-Committee on Pollution Prevention and Response

Chinese Shipbuilding Industry Corp (CSIC) has signed a strategic partnership agreement with China Dynamics, a Chinese developer of electric buses and passenger vehicles, to develop and market battery hybrid and hydrogen fuel cell powered passenger vessels.

Under the terms of a strategic partnership agreement signed on 2 April, CSIC and China Dynamics will jointly develop new generation electric vessels and new electric ferryboats. The two companies also plan to apply the hydrogen fuel cell, battery hybrid and pure electric battery powered

8 Representatives from CSIC sign a strategic cooperation agreement with China Dynamics to develop battery-hybrid and hydrogen fuel cell ferryboats

technologies to other suitable vessel types.

Mr. Cheung Ngan, Chairman of China Dynamics, said "The Group is very pleased with this partnership with CSIC dedicated to developing electric vessel business that has huge market potential. CSIC has the most comprehensive vessel related capabilities in the Mainland, whereas China Dynamics boasts leading technologies for offering

new energy vehicle technology solutions and whole vehicle engine and all components manufacturing. We will soon be able to launch energy-efficient ferryboats that use new generation power sources."

The vessels will initially be promoted in Hong Kong and the broader GuangdongHong Kong-Macao Bay Area, with the intention of subsequently competing in the developing international market for electric vessels.

Hong Kong plans to encourage ferry service tender applicants to use environmentally friendly vessels and equipment to help to reduce air pollutant emissions.

China Dynamics has an existing agreement with the Hong Kong government to develop an electric bus brand in the city. In mainland China, municipal authorities were instructed to draw up measures to encourage green shipping under a State Council action plan.

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

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LEADER BRIEFING

DECARBONISATION AND SHIPPING SUSTAINABILITY The industry needs to navigate cyclical markets and regulatory and technology risks to find a way to achieve sustainability, writes Dr Kirsi Tikka, EVP and Senior Marine Advisor, ABS The launch of the ABS Global Sustainability Center in Singapore in April 2019, which has a mission to help maritime transition to a sustainable, lower emissions industry, represents an opportunity to take stock of the highly challenging regulatory and economic landscape facing the shipping industry.

Shipping is used to cyclical markets and their associated economic risks, but IMO's ambitious environmental agenda is adding components of unprecedented regulatory and technology risk that the industry has to find a way to mitigate if it is to achieve sustainability.

The journey to clean and low carbon emission future has already started. New ships have been subject to the Energy Efficiency Design Index since 2013. The EU's Monitoring, Reporting and Verification requirement started in 2018 and IMO Data Collection System requirement entered into force in January this year.

The regulatory impact of the IMO's CO2 reduction targets will affect not only ship design, fuel selection and vessel operations, but also what cargoes will be transported and which trade routes are selected. It may eventually also challenge the existing compliance framework.

Since shipping is already an efficient mode of transportation and significant reductions in fuel consumption have been achieved in recent years with design and operational improvements, it will be difficult to achieve additional major improvements using current technology alone.

The reduction targets by 2030 are challenging but since they are measured against cargo transport work they allow for trade growth. However the measures prior to 2030 must take into account 2050's total reduction target, accounting for trade and transportation growth while reducing absolute GHG emissions.

There are a number of categories with potential contribution to decarbonisation.

Improvements to the energy efficiency of the designs will be required by the next phase of the EEDI requirements but the contribution will be marginal towards GHG reduction.

Other significant developments in ship technology can improve efficiency, but to reach the 2050 total reduction target new low-carbon and zero-carbon energy sources are needed.

Although many new energy sources and propulsion technologies are being tested today, more development work is needed to make them viable options.

Slow steaming in the low charter rate and freight rate environment has already had an effect on CO2 emission levels compared to 2008. Even with some regulatory complications, both slow steaming and speed optimization should be included in the studies as potential compliance options, as they are already widely used by the industry to respond to market conditions.

Simplification of shipping with the application of digital technology has potential to introduce reductions in fuel consumption and emissions by optimizing speed, reducing waiting time and simplifying transactions.

Market based measures are the most controversial topic in the de-carbonisation debate. The objective is to give carbon a price and to provide an incentive for investments in low-carbon

10 | APRIL 2019

applications, and to use the collected funds to partially fund research and development.

The level of technology-readiness is different depending on the shipping sector. For example some technology may be available for small vessels with short operating range, but not for larger vessels with longer routes.

The biggest potential contribution to de-carbonisation will come from fuels that are either carbon neutral, produced from biomass, or close to zero-carbon, generated with renewable energy. Low carbon fuels are needed to meet the IMO 2050 total GHG reduction target. By 2030, wider adoption of alternative low carbon fuels in marine use is expected to be slow, but to accelerate after 2030 as more of these fuels and associated propulsion technology become available.

To reach the 2030 target a combination of alternative fuels and other measures, such as speed reduction or just-in-time shipping are needed. Just-in-time shipping would result in reduction in waiting times in port through more efficient planning and communication and adjustment of the speed in route to arrive as a berth becomes available.

While we work on innovative solutions we maintain our focus on safety to ensure that it is not compromised during transition to low-carbon economy.

8 Dr Kirsi Tikka, EVP and Senior Marine Advisor, ABS

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

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SHIPYARD REPORT

SAINT-NAZAIRE BOOSTS HIGH-VALUE ORDERBOOK

Photo courtesy of Pemamek

Chantiers de l'Atlantique has strengthened its orderbook and production capabilities while a new polemic develops over a proposed ownership change, writes David Tinsley

An industrial bastion in western France, and a European centre of technologically-advanced marine production, the Saint-Nazaire shipyard has augmented both commercial and naval workloads, ensuring continuity in all departments for at least five years ahead.

Through unerring investment, the long-established yard has remained at the forefront of shipbuilding modernity, and has consolidated its position among the world elite in large cruiseship construction. It is facing a new era under a still-to-be cemented deal whereby Fincantieri would assume majority operational control.

Following the French state's acquisition of the main holding in STX France from South Korea's bankrupt STX Group, the shipbuilder has reverted to its former name of Chantiers de l'Atlantique. The prospect of a symbiotic relationship with Fincantieri, and hence a direct connection with the Italian stateowned sector, colours one of the latest contracts, whereby sections of naval replenishment vessels for the French Navy could be outsourced to the Italian group.

It remains to be seen whether or not a working association spanning all fields of interest will be maintained and expanded should the European Commission block the marriage of Chantiers de l'Atlantique and Fincantieri on anti-trust grounds.

In January this year, the EC decided to examine Fincantieri's proposed acquisition, following referrals by the French and German competition authorities. The Commission's main concern appears to relate to the influence of the transaction on the cruiseship market, given the prominence of both organisations in a sector dominated by a handful of Europeanbased shipbuilding companies.

In the meantime, Saint-Nazaire has strengthened its business standing in the upper reaches of the luxury passengership market by landing an order for a further, Oasisclass vessel of 231,000gt for Royal Caribbean Cruises, followed by a contract for a fifth Edge-class ship of 140,000gt to be

12 | APRIL 2019

8 The Saint-Nazaire complex of Chantiers de l'Atlantique

deployed by Royal Caribbean’s premium brand subsidiary Celebrity Cruises. Due in the autumn of 2023, the 6th of the Oasis-type will have a lower-berth capacity of at least 5,500, while the 2,900 passenger-capacity, 5th Edge-class ship is scheduled for handover one year later.

The first two vessels of the class, Oasis of the Seas and Allure of the Seas, were handed over in 2009 and 2010 by Finland's Turku shipyard (then owned by STX and now part of the Meyer Group of Germany). Chantiers de l'Atlantique went on to build the Harmony of the Seas, delivered in May 2016, and the Symphony of the Seas, delivered in March 2018, and is scheduled to complete a fifth-of-class during the spring of 2021, before laying down the newly-contracted sixth ship.

Symphony of the Seas ranked as the world's biggest cruiseship on delivery, and she and her immediate predecessor brought further gains in efficiency and speed relative to the Finnish-built pair, incorporating a changed hull form and propellers.

The added-value imprint on production at Saint-Nazaire was again exemplified towards the end of last year in the 130,000gt Celebrity Edge, giving first form to the five-ship Edge series. As befits its designation, the latest diesel-electric generation is intended to give the operator an edge in an increasingly competitive and discerning market.

Celebrity Edge introduces a cabin concept devised by Chantiers de l'Atlantique and named the Edge Stateroom and Infinite Veranda, whereby the entire living space integrates with the terrace at the touch of a button. The ship features what is described as an 'outward facing' or 'endoskeleton' design, maximising natural light and cabins with panoramic ocean views.

The yard used an analytical model during the project planning stage to help determine and validate the most effective energysaving features and systems. The sum total of the design and engineering endeavours is an indicated 20% reduction in fuel per passenger per day compared to the Celebrity's preceding, Solstice-class vessels. One important element is the specific hull

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

8 Oasis-class tonnage from SaintNazaire started with Harmony of the Seas

embraced a contract with Pemamek for automated panel profile feeding, assembly and welding stations.

In a bid to ensure the requisite skills base in specific areas, the yard opened a new training centre in March this year. L'Ecole Chantiers de l'Atlantique addresses needs as regards metal working, welding and pipefitting trades in particular.

The six-country Organisation for Joint Armament Cooperation (OCCAR) has signed a â‚Ź1.7bn (US$1.9bn) contract on behalf of the French Defence Procurement Agency (DGA) with a consortium of Chantiers de l'Atlantique and warship builder Naval Group for a new generation of logistic support vessels.

Each of the four 14,870 dwt replenishment ships will transport and transfer fuel, ammunition, spare parts and stores to France's blue-sea combat fleet.

Deliveries are due at the end of 2022, in 2025 and 2027 and at the beginning of 2029. Chantiers de l'Atlantique has the design and construction remit for the series, which will be derivatives of the Italian Navy's newbuild logistic ship Vulcano scheduled to be completed by Fincantieri in 2020. State-owned Naval Group (formerly DCNS) is responsible for the design, provision and integration of the combat, military and security systems.

Provisional plans call for fabrication of the forward hull sections to be subcontracted to Fincantieri. Naval Group will have a minimum 10% stake in the restructured French shipbuilder under Fincantieri control.

Naval Group and Fincantieri have previously cooperated on the Horizon frigate programme for the French and Italian navies.

PRODUCTION PROGRAMME — Chantiers de l'Atlantique Hull No. Newbuild F34 171,600gt cruiseship MSC Bellissima (2nd of Meraviglia-class) G34, H34, I34 3 x 177,100gt cruiseships (Meraviglia Plus-class) K34, L34, M34 3 x 130,000gt cruiseships (2nd, 3rd and 4th of Edge-class) C34, A35 2 x 231,000gt cruiseships (5th and 6th of Oasis-class) W34, X34 2 x 205,000gt cruiseships (World-class, LNG-fuelled)* 4 x 28,700gt replenishment tankers**

Photo courtesy of Celebrity Cruises

form developed by the French shipbuilder to reduce resistance in waves without compromising calm water performance. This has been achieved using a parabolic bow that is near-vertical, rather than raked, with an encapsulated bulb.

Second-of-class Celebrity Apex is due next year, with the third fourth and fifth newbuilds to follow in 2021, 2022 and 2024, respectively.

The yard has considerable experience with the largest ships, not least the 414m-long, 555,000dwt Batillus series of ultralarge crude carriers (ULCCs) turned out in the late 1970s. In the case of cruise ships, its track record includes the Queen Mary 2, which at 350m is longer than the Oasis-class.

As to further growth in size and capacity of cruise vessels, the shipbuilder considers that the challenge lies more in striking a balance between efficiency and comfort rather than in attaining greater scale. Larger ships mean an enormous amount of power on each shaftline and propeller, necessitating the most circumspect approach to design solutions that can achieve the requisite compromise between propulsive potency, efficiency and onboard comfort.

Building on its database and knowledge, and with recourse to Dutch research body MARIN's optimisation expertise and software, the yard has implemented plans to design and manufacture its own propellers.

Saint-Nazaire has ensured a high level of R&D resourcing over the years, throughout the market cycles, and this continues to strengthen its hand in key target areas. Results from the earlier Ecorizon programme, centred on energy management and environmental engineering, have been applied to a number of completed and current newbuilds, including MSC's forthcoming World-class generation. Set to be the largest vessels in MSC Cruises' fleet in 2022 and 2024, the first two 205,000gt Worldclass newbuilds will also be distinguished by LNG dual-fuel electric power and propulsion systems.

Ecorizon outcomes are also reflected in Ulysseas, an innovative concept of ultra-luxury or expedition-type cruiseship for 200 passengers. In a further initiative directed at this sector, Chantiers de l'Atlantique has teamed with operator Ponant Cruises to investigate and implement solid sail technology. Made of fibreglass, carbon and epoxy-resin panels in a carbon-slat framework, the revolutionary Solid Sail solution has been devised to offer more efficient sail propulsion. 50%-scale prototypes have been fitted to a Ponant vessel for one year's testing.

The major research endeavour under way at Saint-Nazaire is known as Smart Yard 2020, which began in 2016 and is due to be completed next year. The project has a budget of EUR100m (US$116m) and is focused on yielding design and performance benefits for cruiseship owners.

An upscaling of throughput capability was effected in November 2018, with the completion of a 30% enlargement of the yard's pre-assembly area, and a corresponding extension of the rails of the 1,400t gantry crane. The EUR16m (US$18m) scheme enables simultaneous fabrication of up to 22 blocks, compared to 16 previously, to meet the yard's rising workload.

Last year's investment in production wherewithal also

Photo courtesy of Royal Caribbean

SHIPYARD REPORT

Owner MSC Cruises MSC Cruises Celebrity Cruises Royal Caribbean MSC Cruises French Navy

8 The Chantiers de l'Atlantiquedeveloped hull form has a signal influence on the efficiency gain achieved with the 2018-built Celebrity Edge

Delivery 27 February 2019 Oct 2019, 2020, 2023 2020. 2021, 2022 Spring 2021, Autumn 2023 2022, 2024 End 2022-2029

*plus options on 3rd and 4th of World-class for MSC Cruises, deliveries 2025-2026; **joint contract with Naval Group, ship construction by Chantiers de l'Atlantique.

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APRIL 2019 | 13

TWO-STROKE ENGINES

THE TIME FOR ACTION ON IMO 2020 IS NOW MAN Energy Solutions' Head of Two-Stroke offers a wide-ranging look at the near and medium term challenges for the industry

THE TIME FOR ACTION IS NOW Turning to the implementation of the IMO's global sulphur cap, Foldager forcefully expressed the view that the time for discussing the changes had passed.

“The time for planning and strategizing about the change has passed. The time for action is now,” Foldager said. “This is a major change that will affect all shipowners globally.”

MAN Energy Solutions has played a leading role in helping to inform the market, whether that is participating in conferences, hosting seminars, or through traditional communication channels, such as service letters or technical documentation.

“We have stressed the need for shipowners to prepare their fuel tanks ahead of the switchover date, and to prepare implementation plans, and are providing guidance on how to operate engines optimally.” Such changes include recommendations for upgrading piston rings, such as the new CERMET service packs, and ensuring that cylinder lube oils are matched to the ship's fuel.

MAN Energy Solutions is also offering products to ensure that shipowners can protect themselves from the risk of Cat fines affecting the operation of their engines. The engine designer has introduced a new product, called CATGuard, which detects the presence of cat fines in a fuel.

“The product was launched recently and the first installations on vessels have been completed”, Foldager said.

A FIRST GREEN STEP But Foldager noted that the introduction of the global sulphur cap was more than just a logistical inconvenience for shipowners, insisting that it should be seen as a source of pride for the industry.

“The introduction of the global sulphur cap is a major step that shows that shipping is determined to remain the most environmentally friendly way of transporting goods”.

Foldager, who began his career with A.P. Moller Maersk, is clear that there will only be one winner in any environmental (or economic) comparison between seaborne transportation of freight and other modes of transportation. “It isn't air freight,” Foldager said drily.

Similarly, a low speed engine with direct transmission remains the most efficient method of propelling a ship. “The internal combustion engine will remain the most efficient way of propelling large merchant ships,” Foldager said.

14 | APRIL 2019

Credit: MAN/Tote Inc

Bjarne Foldager, Senior Vice President and Head of Two Stroke at engine designer MAN Energy Solutions, identified the introduction of the IMO's Sulphur Cap in January 2020 as the most pressing short-term target for engine manufacturers and the shipping industry more widely when he took office in January 2019.

In a telephone interview with The Motorship in April, Foldager also identified two other longer-term processes which will have profound changes on the shipping industry: the IMO's decarbonisation agenda, and the transformative effects of digitalisation.

However, he noted that technological advances as well as the economic impact of the introduction of the global sulphur cap were likely to lead to some changes in how ships optimise energy consumption.

“With the cost of energy likely to increase, this will lead to some solutions that are not currently viable becoming more widespread,” Foldager anticipated, citing waste heat recovery systems, PTO generation, and a potential expansion of battery hybridisation for auxiliary engines into the deep sea market as areas to watch.

“Our job is to come up with the best job for the consumer, so we may start to offer more comprehensive systems to optimise the overall performance of the vessel,” Foldager ventured.

But for large merchant vessels, the main choice is likely to centre on which fuel you choose to combust in your internal combustion engine.

LNG AND EGCS SYSTEMS Turning to LNG and alternative fuels, Foldager noted that this has been a focus for MAN Energy Solutions in recent years, and the engine designer now includes LNG, LPG, ethane and methanol among fuels that can be used by its engines.

The engine designer's dual-fuel engines have accumulated extensive operational experience since the first dual-fuel LNG engine entered service in 2015.

“We exceeded 500,000 running hours on our dual-fuel engines at the beginning of April,” Foldager noted.

The steady increase in the number of LNG fuelled vessels means that the journey towards a lower emission target has started. Yet, the pace of adoption of LNG remains comparatively slow, and fewer than 700 vessels will be LNG-fuelled by 2020.

“For the overwhelming majority of shipowners, the choice for compliance with the global sulphur cap is a choice between very low sulphur fuel oil or installing exhaust gas cleaning systems.”

8 The engine designer's dual-fuel engines have accumulated over 500,000 hours of operational experience since the first dual-fuel LNG engine entered service aboard Tote’s Isla Bella in 2015

8 Bjarne Foldager said the introduction of the global sulphur cap should be seen as a source of pride for the maritime industry

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TWO-STROKE ENGINES

16 | APRIL 2019

8 Since its first dual-fuel engine in 2015, MAN Energy Solutions has added LPG, ethane and methanol to the fuels that can be used by its engines

Credit: MAN Energy Solutions

R&D AND DIGITALISATION Foldager noted that one of the challenges for MAN Energy Solutions was the sheer range of potential research areas. One of the solutions adopted by the engine designer was a partnership model, which involved close collaboration with other stakeholders.

“We have to work with other partners when we decide which technologies to research. Taking ammonia as an example, we are working with ammonia manufacturers, ship owners, classification societies and equipment manufacturers with ammonia expertise.”

Turning to the company's research priorities, Foldager noted that the company was doubling its test engine capacity at its research and development centre in Copenhagen, with a second 4T50MEX 500mm bore four-cylinder test engine set to enter service in 2019.

The second engine will significantly increase MAN Energy Solutions' research capability and further bring forward development of decarbonisation technologies and dual fuel environmentally-friendly engines.

MAN Energy Solutions is focusing on developing its remote engine control functions. The development of integrated remote control will allow engineers to access data on engine performance remotely and in real time.

This will pave the way for the development and rollout of advanced analytic services, including predictive maintenance services. Further ahead, it will permit Big Data services, such as pattern analytics, which will feed through to improvements in engine operations.

However, Foldager identified common data reporting

standards, owner acceptance of data sharing and on a practical level, the introduction of connections to existing and new engines are near term barriers to the development of these digitalisation services. The last of these is already being addressed.

“We expect all new engines to be fitted with connections to permit engine data to be accessed by the ship operator's fleet management centre or by us, if we are given access. And we are working on a solution to connect existing engines,” Foldager noted.

As far as common standards were concerned, Foldager stressed again that there was a need for partnerships. “When we enter into uncharted waters, there is a case for working with partners from outside the industry,” Foldager concluded.

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TWO-STROKE ENGINES

POISED FOR TAKE OFF PTO’S TIME HAS COME

Image: Hans Hillewaert CC BY-SA 4.0 (Elly Maersk)

There are potential advantages from dropping a cargo ship's auxiliary loads onto the main engine: benefits that reach far beyond fuel savings

Three innovation leaders agree that a power take-off (PTO) solution stands to lower maintenance costs, lengthen the duty cycle and potentially minimise the - sometimes painful - impact of clean-up tech.

A recently released paper by MAN ES centres on a midsized, 11,000 teu containership engaged in a 22 knot, 40-day, 18,000nm circuit punctuated by six, 28hr-average port stays.

The baseline dual-fuel configuration has a 6,500m3 membrane gas tank sized for a single bunker stop per trip, and a main 8G95ME-GI engine that provides 43.7MW of propulsive power at 76.9rpm (although a GI Mk2 could be substituted). Normally the hotel loads are supplied by four, 3MW gensets.

Introducing a shaft generator significantly alters the picture.

“For this particular case, we looked at taking 2.4MW on average from a PTO instead of from the auxiliaries,” says Nikolaos Kourtidis of MAN ES. He explains the overall demand is for 4MW during the main sailing leg which would usually be adequately supported by the PTO in combination with a single auxiliary (demand drops to 1.8MW during the comparatively short port stays). It's a fairly substantial reduction: according to MAN ES' calculation, the gensets' consumption during transit goes from 26% to 12%.

They are not the only propulsion providers coming to similar conclusions. Stefan Goranov of WinGD sees great potential for putting the two-stroke - already shaped for reliable, effective fuel-flexibility - where it should be, “at the heart of the vessel's power systems”.

Of course, the installation needs to determine the best balance between the scale of the PTO and the necessary auxiliary installation, but as Goranov explains, the average dualfuel four-stroke efficiency at full load is lower than a two-stroke, which can get close to 53%. He adds the effect will be more pronounced at low, partial loads: “The specific fuel consumption curve for four-stroke engines rises more steeply at reduced loads, while the line for two-strokes is much flatter along the whole load range.” Therefore, using devices like these will “optimise efficiency, especially in transient conditions” he

18 | APRIL 2019

8 A PTO/PTI configuration for cargo vessels promises to substantially raise overall efficiency

says, while pointing out that “obviously, at sea the main engine is in operation anyway”.

Anders Hansson of DNV GL says the PTO/PTI idea has been kicking around for a while. “However, over the last few years the technology has become better and better as permanent magnet motor-generators and frequency converters have become more available on the market,” he explains.

All agree there's a clear fuel saving: MAN ES' particular study predicts “an overall 6.5% increase in total efficiency”, that is a 2,410t expenditure per round trip as opposed to the previous 2,575t per round trip “and that's derived without additional engine optimisation which we can usually add on top”, says Kourtidis.

However, while fuel may be the most obvious focus, Hansson says: “Switching off the auxiliaries will reduce their running time - that's quite a significant amount of money as it's governed by hours, not the amount of electricity produced.”

But savings also accrue from lower build costs or a more flexible operation.

“You could lower the capacity of the gas tank,” says Kourtidis.

“For this specific case, it results in a potential drop from 6,300m3 down to 5,950m3, a saving of 350m3: useful if the installation area is limited or you want to maximise container cargo.”

Further, the smaller tank size results in lower BOG: “In fact, we identified a boil-off rate of 0.36% per day; this system can easily cope with that amount.”

There is an alternative approach: “You could retain the tank size and lengthen the time between bunkering stops,” he says, potentially extending the rotation by a quarter. He adds: “Longer endurance - that's good for the new, post-2020 reality.”

COMPLIANCE BENEFITS Hansson explains that a ship retrofitting a ballast water treatment system or scrubbers could find the new demand outstrips present supply. However, he points out that replacing or installing additional auxiliary generators to cover the load demand might be costly: “Rather than introducing yet more auxiliaries to run these new environmental systems, it's

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TWO-STROKE ENGINES

IN, AS WELL AS OUT There are yet more benefits when the technology can work in both directions, with a power-take-in, PTI element.

For example, it could help prevent some of the other issues that been compounded by eco-legislation. “Two-stroke engines almost always have a barred speed range (BSR) typically in the lower speed range of the engine rpm - where the engine firing frequency coincides with the torsional resonance of the shaft system and can result in accumulating shaft fatigue. A quick acceleration through the BSR is needed and usually required by class for this reason,” says Hanssen.

Unfortunately, he explains that it has become more difficult with the tendency to lower the EEDI number by increasing the propeller diameter and reducing the engine size. However, he says: “A PTI that provides the propeller shaft extra power from the auxiliaries - maybe coupled with a battery - could help the engine to quickly push through this area of harmful resonance.”

There's also another innovative possibility: using the PTO/PTI alongside a waste heat recovery system (WHRS). During transit, thermal energy harvested from the engine exhaust, jacket or other cooling systems can be utilised to power a steam turbine or an organic Rankine cycle generator: on a cargo carrier this can be enough to keep the electrical power ticking along nicely throughout the journey without the need for the auxiliaries,” says, Hansson, though he notes that “a battery might be required to cover short peak loads”.

However, there's a reason to consider linking this technology to a PTO/PTI: given a high enough harvest, it's plausible to feed the WHRS energy straight into the main shaft to assist propulsion as well as hotel load. This configuration also means that if the ship slows down and the WHRS output drops, the PTI-motor would simply switch over into a PTO-generator to support the onboard demand, says Hansson.

MORE WITH BATTERIES Combining the solution with energy storage might also broaden the application says Goranov: “Pair the PTI with batteries and it will be useful for certain operational modes, such as shaving peak loads and boosting the main engine when required, for example on ice class vessels, and even electric manoeuvring in harbour. ” He adds that it could also be used to iron out the electrical demands that arise from dynamic positioning applications on, for example shuttle tankers that utilise DP for station keeping during loading or unloading operations.

Hansson adds: “A shaft generator, coupled with a battery, may reduce the problems some older dual-fuel engines have staying in gas operation during, for example, severe weather where the load fluctuations can reach from zero to 100%.”

However, it's still not plausible to ditch a cargo ship's auxiliary power entirely in favour of a PTO/PTI and battery combination.

Hansson points out: “A system that could cover harbour manoeuvres on batteries alone would have to be very large,

20 | APRIL 2019

Image: WinGD

worthwhile finding out if a PTO could provide a better answer,” he says.

Further, scrubbers for auxiliary engines to allow operation on high sulfur fuel “do increase fuel consumption while tending to reduce the available auxiliary power, at least to some extent,” says Hansson. Given this, he says an alternative approach might be to use a scrubber on the main engine while retaining MGO operation for the auxiliaries, “and using a PTO to reduce their running hours and fuel consumption - MGO operation will lead to lower maintenance costs too”, he says.

Kourtidis outlines another option: since the PTO tended to stabilise the electrical load on the gensets “in our study we found that two of the four gensets could also be dual fuel”.

8 A PTO/PTI device on the shaft puts the main two-stroke engine where it should be, "at the heart of the vessel's power systems"

and that's quite expensive without adding any advantage during the main transits.” Factor in conversion losses and the comparatively small fuel consumption “and you are probably better off using the auxiliaries,” he concludes.

TECHNOLOGY There are a few points to note about the technology behind the development.

Both Goranov and Hansson say that permanent magnet (PM) generators are a step up from induction machines and there's good reason to consider them.

To start with, while a synchronous generator could be directly linked to the shaft this may well increase the scale of the installation. Instead, a typical solution tends to utilise a smaller generator with tunnel-gear coupling to raise the speed.

However, this loses a couple of efficiency points and has an inherent vulnerability to torsional vibration.

Instead, a PM motor uses magnets, rather relying on electrical excitation to generate a magnetic field. They have higher power density and lower rotor weight “and you get a constant power output and higher efficiency over a wide engine speed range”, says Goranov. He adds that though more expensive “they're far simpler and have fewer failure points”.

To allow for the variability of the main engine speed, both synchronous and PM motors need a frequency converter to interface with the grid. This is another large, expensive item but there's some flexibility. A long transit, relatively well-defined rpm-range and a PM shaft generator allows the electrical grid to operate with a floating frequency, says Hansson. The resulting installation requires a smaller converter, reducing costs.

CONSTRAINTS So, what about the challenges?

Firstly, MAN ES' paper doesn't deal with retrofits and Goranov is clear that he believes the technology needs to be incorporated at build. But even at design stage, there are choices to be made when it comes to space, for example, a PM solution requires less room than a traditional installation.

There are, he says, two areas it can be installed: directly on the engine's non-driven end or on the intermediate shaft,

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although Goranov explains that applying it to the latter requires a dedicated foundation and is more demanding when it comes to alignment.

The shaft is (quite literally) central: Hansson points out the generator “will need some internal, radial clearance to account for deflections... whether that's the bending moment from the propeller or whirling effects”. As the efficiency of a PM-unit increases as the air-gap reduces, this can be challenging, he says: “You might end up with interference between dynamic and static parts of the PTO/PTI, due to deflection or dynamic resonances.”

There's also the physical stress: “You are adding a lot of mass... maybe one-third again,” explains Hansson: “This might be a challenge, as it could change the torsional vibration.” He adds it also introduces further considerations: “Adding a generator means the bearings closer to the PTO/PTI may need to be redesigned to be capable of carrying the extra load.”

But what happens if things go wrong? “We always need to assess the potential risks and counter-measures. If there's some block or a short circuit on a PM generator, it might prevent the shaft line from rotating, which would challenge the propulsion,” says Hansson. While some existing solutions require crew intervention, he notes “these have to be executed within a relatively short time, without disengaging the connection between engine and propeller”.

Finally, all agree that implementation costs will be what make or break the deal. Still, Hansson says: “The investment might look frightening at first, but the saving potential for fuel, reduced maintenance and other benefits are really quite large.”

Image: The Switch

TWO-STROKE ENGINES

8 Permanent Magnet (PM) generators are much more compact with higher efficiency

Kourtidis underlines the business case depends on a number of factors “but the argument becomes very convincing when big auxiliaries for large cranes or reefers are combined with a relatively low hotel load”. He says that given the right application “payback could be inside a couple of years”.

However, for those intrigued by the possibilities, MAN ES's research could almost be used as a cookbook with a little flavouring of choice. Although Hansson underlines that each vessel “has its unique operational profile and energy demand” necessitating a case-by-case evaluation, Kourtidis says: “The same configuration can embrace small changes, or you could scale up. This concept could accommodate 22,000 teu vessels; the principle is the same.” So, it's possible to take the methodology “and size the system for your own values”.

He concludes: “We are thinking about extending this to other ship types, for example, an oil carrier, a VLCC and a product tanker. We're still investigating, but it's the same philosophy.”

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APRIL 2019 | 21

TWO-STROKE ENGINES

UPGRADED TWO-STROKE SERIES FROM MAN MAN Energy Solutions has unveiled Mark 10 versions of its G-type 800mm- and 600mm-bore engines, designated the G80ME-C10.5 and the G60ME-C10.5, respectively, writes David Tinsley

Image: MAN Energy Solutions

8 MAN's new G80ME-C10.5 employs the full, simplified Mark 10 design platform (left) as embodied in the G90 engine

The company said that the engines will be ready for the newbuild market and its anticipated pick-up after 2020, “when the fuel oil situation is expected to be more clear, and the Energy Efficiency Design Index(EEDI) will require lower CO2 emissions�.

The new iteration of the G80 utilises the full Mark 10 design platform previously introduced with the G90ME-C10.5. The main result will be an advance in power density and efficiency. In the case of a seven-cylinder model, the weight reduction will be approximately 5%, and the specific fuel oil consumption(SFOC) will be lessened by 2g/kWh over the whole load range.

The reduced weight is attributable to the reduced cylinder distance enabled by the flexrod-type connecting rod, the flexible main bearing support, and the optimised cylinder frame. To cater for the increased maximum pressure, the G90ME-C10.5 incorporates the latest design of combustion chamber components adopted from the G95ME-C10.5, the most potent engine in MAN's low-speed offering.

For a VLCC where a seven-cylinder G80ME-C10.5 has been nominated as the propulsion installation, and at a specified maximum continuous rating(SMCR) of 22,500kW, MAN calculates that the daily consumption at 100% load will be 86.3t, compared with 87.4t for the engine in its Mark 9 layout(G80MEC9.5). Pre-supposing a US$500 per tonne price tag for 0.5% very

22 | APRIL 2019

low sulphur fuel oil(VLSFO), this would translate into a US$531 per day fuel cost saving.

Depending on load and tuning solution, the G60ME-C10.5 will have a reduced SFOC of between 2.6 and 3.6g/kWh. The design is largely similar to the existing G60ME-C9.5, with the same outline, footprint, cylinder distance, and height of structural parts, so as to minimise the necessary changes in production and for ship installation. However, the uprated combustion pressures necessitate a review of the material, structure, and dimensions of moving parts and bearings as well as of the combustion chamber elements.

For a 2,500TEU intra-regional container vessel, where a sixcylinder G60ME-C10.5 main engine has been specified at an MCR of 12,400kW, MAN indicates a 42.2t/day daily fuel oil consumption at 90% load, as opposed to 43t/day for the Mark 9 version. This would suggest a US$410 daily saving on the basis of 0.5% VLSFO priced at US$500/tonne.

The first three models of the Mark 10 generation were announced in September 2016, as the G90ME-C10, S60MEC10, and S70ME-C10 types, and were followed by the G95ME-C10. In each case, the latest variants have the C10.5 suffix. From the outset, the declared intention was to eventually upgrade all S- and G-engines to the Mark 10 platform.

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

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THRUSTERS & PROPULSORS

KONGSBERG SIGNS “POWER-AS-SERVICE” DEAL Technology company Kongsberg has signed a long-term “Power-by-the-Hour” service agreement with coastal cruise operator Havila Kystruten The ten-year NOK150 million (USD17.6m) contract will cover four new coastal cruise vessels that are currently under construction.

“It's extremely important for Havila Kystruten to operate our new fleet with as little downtime as possible due to service requirements or equipment failure. Power-by-the-Hour is a tool made possible in the age of digitalisation, and we are looking forward to experiencing its benefits,” says Per Sævik, Chairman of Havila Kystruten.

‘‘

Power-by-the-Hour harnesses the power of “big data”. The system enables us to offer ships better and more comprehensive service agreements than before First sold to cargo operator NorLines in 2017, Power-by-theHour allows operators to pay for service, returning the responsibility for service planning and performance back to the equipment's supplier, Kongsberg Maritime. The customer pays a fixed charge per hour of operation, per ship. Kongsberg Maritime monitors the equipment aboard each vessel from on shore, collecting data from onboard sensors. Kongsberg's engineers will be able to connect to the ship and carry out service activities remotely or, if necessary, send out a service engineer to do the job. The agreement also covers planned maintenance, while day-to-day maintenance aboard ship will be carried out by the shipping company itself.

“Power-by-the-Hour harnesses the power of “big data”. The system enables us to offer ships better and more comprehensive service agreements than before,” says Egil Haugsdal, President, Kongsberg Maritime.

From January 2021, Havila Kystruten will operate four passenger ships on the coastal route between Bergen in western Norway, and Kirkenes in northern Norway. The ships will be equipped with a large equipment package from Kongsberg Maritime, including main propulsion thrusters of type Azipull with Permanent Magnet (PM) drive motors, PM tunnel thrusters, and stabilisers. Kongsberg also delivers the ships' LNG systems, which include four Rolls-Royce Bergen gas engines.

8 The four Ro-Pax cruise ferries are being built by Spain's Astillero Hijos de J. Barreras shipyard and Turkey's Tersan yard and are scheduled for delivery in the second half of 2020

German manufacturer of marine propulsion systems, Schottel, is presenting its new pump jet type SPJ 30, a shallow water thruster suitable for a wide range of vessel types such as passenger vessels, ferries, work vessels and freighters.

Available in the power class up to 150 kW, the azimuth thruster's efficiency has been enhanced using computational fluid dynamics and is suitable for both newbuildings and modernisations.

The above-water gearboxes are available as Z and L variants and diesel engines, electric or hydraulic motors can be used as power sources.

24 | APRIL 2019

REDUCED RISK OF DAMAGE Because the pump jet is installed flush with the hull of the vessel, the vessel's resistance is not increased and the risk of collision with flotsam is reduced. Further protection against damage is provided by the protective grille on the inlet making the thruster ideal for use in shallow waters. Optional elastic mounting reduces noise levels and vibrations.

The pump jet has a power range from 50 to 3500 kW and supplies full thrust at a minimum immersion of 150 to 750mm, depending on the specific model.

The new SPJ 30 will be available from the end of the year.

Photo: Schottel

Schottel launches new shallow water thruster

8 Schottel has launched a new shallow water thruster

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

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THRUSTERS & PROPULSORS

PANDA PRODUCING MORE POWERFUL PODS Fischer Panda has extended its product range to include high voltage propulsion systems offering powers up to 100kW writes Dag Pike The new pods are in compact units that can be fitted to the vessel as inboard motors or as fixed or azimuthing pod drives.

These Fischer Panda high-voltage and higher power propulsion systems are based on their EasyBox concept which covers the complete installation and all its components thus simplifying the work for installers. It also ensures that all the components of the system are compatible and come from a one source supply thus ensuring reliability.

Fischer Panda, who claims to be the only manufacturer that offers electric propulsion up to 20 kW power and 320 Nm torque for low voltage operation has extended its product range to include these new high voltage systems that provide up to 100 kW mechanical power. The EasyBox concept is Plug & Play, which makes the installation of an electric propulsion system easy, safe, reliable and cost effective. The use of this system has been extended to the new more powerful electric motor installations which will operate at 400V DC. The advantage of the higher voltage systems is that it allows the components of the system to be reduced in size. By operating the system at 400 volts both the motors and their connecting components can have reduced dimensions compared with low voltage systems. This also applies to the wiring of the installation where smaller gauge wiring can carry the same power and this makes the installation simpler and easier to put together.

However this higher voltage does come with some risk and the installation has to be carried out to the highest standards with no exposed terminals and it has to be fully protected from water.

Fischer Panda claims that the EasyBox system can ensure the right level of safety and security to meet these high standards.

With the extended power range up to 100 kW at 400V DC, Fischer Panda can meet the demands for electric propulsion for a wide variety of commercial vessels such as ferries, commercial workboats and harbour craft. The propulsion units can be installed in a variety of ways to meet the vessel requirements with the same design of drive unit being suitable for installation

8 Fischer Panda has extended the power range of its propulsion systems up to 100kW at 400V DC

as a convention shaft drive system as well as being used as an external pod drive in both fixed and azimuthing form.

The motor units can also be installed as a parallel electric drive in combination with an internal combustion engine. Here the electric motor is connected to the shaft line so that it can provide an alternative quiet method of propulsion with power from batteries or it can be used to supplement the power of the internal combustion engine. For larger craft two of the electric motors can also be attached to one drive shaft in parallel using a gear-box.

When the electric motor units are to be used as a pod drive for installation outside the hull these can be fixed units performing a similar function to a shaft drive system but the most likely choice will be for the pods to be used in conjunction with an azimuthing drive. Whilst Fischer Panda does not supply the full azimuthing drive system or controls the attachment point for mounting the motor are designed to facilitate this. A simple installation would see the electric motors mounted in place of the rudder in single or twin form with thrust direction controlled by the steering gear.

ABB has inked a deal with Shanghai Waigaoqiao Shipbuilding Co. (SWS) to supply a power and propulsion package for China's first domestically built cruise ship.

Under the terms of the contract, ABB will supply an integrated package, including two Azipod steerable propulsion systems to China's first ever domestically built cruise ship.

The 323-metre vessel, due for delivery in 2023, can accommodate 5,000 passengers and is designed to meet requirements of Chinese cruise passengers.

The integrated package includes two Azipod units, which reduce fuel consumption by up to 15 percent, and lower

26 | APRIL 2019

Credit: ABB

ABB to power first Chinese-built cruise ship

8 An Azipod propulsion unit installed on a cruise vessel

noise and vibration. The Azipod's drive motor is located in a submerged pod below the hull of the ship.

The package also includes a complete electric power plant concept with electricity generators, main switchboards, distribution transformers and a propulsion control system for moving the Azipod units from the bridge.

The Azipod units can be fully integrated with the electric power plant and propulsion control system for optimal energy efficiency.

The digital system includes remote diagnostics capabilities, which enable connectivity to ABB Ability™ Collaborative Operation Centers. Overall, ABB's technology will boost the performance of the ship while increasing passenger comfort, fuel efficiency and lowering emissions.

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

EMISSIONS ABATEMENT

CHARTING A PATH TO COMPLIANCE: LR’S CO2 VERIFIER LR's Product Manager for In-Life Services, Richard McLoughlin, discusses the first year of operation of LR's portal - CO2 Verifier - and the challenges of ensuring compliance

EARLY ADOPTER LR was in the first wave of classification societies responding to future demands for fuel consumption reporting and verification of CO2 emissions reporting.

Having identified the industry's need for a solution, LR developed a viable scalable solution, using its Innovation and Co-creation model and in-house expertise, and launched LR's CO2 Verifier in June 2018 at Posidonia, Greece.

The solution has expanded rapidly, and currently over 4,000 ships use LR's CO2 Verifier solution. Around 40 percent of the vessels using CO2 Verifier are classed by LR and the profile of users ranges from single vessels up to fleet management scale solutions for 100-vessel fleets, where the solution has been used to replace an existing large document storage system.

“The main advantages for our customers is that the system is simple to use and offers flexibility in terms of access rights whether you want to empower crew members onboard vessels to upload documents or enable fleet managers or environmental compliance managers - whilst the app gives administrators the opportunity to see the status of submissions and to access delivery teams” McLoughlin noted.

The IMO-DCS reports generated by the CO2 Verifier are reviewed by LR before a statement of compliance is generated.

As the review process is a manual process, this ensures the independent appraisal of the accuracy of the data submitted.

ENSURING A PROPER HANDOVER While the regulations themselves are clear, vessel owners may be exposed to findings of non-compliance in Port State Control or Flag State inspections if they do not have access to complete data, particularly where a vessel has changed hands within the current reporting period.

“When vessels change hands, we would advise shipowners to ensure that they get access to historical fuel consumption data from the previous owner and receive assurances that the previous owner will submit data for independent verification to cover the period of time in which they operated the vessel.”

McLoughlin warned. It is clear that for IMO DCS, the owner or operator at the time is responsible, and for EU MRV the owner/operator at the end of the year is responsible.

EVOLVING REGULATIONS There are a number of other areas of reporting regulations that LR is following closely. “China has introduced its own reporting requirements and that is something that we are looking closely

Credit: LR

It is a timely moment to look at options for ensuring compliance. The requirement for reporting CO2 emissions data for the EU's monitoring, reporting and verification (MRV) scheme takes effect from 30 April 2019, and for IMO's data collection system (DCS) the Statement of Compliance will be due on 31 May 2020. Shortly after that, the deadline for the IMO to receive all of 2019's DCS fuel consumption data from flag administrations or their recognised organisations will occur on 30 June 2020.

at,” McLoughlin said, adding that other states may also introduce stand-alone requirements.

McLoughlin is sympathetic towards ship operators who find the proliferation of competing reporting standards burdensome.

The CO2 Verifier helps shipowners and operators to generate separate outputs for submission to the different schemes, recognising that the consideration of cargo carried, and more broadly voyage based activities and “at berth” activities for EUMRV regulations differs from the periodic activities required under the IMO DCS scheme.

“We think that the DCS system is here to stay for at least the medium term, while we will have to see how the IMO wants to develop the reporting system”, McLoughlin noted, but added that there have been some discussions towards common definitions between the DCS and MRV systems.

DIGITALISATION AND SELF-SERVICE However, looking further afield, there is little sign that the situation will simplify over the medium term. One of the advantages of the CO2 Verifier system is that it represents a scalable solution that could be extended to cover other reporting requirements that also require independent verification.

It is a key way-marker on LR's journey towards a more digitalised future.

“We regard the CO2 Verifier portal as a part of our existing service delivery, and think it is an important step on the path towards offering our customers greater integration and selfservice opportunities,” McLoughlin said, adding that the classification society was continually examining other areas for innovation to ensure that LR remains as relevant to its clients in the future as in the past.

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

8 The CO2 Verifier helps shipowners and operators to generate separate outputs for submission to the EU-MRV and IMO DCS schemes

8 LR's Product Manager for In-Life Services, Richard McLoughlin, notes that two deadlines of CO2 emissions are approaching

APRIL 2019 | 27

EMISSIONS ABATEMENT

THE REAL EGCS BOTTLENECK IS INDECISION Ecospray's Managing Director, Emanuele Gariboldi, notes that early EGCS decisions will mitigate supply chain tightness and short installation crew availability "At this time of unprecedented demand, the EGCS market is being affected by supply tightness but the only real bottleneck is indecision," said Mr. Emanuele Gariboldi, Managing Director of Ecospray Technologies, the Lombardybased exhaust gas cleaning system (EGCS) supplier. As the window for ordering EGCS systems for installation before the beginning of 2020 begins to close, Emanuele Gariboldi said shipowners need to take decisions around installation.

INSTALLATION BOTTLENECKS Emanuele Gariboldi noted that a long-anticipated installation squeeze was occurring, and that the number of qualified and experienced installation firms was lower than EGCS availability from EGCS supplier.

Given the range of installation solutions available to shipowners, including drydock, wetdock, in-service and in stages, it is not entirely accurate to describe the shortage of installation firms or shipyards as a bottleneck. EGCS system availability is also tighter than previously but systems are available. “A number of reputable EGCS makers can still deliver systems in late 2019 and early 2020, including Ecospray”, Emanuele Gariboldi added.

“The main bottleneck is the need and the will to make timely choices and move decisively toward execution,” Emanuele Gariboldi said. A traditional approach, where a clear scope of work is prepared, a tender is issued and bids are evaluated, might deliver CAPEX savings in installation costs, but risked leading to higher OPEX costs in the short term if delays to installations led to higher fuel costs.

The performance record of an EGCS system should also be considered as lower utilisation would also push up OPEX over time. “Shipowners should consider the ability of an EGCS supplier to ensure its systems run as close to 100% as possible”.

SUPPLY CHAIN PRESSURES Emanuele Gariboldi noted that the current surge in orders for EGCS installations in general, and for retrofits in particular, which currently account for around 80% of Ecospray's sales, was creating pressures in the supply chain across the EGCS industry.

“We expect that the situation will worsen in the second part of 2019, before it improves at the beginning of 2020, where some operators will realize that 1 January 2020 is a date with great value as a target, but early 2020 is also not bad.”

Ecospray, as a long-established supplier, had anticipated the surge in orders and had been “quite proactive” in securing supply of most key inputs. “We do not expect to see major delays in our scheduled deliveries, but we have seen some slower deliveries”.

A MARKET LEADER Ecospray was an early entrant into the EGCS market and sold its first systems in 2012. Its current product range includes both open-loop, closed-loop and hybrid systems, as well as SCR systems.

The company has subsequently established a leading commercial position within the EGCS market, and forms one of

28 | APRIL 2019

the four largest established suppliers to the market, according to recent data from DNV GL's Alternative Fuels Insight platform.

Emanuele Gariboldi noted Ecospray has one of the largest portfolios of registered installations but cautioned public data conflated past sales, current deliveries, and future orders booked for delivery in future years.

When asked about the company's current order book, Emanuele Gariboldi would describe it only as “healthy” with a pipeline of orders into 2020 but added that commercial ships represent the majority of the company's sales at present. “Until 2017 cruise ships accounted for a large portion of our references, but they now represent a relatively smaller portion of our sales,” Emanuele Gariboldi added.

SIMPLE DESIGN, EASE OF OPERATION Ecospray's strength in the cruise market reflected the particularly compact design of EcoSpray's systems. “This is particularly useful in a retrofit situation and even more so on a cruise ship or on a ferry, where space is often extremely limited.”

A particular advantage for cruise ships was that Ecospray installations often did not require any funnel modifications.

Ecospray's systems also benefited from simplicity of design and operation, reflected in the operational experience accumulated over “hundreds of thousands of hours of operations since 2012”. “Our current and future customers are benefiting from this experience and report resilience of our systems even under extreme conditions. They often remark how the simplicity of the system makes it easy to operate and, in view of the January 2020 deadline, simplicity and training are expected to maximize usage rate.”

R&D EXCELLENCE The company has a strong commitment to research and development, employing over 50 engineers. The company also holds 10 patents related to its research in scrubbers, which includes its proprietary highly efficient water spray nozzles.

A second unique aspect of its installations is its proprietary non-clogging centrifugal demister, which reduces corrosive effects of acidic water carryover in the funnel.

Ecospray also uses corrosion-resistant alloys to minimise corrosion effects in the exhaust pipe, the discharge pipe and the wash water piping system.

However, the company also engages with 3rd parties to expand its product range. One recent example includes the introduction of emissions monitoring systems from long standing collaborator ABB in recent installation projects since mid-2018.

8 “The main bottleneck is the need and the will to make timely choices and move decisively toward execution”, says Emanuele Gariboldi

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

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EMISSIONS ABATEMENT

LOOKING BEYOND 2020 TO SWERVE RISKS Shipowners must look beyond compliance ahead of 2020 or risk costly engine damage, writes Ole Skatka Jensen, CEO, Auramarine

8 Auramarine provides reviews of fuel supply systems measuring and reporting capabilities, comparing the benefits of volumetric flow meters with mass flow meters

The implementation of the global sulphur cap in 2020 is the most impactful event to happen in the shipping industry for decades; arguably since the switch from coal powered engines to oil, although a case can be made for the introduction of double hulls for tankers. And time is fast running out. The requirement to determine the most appropriate compliance solution is putting unprecedented pressure on owners and operators. Scrubbers and LNG require significant upfront capital expenditure, distillates risk sending fuel bills through the roof, and there is real concern over the properties and quality of distillate hybrid products that are coming onto the market, and the potential negative impact that they may have on engines.

In the lead up to 1st January 2020, an already-complex marine fuel supply chain will become further complicated by an array of blended fuels, multiple fuel grades, for example Heavy Fuel Oil (HFO) for scrubbing, Very Low Sulphur Fuel Oil (VLSFO), and distillates, and new fuels such as LNG, biofuels and methanol. There is likely to be a polarisation of low sulphur and high sulphur fuels as oil with sulphur residues of <2% are blended down and HFO may be more concentrated depending on the refinery. This has the potential to create challenges for shipowners, not just in choosing their compliance options, but also in protecting the operational efficiency, integrity and profitability of their operations.

In truth, assessing and choosing their compliance solution is only the first hurdle to overcome when looking towards 2020.

From January 2020, what happens when the fuel goes into the vessel's engine could be even more significant.

30 | APRIL 2019

2018 was a huge year for quality issues in shipping. Starting in Panama in February last year, contamination issues spread to Texas and Houston, where over several months' quality problems continued to be reported in the Gulf Coast, before spreading to Curacao and then onto Singapore and Asia. If there was genuine concern then, this has been significantly ramped up in relation to the product formulation, quality and stability of distillate hybrid blends, and the potential impact that they could have on the operation of vessels in a post-2020 world.

On top of this owners and operators have also had issues in existing Emissions Control Areas (ECAs) in relation to switching from heavy fuel oil to compliant products with further reports of engine damage and downtime.

CRITICAL CONCERN When switching fuels, challenges arise when different fuels are present in the same pipes and tank, thereby causing issues with compatibility. This typically results in sludging and blockages in bunker and service tanks, pipe runs, filters, separator internals, and fuel injection equipment, all of which can have a detrimental effect on the health of the engine. Combined with other concerns including compromising fuel stability, viscosity, and issues relating to density, fuel switching becomes a critical concern for operators and can lead - in the worst cases - to loss of propulsion and power which has the potential to impact the safety of both the vessel and of those onboard.

With so many variables influencing fuel quality and the resulting impact on combustion and engine damage, the importance of safe and efficient fuel supply and fuel switching

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

EMISSIONS ABATEMENT

is more important than ever before to protect the safety of the vessel and crew, as well as safeguard critical equipment and machinery.

As a leading global provider of fuel supply systems, Auramarine provides expert consultancy and guidance on safe and efficient fuel supply and switching during operations. In line with this, and with just nine months before the 2020 sulphur regulation comes into force, the company has launched a Get ready for 2020 initiative, issuing a call to action for owners and operators to implement strategic forward planning to protect the future of their vessels and operations. By working with knowledgeable experts, ship owners can benefit from fully understanding how best to mitigate risks and minimise disruption, downtime, and unexpected costs and delays; not just ensuring profitability but also competitiveness in the eyes of their customers.

Auramarine works in close partnership with shipowners to ensure that, whichever compliance solution is chosen ahead of 2020, fuel supply systems are fit for purpose and offer reassurance to shipowners and operators that the operational integrity of their vessel, and therefore profitability, will be maintained. Critically, vessels must be evaluated on an individual basis to identify their exact needs and requirements so that the right system can be implemented to ensure maximum efficiency and effectiveness.

Maintaining the correct fuel viscosity and temperature at the engine inlet is crucial regardless of the fuel in use, and the fuel supply system needs to be able to deliver the fuel at engine inlet as specified by engine maker in order to guarantee

efficient combustion. As part of its Get ready for 2020 initiative, Auramarine's FuelSafe changeover system delivers a costefficient and rapid method for enabling a vessel to use different fuel types and comply with sulphur emissions requirements.

Assessing new technologies or practices is only the first step on the journey towards safe, efficient and compliant operations in a post-2020 environment. The effective and comprehensive management of fuel supply and fuel switching, combined with proactive condition monitoring, can ultimately become the difference between a safe, compliant and efficient vessel, and potentially catastrophic damage.

8 Auramarineâ&#x20AC;&#x2122;s FuelSafe system addresses critical issues during fuel switchovers, such as minimum viscosity requirements, engine viscosity limits, and preventing thermal shocks

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APRIL 2019 | 31

EMISSIONS ABATEMENT

MAKE A SMOOTHER TRANSITION TO 2020 THROUGH ONBOARD TESTING Scott Herring, Parker Kittiwake's Key Account Manager discusses options to ensure compliance with the IMO's 2020 Sulphur Cap as the window to ensure compliance narrows As we draw ever closer to the implementation of the global sulphur cap, uncertainties still remain around compliance and enforcement. For shipowners assessing their route to compliance, they will be facing the reality that whichever solution they choose, there will be inevitable increases in costs.

COST IMPLICATIONS AND RISKS OF NON-COMPLIANCE According to ship consultancy Moore Stephens, vessel operating costs could rise by 3.1% in 2019 as the global maritime community readies itself for compliance with the regulation.

Shipping giants Maersk and CMA CGM predict it will cost them as much as US$1.5 billion and US$2 billon respectively to adopt the necessary measures to ensure compliance, figures that present a genuine risk to the profitability of future operations.

Significant investment will almost certainly be required to ensure compliance no matter which solution is employed, so much so that OPEC's World Oil Outlook predicts that only 70% of vessels will be ready to comply with the regulations by January 2020, with the other 30% remaining a concern for ruleabiding shipowners very much looking to avoid a two-tier marker that offers financial benefits for non-compliance.

The risk of non-compliance is further fuelled by the varying fines and penalties imposed on non-compliant vessels in existing Emission Control Areas (ECA), as well as suggestions of intent for a post-2020 environment from key maritime nations.

For example, currently the highest fine in Denmark is US$60,000 for vessels operating within the ECA, whereas in Belgium it could cost a shipowner US$7 million for non-compliance.

To ensure effective enforcement and to guarantee widespread adoption of the rule, the Maritime Port Authority of Singapore (MPA) recently announced its intent to impose severe penalties for breaching the sulphur cap regulation which could even result in a prison term of up to two years for deliberately non-compliant shipowners.

Regulators from across an increasingly widespread geography are sending a clear message to shipowners that they are taking real measures to reduce emissions from shipping, meaning that shipowners will need to be complaint no matter where they operate. From January this year, China has tightened its sulphur restrictions for ships by imposing a 0.5% sulphur limit along its entire coastline, with Hong Kong and Taiwan implementing similar restrictions. Separately, Denmark is moving forward with a proposal to publish the names of repeat violators of its sulphur emissions cap in 2019 where the sulphur content of emissions has been limited to 0.1% since 2015 under the current ECA. PORTABLE SULPHUR TESTING With all eyes on 2020, it is crucial to ensure effective enforcement of the regulation by providing both shipowners and Port State Control (PSC) inspectors with easy access to the data that need to accurately check and prove compliance.

To date, the sulphur content of fuel has traditionally been ascertained from the value presented on the Bunker Delivery Note (BDN) and fuel logs, however this can be far from reliable and is not only inefficient for PSC in targeting vessels for

32 | APRIL 2019

8 The Parker Kittiwake XRF Analyser can complete analysis of a small fuel sample in less than three minutes, and can also measure a range of wear metals in lubricating oil

laboratory testing, but also significantly increases the risk of non-compliance and subsequent penalties for shipowners.

Furthermore, the delay incurred by laboratory testing creates the risk that the vessel may have left the port with noncompliant fuel onboard, or may require non-compliant fuel to be de-bunkered and compliant fuel re-bunkered, incurring significant delays and additional costs.

Accurate and reliable portable sulphur testing allows for a 'spot-check' analysis of the sulphur content in fuel. This gives Port State Control the ability to easily ascertain the sulphur content of fuel in-situ. And for shipowners, portable sulphur testing allows them to quickly and easily determine if fuel is compliant, allowing them to take preventive action before noncomplaint fuel is bunkered.

The Parker Kittiwake XRF Analyser provides on-site analysis of the sulphur content in fuel onboard a vessel, allowing PSC to ascertain compliance almost instantly. The portable XRF Analyser provides an accurate indication of sulphur content through the analysis of a small fuel sample in less than three minutes, and test result can be stored electronically, allowing operators to manage compliance audits more efficiently without requiring additional training or creating burdensome operational processes. In addition, the portable device can be used to measure a range of wear metals in lubricating oil, allowing operators to quickly and easily identify potential damage in cylinder liners, bearings, piston rings, gears, stern lubes and hydraulic systems, creating the opportunity to take preventative action before costly damage occurs.

FUEL SAFETY AND STABILITY Alongside the enforcement challenges and ensuring compliance, shipowners and operators are faced with rising fuel

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EMISSIONS ABATEMENT

compatibility and stability issues. With majority of shipowners predicted to opt for low sulphur fuels for compliance, the shipping industry is seeing an increase in new blended fuels appearing on the market.

Major fuel suppliers have come forward and pledged to supply the market with compliant fuel in time of the regulation, with oil major BP recently announcing that it will begin to sell very low sulphur fuel oil with a maximum sulphur content of 0.5%, following trials in Amsterdam, Rotterdam, Antwerp and Singapore.

Fuel quality has a direct impact on a vessel's performance, efficiency and profitability. With no jurisdiction over the global supply of marine fuels, shipowners and operators will have to address fuel compatibility and stability issues, including increased cat fines and differing parameters regarding viscosity, flash point, pour point and sulphur level.

Consequences for shipowners and operators who fail to address this include catastrophic engine failures and costly repairs, as well as the costs associated with unexpected downtime. Even before the regulation takes effect the industry has already witnessed the impact of changes in the fuel supply landscape when in 2018 over 100 vessels were affected by contaminated fuel that was bunkered in Houston, Panama, Singapore and China.

PREPARING AHEAD WITH ONBOARD TESTING With so many variables influencing fuel quality and the resulting impact on combustion and engine damage, effective and reliable testing and proactive monitoring becomes critical to ensuring the safety and operational efficiency of the vessel.

Onboard testing gives shipowners, operators and authorities quick and easy access to the information they need to effectively ensure compliance with the impending sulphur cap regulation, manage maintenance requirement and prevent damage.

If left unchecked, fuel instability can cause severe problems including sludging of the fuel tanks, filter blockages and excessive sludging of the purifier. In the worst cases, this can lead to catastrophic failure and loss of propulsion and power.

Parker Kittiwake has designed a range of tools to support shipowners and operators in ensuring that compliance is navigated safely without impacting operational efficiency, and without creating additional requirements for training or implementing complex new operating practices.

One example is Parker Kittiwake's Compatibility Tester which provides shipowners and operators with the ability to regularly test fuels on-site and in just under 20 minutes, will provide a quick indication of potential fuel stability problems in accordance with ASTM D4740. This allows operators to identify any potential issues before the fuel enters the system, creating a simple mechanism to mitigate the risks associated with costly engine damage and unplanned downtime.

TIME IS RUNNING OUT With only 7 months to go and as the industry scrambles to unveil the shroud of uncertainty and address the unknowns, it is key to provide PSC inspectors and shipowners with access to readily-available technology to test fuel for compliance whilst mitigating the risks associated with fuel quality and compatibility.

19 NOV Hamburg 21 201ȟ Germany TO

The M Motorship otorship A Award ward The Z Zero ero E Emissions missions R Race ace The Motorship Motorship A Award ward willl rreturn eturn tto o the 2019 Propulsion Propulsion & F Future uture F Fuels uels Conference, Confer e ence, honouring and rrecognising ecognising innovative low low emissions emis vessels innovative 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 safety fety • engine considerations considerations Pr ojects must in volve a o of of the following following Projects involve att least tw two industry ndustry y sect sectors: ors: wner • ship yard • class socie ty y • na val • ship o owner shipyard society naval ar chitect • equipmen t/fuell supplier su • academic architect equipment/fuel institution Shortlist Shortlisted ed entrants entrants willl present present their projects projects a att The M Motorship’s otorship’s Pr Propulsion opulsion and F Future uture Fuels Fuels Con Conference fer e ence 2019, wher where e the o overall verall winner willl be decided b by y a delega delegate te v vote. ote.

For more Forr mor e information, informa o tion, to to nominate no nominate a project project orr to to discuss a submission, prro opulsionconfe erre ence.com/motorship-a awarrd visit: propulsionconference.com/motorship-award emaill Nick E Edström, dstrrö öm, E Editor, ditto or, The M Motorship: otorship: c conferences@propulsionconference.com onfer ere ences@prropulsionc o onfer ere ence.com orr c contact: ontact: ++44 44 1329 825335

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APRIL 2019 | 33

DESIGN FOR PERFORMANCE

NEW DUCTED PROPELLER DESIGN OFFERS FUEL SAVINGS The voyage data for the world's first vessel fitted with a Gate Rudder® reveal fuel savings of up to 30 percent compared with a sister vessel, well above the 14 percent savings achieved in sea trials

8 The Shigenobu, which entered service in January 2018, was the first vessel to be fitted with the new Gate Rudder system

The world's first Gate Rudder system was fitted to the container ship Shigenobu, which entered service in 2018. The voyage data from the vessel's first nine months of service reveal that this recently patented system could provide energy savings of as much as 30 percent, compared with the voyage data of an identical container ship Sakura, fitted with a flap rudder. The results suggest the innovative Gate Rudder arrangement holds significant potential to replace the conventional propeller-rudder systems to achieve a step change in EEDI compliance.

Commenting on the results, Sadatomo Kuribayashi, chairman of Kuribayashi Steam Co. said “This is a rudder for the propeller age”. Mr. Kuribayashi came up with the original idea for the gate rudder along with Noriyuki Sasaki, a visiting Professor at the University of Strathclyde (and formerly, senior research director of NMRI Japan). Sasaki and NMRI are also patent holders of this innovation.

rather than additional drag. This is a new type of ducted propeller, distinct from Closed Type Ducted Propeller systems or Front Type Ducted Propeller systems, such as the Mewis Duct, or the earlier Sumitomo Integrated Lammeren Duct (SILD).

“The Gate Rudder system can be categorized as an Open Type Ducted Propeller, which is completely different from other ducted propeller systems” Sasaki said. “It is a huge Ducted Propeller and a huge Stern Thruster.”

The first model test of the gate rudder system was conducted by Sasaki in the the 400m towing tank of NMRI Japan in 2013.

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

The results speak for themselves: the Shigenobu recorded energy savings of 14% (at sea trial) and 33% (in service) compared with the Sakura.

GATE RUDDER CONCEPT The rudder is one of the main drag sources contributing to the total ship resistance, while innovative designs to offer superior manoeuvrability such as flaps or fish tail wings can reduce energy efficiency due to their additional drag. The Gate Rudder system replaces existing rudder systems with a completely new ducted propeller system, which produces additional thrust

LOWER PROPELLER THRUST Sasaki explains how the Gate Rudder has such an effect on performance. “The propeller of the gate rudder system requires much smaller propeller thrust than that of the conventional rudder system because the rudder is changed from a resistance device to a device generating thrust. This also reduces the hull interaction force which is known as a thrust deduction factor.”

34 | APRIL 2019

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DESIGN FOR PERFORMANCE

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

“We can expect the same effect of the gate rudder for a rolling motion.”

When asked why nobody noticed this simple idea before, Sasaki noted that conventional modelling techniques were unsuited to unconventional propeller-rudder configurations.

Sasaki added “It is not easy to say, but it strongly relates to the model test technology and the analysis procedure. The gate rudder was out of the scope of the existing model test technology. For example, the resistance of the gate rudder measured in the towing tank is quite high and 5-10 times, relatively, compared to full scale (scale effect). This will give the wrong conclusion for the model test result.”

COMMISSIONING In fact, the decision to develop the gate rudder was taken despite the fact that the test results achieved from existing model testing methodologies were unsupportive. Nobuhiro Asaumi, the chairman of Yamanka Shipbuilding Co. decided to install the world's first gate rudder on a container ship, Shigenobu, regardless, and asked Hiroshi Itazawa, the president of Kamome Propeller Co. Ltd., to manufacture the gate rudder and propeller.

Itazawa commissioned Tokyo Keiki Inc. to develop a new autopilot system adapted to the gate rudder. The vessel was delivered in December 2017.

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

OPERATIONAL EXPERIENCE Upon entering service in January 2018, the Shigenobu mainly operated along the same Tokyo-Tomakomai route along the north-east coast of Japan as a near-identical sister vessel, Sakura.

This permits analysis of the Gate Rudder's performance based

on comparisons between the two vessels' performance in identical conditions. This is quite different from most other cases.

The results showed a difference of almost 30%, well above the difference recorded in the sea trials. This reflects the gate rudder's superior performance in heavier weather, especially in head sea conditions. The energy saving is remarkably different from the Sakura.

Takanori Imoto, the president of Imoto Lines Ltd., said, “I heard of several very interesting advantages of Shigenobu from the captain. Shigenobu is very strong against wind and waves such that the vessel can enter and berth in a stormy port even when the wind is blowing at over 20m/sec, while other vessels waiting for calmer conditions.” Shigenobu also had lower vibration and noise compared with Sakura: such that no troubles were observed with navigation lights as on other ships.

Extremely stable stopping and astern motion are also experienced with the gate rudder system on Shigenobu.”

8 The Gate Rudder creates thrust (equivalent to 5-10 percent of hull resistance) rather than the additional hull resistance from a conventional rudder

DESIGN ADVANTAGES The results also indicate improvements in manoeuvrability, with the Shigenobu reporting better course keeping at lower speeds, as well as faster turning speeds.

One particular advantage of the gate rudder system is that it can eliminate the requirement for a stern thruster. Kuribayashi added “The crabbing mode of the gate rudder system can replace the stern thruster by this simple system. This brings us not only cost savings but also wider design capability”. The system is extremely good for coastal vessels which need frequent berthing.

However, the principal advantages of the Gate Rudder's increased thrust remains the possibility of derating the main engine size, without impacting on operational performance. This would also permit the use of lighter propeller shaft systems.

NEW ORDERS Three new Japanese projects to install Gate Rudder systems to newbuilding projects have recently begun. The projects involve a large containership and two small coastal vessels. This means we will see another three ships equipped with gate rudder systems enter service in the next year. In addition to these projects, some customers in Europe are also studying the feasibility of installing gate rudder systems, said Sasaki.

8 The Gate Rudder system is an example of an Open Type Ducted Propeller

36 | APRIL 2019

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

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SHIP DESCRIPTIONS

RO-RO BOOST TO BASS STRAIT TRADE The Chinese-built, 12,000dwt sisters Tasmanian Achiever II and Victorian Reliance II bring a 40% advance in capacity and an increased speed relative to their predecessors, plus a different internal configuration to expedite loading and discharge times.

Constructed by Jinling Shipyard, the 210-metre newbuilds cost around AU$86m (US$61m) each, accounting for AU$172m (US$122m) of Toll's AU$311m (US$220m) investment programme for the Bass Strait trade link. Deploying larger ships required terminal upgrades at the Webb Dock in Melbourne and at McGaw Wharf, Burnie, where AU$35m (US$25m) is being spent on a new ramp and other facilities.

Based on a design developed by the NAOS Group of Trieste, each vessel has a payload intake corresponding to some 3,100 lane-metres of ro-ro cargo on lower, main and weather decks, plus a car deck. A total of around 700TEU containers can be carried using mafi-type rolltrailers, compared to the 500TEU of the previous mainstays of the Burnie/Melbourne route, the 20 year-old, 184-metre Tasmanian Achiever and Victorian Reliance.

All ro-ro cargo access and egress is via a stern ramp whose 25m width is only slighty less than the ship's 28m beam and which feeds to and from the system of internal, fixed ramps serving the four cargo levels. Simultaneous working of the decks by way of fixed rather than movable ramps means that trailers can be loaded right up to the time of sailing. The dedicated tweendeck for cars allows separation from trailers and containers.

Each of the new ships has 260 reefer plugs, to accommodate current and anticipated growth in flows of temperaturecontrolled goods. The ro-ro connection provides a lifeline for Tasmania's population and vibrant economy, which has seen a steep increase in exports over recent years.

Toll's injection of new, higher capacity tonnage will enhance access by Tasmania's primary producers and manufacturers to mainland and international markets via Melbourne on a daily basis.

Each of the new ro-ros is powered by electronicallycontrolled, two-stroke MAN machinery, in the shape of twin nine-cylinder versions of the S40ME-C9.5 engine, driving controllable pitch propellers. The nine-cylinder model is a relatively recent addition to the 400mm-bore engine series, and offers a maximum continuous output of 10,215kW at 146rpm, providing a 20,430kW power concentration in each vessel, enabling crossings to be made at some 20-21 knots.

Transits of the 396km Bass Strait route are now scheduled in 13 hours, one hour less than with the previous ships. The time saved will be used in port for the simultaneous loading and unloading of the extra cargo that the new generation can accommodate.

The scope of supply from MAN Energy Solutions also embraces three nine-cylinder auxiliaries of the L21/31 type, individually specified at 1,980ekW. Electrical power delivery when under way is economically and flexibly realised by two 1,700ekW shaft generators of the permanent magnet (PM) type emanating from the Finnish company The Switch.

The on-line direct-drive shaft generators engender power

Courtesy of Toll Group

With effect from March 1, Australia's leading transport company Toll Group has introduced two new ro-ro freight vessels to the Bass Strait service linking the mainland and the island of Tasmania

up to 3,400ekW for the ship's electrical network, including the bow thrusters, while enabling the main engines to be operated at variable speeds. As the propulsion machinery can be run at optimal duty points at all ship speeds, this solution promises significant fuel savings over the course of the vessel's operating pattern, with corresponding decreases in emissions.

Furthermore, use of the diesel gensets can be reduced or obviated in harbour through the arrangements for drawing electricity from the shoreside grid.

Newbuild project management was assigned to Clydebankbased Tritec Marine, part of the Stena-owned UK company Northern Marine Group. The range of services delivered by Tritec for the project, starting in 2016, included initial contract specification, plan approval, shipyard selection, machinery tests, and on-site newbuild construction supervision.Toll's decision to incorporate scrubbers in its latest ships ensures compliance with IMO's 2020 global sulphur cap while burning heavy fuel oil (HFO), and affords protection from possible future shortages and price volatility of more costly, ultra low-sulphur diesel.

The array of Lloyd's Register class descriptions attributed to the design by NAOS includes the society's descriptive notation GR (A), indicating a certain level of gas-fuelled readiness. This will help facilitate any future decision to adapt the main machinery so as to render an LNG dual-fuel capability.

Effective roll reduction in the often rigorous conditions of the Bass Strait is exercised through the Flume passive stabilisation system provided by the Hamburg firm Hoppe Marine. In a seaway, the liquid flow within the Flume tank spaces lags behind the resonant roll motion of the ship by up to 90 degrees, exerting a stabilising force directly opposing the forces created by the passing wave. Hoppe bought Rolls-Royce Marine's Intering business in May 2017.

In parallel with the commissioning of tonnage yielding increased route capacity and higher productivity, Toll is phasing-in a new wharf management system and customer booking software. The landside initiatives are intended to improve terminal operating procedures and minimise traffic congestion, facilitate better freight tracking and monitoring of refrigerated cargo.

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8 Victorian Reliance II, second of the sisters for the Tasmanian traffic

APRIL 2019 | 37

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50 YEARS AGO

CONTAINER VESSELS DESIGNED FOR PURPOSE The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight

Some 'new' things are somewhat 'newer' than others.

That was demonstrated in the April 1969 issue of The Motor Ship, Bill Thomson writes.

Again, a bulbous bow was regarded as sufficiently novel for a special mention in a review of a German general cargo vessel, though in this case it was the relatively small size of the ship that made this a noteworthy feature. The lower drag was said to give the 2,800dwt 75m Tasso a 14 knot service speed with a modest 2,200bhp from its 6-cylinder Deutz medium speed main engine. The principle of the bulbous bow, of course, dates back to WW1, and several notable examples had been seen in subsequent years.

Admittedly it was not until after 1969 that improved hydrodynamic modelling enabled naval architects to fully exploit its lower block coefficient.

Despite this demonstration of the slow pace at which our industry has traditionally moved, our editorial predecessors took a glance forward to genuine innovation when they asked the question: “How long will it be before we see ships going to sea with a basic crew of 10 men or even less with all operations controlled from a central powerful all-purpose computer?”

The question was prompted by what was by then the common practice of employing data loggers

8 At 1,300 TEU (in today's measurement) OCL's Encounter Bay was the world's largest container vessel, and the first to be purpose designed

42 | APRIL 2019

8 ACT 1, designed for Europe-Australia trade, with capacity for 1,223 20ft containers

and teleprinters as part of a machinery automation system. This was supplemented by steps towards “full use of a general-purpose 'pure' computer” with “considerable memory store” which had been taken on the recently-delivered Queen Elizabeth 2. Another notable example was a 900-ton sludge carrier, the Glen Avon, which despite its unprepossessing application, featured an English Electric M2110 machine that recorded not only machinery functions but also navigation and cargo handling. They would have a long wait for the full automatic control of ships which is only now nearing reality, but turning things around, maybe the autonomous ship isn't such a novelty now?

Back to 1969, and the containerisation revolution one way in which shipping would move forward apace - was really taking hold. The April issue carried a review of “the world's largest cellular container ship”, OCL's Encounter Bay, which had just entered service. At 1,300 TEU capacity she was a mere fraction of the size of today's behemoths, but broke new ground in having been purpose-designed from the outset for this traffic.

Built by HDW in Germany, and powered by a 32,000 hp turbine for a service speed of 22 knots, she was the first of six such vessels. Interestingly the designers had opted for steam turbine power over diesel - smaller crew, lower tendency to vibration and availability of wing tank area for extra fuel were combined reasons for the decision that steam could prove as economic as diesel.

The other main ship description was of a similar vessel type - an indication of how quickly this innovative shipping sector was growing. At 1,223 TEU, ACT 1 had been built, again in Germany (at Bremer Vulkan) for the Europe-Australia trade, and was to be followed by two sister ships. The total value of the three was put at £11 million, a considerable investment for the time. Again, steam turbine was the preferred propulsion option, the plant's 30,000 hp MCR being sufficient to achieve the Rotterdam-Fremantle voyage in 23 days. The particular route demanded a high capacity for refrigerated cargo; a large refrigeration plant was incorporated which supplied cooled air to four of the 10 holds, with a limited number of containers in the small No. 10 hold above the forward deeptank able to be cooled to -10 degrees F.

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