The Motorship April 2021

APRIL 2021

Vol. 102 Issue 1191

Wind propulsion: MHI interview: Airseas and more

H2 vectors are the way

Wind economics:

Knud E. Hansen’s Ken Goh

FuelEU Maritime: All to play for

ALSO IN THIS ISSUE: GE Power SeaJet VRK series | Berg’s TwinFin CSL order | First LMB6000 orders | Shore power feature

A smarter perspective on a low carbon future Our global commitment is to reduce the environmental impact of our engines and our services.

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MOTORSHIP

THE

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

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CONTENTS

APRIL 2021

8

42

up

NEWS

38

04 CSL opts for Twin Fin

Berg Propulsion’s Twin Fin direct electric drive propulsion system has been chosen by CSL Group for their latest self unloading bulk carrier.

34 Series-production for Airseas

Airseas expects to install a 1,000m² seriallyproduced Seawing on a “K” Line bulker in 2022, before install the system on up to 50 of its vessels.

38 Zero-emission bulker?

A diesel-electric ship design including solid aerofoils, solar panels, heat recovery and onboard CO2 capture is being developed by British company Windship Technology.

FEATURES

10 REGULARS 8 Leader Briefing

Mr. Kazuki Saiki of Mitsubishi Shipbuilding’s Strategic Planning Office identifies hydrogen vectors and synthetic fuels as the keys if zero-emission vessels are to be on the water by 2030.

10 Shipyard Report

Shipbuilders in Germany are making preparations for a revival in orders while looking at a strategic reorientation away from cruise tourism.

50 50 years ago

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

Social Media Linkedin Facebook Twitter YouTube

Nuclear powered commercial shipping and the introduction of fuel cells remained distant prospects in 1971, while arguments were made for gas-fuelled shipping.

p’s Propulsion & Future Fuels Conference will 17-19 November 2020 in Hamburg, Germany. at propulsionconference.com

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12 Striking when the iron is cold

Amid rising port emissions reduction plans, and a potential regulatory nudge from the EU, more shore power connections options for shipowners are emerging.

16 A week is a long time in politics Amid rising outside interest, there is still no date in sight for the finalisation of the landmark EU policy initiative on fuel standards and ship emissions, reports Paul Gunton.

28 Podded propulsor advance

GE Power Conversion has simplified its SeaJetTM VRK series of electrical podded propulsors and updated the induction motor technology, cutting fuel consumption and boosting system availability.

30 MS Award shortlist

Commercial solutions dominate the shortlist for this year’s Motorship Award, which includes several solutions featured in this month’s issue.

42 Making the case for wind

Shifting economics and the evolution of design and technology considerations have changed the case for modern wind powered ships, says Kenneth Goh, GM of Knud E. Hansen, Australia

100

YEARS

2021

The Future Fuels Conference TheMotorship’s Motorship’sPropulsion Propulsion and & Future Fuels Conference will will take place this year in Hamburg, take place on 17-19 November 2020Germany. in Hamburg, Germany.

Stay Stayinintouch touchat atpropulsionconference.com propulsionconference.com

APRIL 2021 | 3

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NEWS REVIEW

VIEWPOINT NICK EDSTROM | Editor nedstrom@motorship.com

Some 30 years after The Scorpions released their accompaniment to glasnost and the dying days of Cold War, it appears the wind of change is struggling to penetrate warren of streets radiating out from Rond Point Schuman in the heart of Brussels.

As Paul Gunton reports in a feature in this month's issue, no date has been set for the publication of the FuelEU Maritime initiative, while the willingness of major industry bodies to submit representations even now suggests that the initiative's content may be subject to change.

This may reflect the needs for greater coordination between the FuelEU Maritime initiative's measures, and two other major planks of the EU's Green Agenda: the extension of the scope of the EU Trading System to encompass shipping, as well as the EU's alternative fuels measure.

One potentially significant alteration that is under consideration is understood to be a shift towards applying a life cycle-based approach towards comparing the GHG emissions released by different technologies. Such a change would have wide-ranging implications, potentially eroding the presumption in favour of introducing shore power connections in markets where energy generation is dominated by fossil fuel generation.

However, the greater implications of a shift towards a life cycle-based assessment (or well-to-wake) would be that it would rebalance comparisons between LNG and other alternative fuels.

By including the production and distribution stages of alternative fuels, the current advantage enjoyed by alternative fuels such as hydrogen, methanol or ammonia over LNG based on their chemical properties would be eroded.

However, we must recognise that the shipping industry is seeking to decarbonise against the backdrop of a wider energy transition.

The winds of change are also leading to the emergence of new trades (with the beginning of seaborne hydrogen transportation by end-2021), and the expansion of older trades (such as ammonia, methanol and liquid carbon dioxide transportation). Green bonds and the availability of finance represents another variable, amid continuing disagreements with the EU about LNG's eligibility for discounted green finance.

These arcane discussions matter. Say's Law (“supply creates its own demand”) can be expected to apply just as certainly to demand for ammonia, methanol or other fuels for bunkering as it did in previous energy transitions.

Few readers would object if the EU ended up giving shipowners the freedom to select their own solutions to meet agreed decarbonisation objectives. Letting the market decide must surely be the right approach.

But given the current uncertainties, shipowners could be forgiven for factoring in flexibility around fuel choices for newbuilding projects ordered now. The likeliest scenario remains the emergence of a regional patchwork of different fuels and energy carriers for the shipping industry.

These considerations underpinned some of the thinking behind the selection of projects shortlisted for this year's MS Editor's Award, which we preview in this month's magazine.

4 | APRIL 2021

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Credit: Berg Propulsion

Wind of Change 8 The installation features a full variable speed diesel electric package propelled by two fully-feathering controllable-pitch propellers

CSL OPTS FOR TWIN FIN FOR BULK CARRIER After over 60,000 hours of troublefree operation for shipowner Polarcus, Berg Propulsion's Twin Fin direct electric drive propulsion system has been chosen by CSL Group for their latest self unloading bulk carrier under construction in China.

The newbuild 26,000dwt SUL (Self Un Loader) Bulker has been designed by Deltamarin (China) and is being built by CSSC Chengxi Shipyard. It is expected to be commissioned at the end of this year for a Canadian shipowner.

Apart from the Twin Fin solution, Berg Propulsion is also delivering the complete electrical integration package with everything from the variable speed permanent magnet alternators through the DC switch boards, down to the direct drive electric motors and power management.

“In a project of this magnitude and with this level of integration the structure and collaboration between all stakeholders and suppliers is essential to achieve the goals” says Jonas Nyberg, Managing Director West at Berg Propulsion. “We are very proud to be a part of this project and to work alongside professional partners such as CSL and Chengxi”.

Like the Polarcus project, the vessel's propulsion system is a tailor-made solution that has been adapted to its hullform and integrated into the ship design. It features a full variable speed diesel electric package propelled by two fully-feathering controllable-pitch propellers. Each of these will be directly powered by a 3MW permanent magnet

electric motor which will be housed in the fins attached to the hull. The vessel's four dieselelectric MaK gensets will have a combined total power of 9.5MW, and the solution will achieve a service speed of 12-14 knots.

The patent pending Twin Fin system is a fully flexible solution tailor-made for each project. It was initially developed in partnership with Odense Maritime Technology and Scandinavian Marine Group as a way of making vessels operating in Arctic conditions less vulnerable to damage to their propulsion system. The compact fins are tailor-made and oriented to optimise water and ice flow around the hull and the propellers. They offer additional protection from mechanical damage, and as an option for ice-going vessels, they can be equipped with ice knives that prevent ice from hindering the propellers and affecting performance.

The new vessel will operate with a high degree of flexibility avoiding the reliability pitfalls of podded propulsors, making the Twin Fin electric propulsion system ideal, says Mattias Hansson, Global Account Manager at Berg Propulsion. The aim is to balance total ship resistance and propeller thrust performance to obtain maximum gain in terms of net thrust performance while minimising noise and vibration.

Additionally, as the fins are positioned externally, they create buoyancy, and in some cases this can add value to the vessel by increasing available cargo carrying capacity.

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

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NEWS REVIEW

HSFO and scrubber sales continued to rise in March

Japan Engine Corporation (J-ENG) has confirmed that it has received the first order for its new UEC33LSH-C2 engine. The first reference for the engine will be a coastal bulk carrier under construction at a Chinese shipyard.

The order has been received by Chinese licensee, Zhejiang Yungpu Heavy Machinery Co., Ltd (Yungpu).

Yungpu had also received the first order for a UEC42LSH engine for a Chinese licensee. The 6-cylinder Eco D3 version of the engine has been specified for a Chinese coastal chemical tanker.

When J-ENG announced the launch of the UEC33LSH-C2 engine in September 2020, the company

BRIEFS Singapore R&D hub

The Maritime and Port Authority of Singapore (MPA) has established a maritime decarbonization centre in Singapore. Uniting the MPA, Foundation Det Norske Veritas (DNV’s owner), Sembcorp Marine and several leading Singapore-based shipowners and charterers, the centre intends to support research and technology development projects in the areas of greenhouse gas emissions reduction.

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8 Bunker prices and HSFO-LSFO spreads vary widely across the globe

Based on that US$118 price spread, Sand estimated scrubber payback times of 1.2-1.7 years for newbuildings, but he agreed that scrubbers have a limited lifetime, because of global emission reduction targets. They will be financially attractive for four-five more years, he said.

He pointed to Torm as a company that had seen commercial success through scrubber investments. In a presentation of its Q4 and full-year results on 1 March, Torm said its “scrubber investments are based on attractive business cases with a short payback” and high internal rates of return.

Source: BIMCO/MABUX, 15 March 2021

was about US$118/tonne - down from the pre-2020 level of US$200/tonne - with HSFO sales now accounting for about 25% of all bunker stems, compared with 17% in January 2020.

Fuel prices and spreads vary considerably and he believes

that IMO 2020 has been a catalyst in consolidating bunker sales towards major hubs.

According to the International Energy Agency, global bunker demand fell by 4.3% in 2020 yet sales went up by 5% in Singapore and by 5.6% in Rotterdam.

FIRST ORDER FOR J-ENG'S UEC33LSH-C2

credit: J-ENG

Shipowners are reverting to high-sulphur fuel oil (HSFO) and scrubbers after initially switching to low-sulphur alternatives in 2020, according to an analysis in March by BIMCO. Peter Sand, its chief shipping analyst and the report's author, later told The Motorship that uncertainty over which lowemission fuel to choose lies behind the trend so HFSO's market share will continue to rise “until future fuels start to arrive”.

By then, about 30-35% of the dry, wet and box fleet over 10,000dwt will be fitted with scrubbers, he predicted, but how long that will take is not clear; “probably longer than most people imagine”, he said.

His report said that the price spread between HSFO and LSFO

8 J-ENG's Chinese licensee Yungpu has received its first order for the new 6UEC42LSH engine

noted that it was being launched to meet LPG carrier requirements, as well as Handysize bulk carriers, small-sized chemical tankers and specialist asphalt and cement carriers. The new engine included

an ultrawide tuning concept.

J-ENG noted that the UEC33LSHC2's fuel consumption is superior to other similar class electronicallycontrolled engines even applying mechanically-control systems. At

Schottel LE Drive

Corvus targets Asia

Schottel has launched a new LE-Drive electric drive solution.

The installation height of the LE-Drive, including the electric motor installed on top of it, is comparable to that of a Z-Drive.

Schottel claims the LE-Drive is suitable for every common vessel design. The omission of the upper gearbox further increases mechanical efficiency by approximately 3%. At the same time, fuel consumption is reduced, resulting in lower operating costs.

Corvus Energy has agreed to establish a Japan-based joint venture with Sumitomo Corporation. Sumisho Corvus Energy Co., Ltd. will carry out marketing, sales and afterservice for Corvus Energy’s battery systems and fuel cell systems in the Asian market, with a focus on Japan. The new company will not just focus on the Japanese coastal market but also deep-sea vessels leveraging Sumitomo established relationships.

the launch, J-ENG noted that the UEC33LSH-C2 is expected to achieve a fuel consumption rate of 172 g/kWh at maximum rating.

As of mid April 2021, the new orders have lifted the number of J-ENG engines ordered by Chinese shipyards from J-ENG itself and its Japanese and Chinese licensees to around 100. Chinese licensees report that the UEC33LSH and UEC42LSH engines are the subject of further commercial enquiries.

While J-ENG has been focused on developing the market share of its UE engines in the Chinese market for many years, the orders for Chinese coastal vessels is relevant, as the Chinese coastal market is expected to see strong replacement demand.

BV AI test advance

Bureau Veritas successfully concluded a first test of its artificial intelligence (AI) solution for corrosion detection by an aerial drone. The test was conducted during a hull inspection of a water ballast tank on a bulk carrier. BV plans to refine the solution and include new functions, leveraging its surveyors' experience and data collected from digital technologies such as remote inspection techniques.

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

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LEADER BRIEFING

FUEL CHOICE KEY TO THE JOURNEY TO CLEANER SHIPPING The industry has recognised the need for revolution if the goal of putting near zero-emission vessels on the water by 2030 is to be met, says Mr. Kazuki Saiki, Deputy Manager, Strategic Planning & Operation Office at Mitsubishi Shipbuilding.

International shipping emits around 940 million tonnes of CO2 annually and is responsible for about 2.5% of greenhouse gas (GHG) emissions. In response, the UN's International Maritime Organization (IMO) has set the industry the target of halving its GHG emissions by 2050.

With the average lifespan of a conventional cargo ship at 20 years, the industry has recognised the need for revolution, not just evolution. It must start delivering near-zero-emission vessels by 2030, if these ambitious targets are to be met.

Discussions over alternative fuels are now more heated than ever before.

CURRENT TECHNOLOGIES Decarbonising the shipping industry is a crucial step on the road to net neutrality. At the current time no technologies are being implemented that will support the IMO regulations nor enable the sector to achieve its goals.

The IMO's 2030 target to reduce CO2 emissions by 40% per transport work will not just affect newbuildings but many of the vessels in service today. This means that newly delivered ships will have to achieve an 80-90% reduction on current levels in order to bring down the average to 50% by 2050.

While other technologies might be able to offer significant reductions, achieving emissions reductions on such a scale is likely to rely on a change of fuel. The industry must pivot to technologies such as hydrogen, ammonia, methanation (synthetic) fuel or battery, and fuel cells, as well as collaborate on research and development that will enable the sector to achieve greater sustainability.

CHALLENGES: COLLABORATION Collaboration poses one of the biggest challenges to success. The country members of the IMO each represent their own diverse views and priorities that often leave it constrained in its efforts, limiting the actions it can take. For example, the IMO has considered a carbon tax or similar financial disincentive but does not have the affiliated bodies with tax collecting functions.

Equally, individual countries alone are not incentivised to act with independent strong policies because of the risk of competitors introducing softer, or loop-hole policies. The proposal to include the shipping industry under the EU's Emissions Trading System (ETS), announced in October 2020, is a good example of this. Countries including Japan, South Korea and Greece, alongside a number of international bodies including BIMCO and INTERCARGO, have warned that this regionally imposed solution could in fact lead to opposition and competing responses from other large countries.

If major EU ports introduce a strict carbon tax system, it is likely that ships will avoid these ports, opting instead for nearby port calls, creating so-called 'carbon leakage' into non-EU-controlled areas. There could also be a 'carbon offset' meaning that the taxes that are being paid to the EU is

8 | APRIL 2021

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money transferred from the IMO to the EU. This could result in weakening the self-imposed research and development required within the shipping sector, risking delays to the decarbonisation process.

8 Mr. Kazuki Saiki, Deputy Manager, Strategic Planning & Operation Office, Mitsubishi Shipbuilding

CHALLENGES: ECONOMIC RECOVERY AFTER THE PANDEMIC The COVID-19 pandemic is a second potential barrier to the decarbonisation of the industry in two ways: changing consumer behaviour and the impact on the industry of the reductions in cargoes and fleet rates during the period.

According to the OECD, there has been a 60% decline in international tourism in 2020. Uncertainty over when sailing will reconvene remains. Multiple reports however have indicated that the sector might expect an increase in bookings for 2021 in comparison to 2019. A recent survey from CLIA found that 82% of cruisers are likely to book a cruise for their next holiday.

OVERCOMING THE CHALLENGES: Collaboration on research and development is crucial. The establishment of the Maersk Mc-Kinney Moller Center for

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

26/04/2021 11:15

LEADER BRIEFING Zero Carbon Shipping demonstrates the strength of collaborative partnership. Working with partners such as MHI, who are founding members, the Center is driving collaboration to research and create solutions that will accelerate the decarbonisation of shipping. Meanwhile, the sharing of technologies with other industries will offer additional ways to decarbonise the transportation sector. For instance, carbon capture has made significant strides due to the knowledge exchange with the power generation sector, and now, thanks to collaboration, testing is underway to assess its technological viability for marine vessels.

The pandemic meanwhile has underscored the importance of ensuring economic sustainability of decarbonisation technologies. Governments, alongside the industry, are important stakeholders in this, supporting the process of building back green. They understand that funding for green projects is essential for supporting the scaling up of decarbonisation efforts. The “Longship” project supported by the Norwegian government is a prime example. It aims to boost the practical application of green technologies, which it is hoped will eventually lead to further cost reductions and the widespread dissemination of technologies.

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CONCLUSION The shipping industry is on the right track to achieve decarbonisation targets, but we may not be moving fast enough.

The industry is investing significantly in R&D projects, however, the broader framework needed to deliver economic incentives to shipowners has not yet caught up to make the adoption of the revolutionary technologies commercially feasible. To pave the way towards decarbonisation, we need greater collaboration within and across industries, clearer policymaking in IMO regulations, and government funding of green projects.

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LOOKING AHEAD: NEW FUEL OPPORTUNITIES The most promising technologies that can help the industry make the greatest progress against its targets are the use of hydrogen, ammonia and methanation fuel. With battery technology currently only a viable solution for short journeys such as ferry crossings, alternative approaches are being

sought to decarbonise the sector. While there are a number of alternative fuel choices under consideration, MHI Group believes that that the IMO's targets will drive demand for ammonia as a low-carbon shipping fuel.

Ammonia can be made from hydrogen and is a denser gas, providing a potential solution for the shipping of hydrogen in large volumes. If pressurised at room temperature, ammonia becomes a liquid in the same manner as liquefied petroleum gas (LPG). This means that it is relatively easy to design and build new ships to handle either LPG or ammonia. Mitsubishi Shipbuilding has already built a multi-gas carrier capable of holding LPG and ammonia. It is also developing a concept ship - the LCO₂ Carrier Cool Blue - capable of carrying liquefied CO₂ captured by carbon capture facilities, making carbon capture possible in places where there may not be any suitable storage sites.

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APRIL 2021 | 9

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SHIPYARD REPORT

TENSION IN THE GERMAN MARITIME CHAIN

Credit: Meyer Werft

Preparations for business revival and redirection after the collapse of cruise tourism are central to endeavours by shipbuilders in the Federal Republic, writes David Tinsley

Although German shipyards at large face great uncertainty, a prestigious new order from Japan shines a light on the industry's strengths in terms of technical capabilities, project management skills, contractual performance and supplier network. Meyer Werft, whose Papenburg fully-enclosed 'ship factory' is the jewel in the crown of the country's commercial shipbuilding sector, will construct a 229m medium-sized cruise vessel for Tokyo-based NYK Group.

For sure, as the prototype of a much smaller vessel than the behemoths which have underpinned Meyer Group output for the past number of years, carrying no option on sisterships to yield cost benefits in repeat or serial production, the project for the 51,950gt newbuild represents something of a shift in business strategy.

However, the new assignment retains the factor of technological sophistication common to the Papenburg product line, and the deal has considerable significance as the first cruiseship contract to have been awarded worldwide since the outbreak of the Covid-19 pandemic. It is also highly significant as a German success in the Far East shipowning market.

Arranged for 744 passengers, the vessel will raise the bar in the Japanese premium luxury segment, and the technological level will be referenced by a dual-fuel power and propulsion installation, dynamic positioning, cold-ironing, hydrodynamic tailoring to planned routes, and a raft of measures to protect those aboard against infectious diseases.

Re-assertion of German competitiveness in the field is also a blow to a revived bid by Japanese shipbuilding to re-enter the cruiseship sector, drawing on lessons learnt from previous participation in the international market that resulted in heavy losses.

On scheduled delivery from Meyer in 2025, the newbuild will be allocated to the contractual owner's subsidiary NYK Cruises, under the Asuka brand. Targeted at the national market, Asuka Cruises currently deploys the slightly larger

10 | APRIL 2021

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8 NYK Group's newbuild, a rare example of a Japanese order at a European yard

Asuka II, at 240m and 50,444gt. Completed by Mitsubishi Heavy Industries in 1990 as the Crystal Harmony for the formerly NYK-owned Crystal Cruises (now part of Genting Hong Kong), the vessel was transferred to Asuka in 2006 and given her present name.

Financing for the new ship will be procured through investment firm Anchor Ship Partners, which has had a 50% stake in NYK Cruises since 2019. Asuka III, whether or not that will be her appellation, will have about 85% of the passenger capacity of Asuka II, while retaining a similar crew complement. Every cabin will have its own balcony.

The prime movers to be adopted will offer the flexibility to run on LNG, gas oil with a maximum sulphur content of 0.1%, or 0.5% low-sulphur fuel. The nomination of dynamic positioning to control the main podded propulsor(s) and bow thrusters is intended to obviate the need for anchoring and the associated risk of disturbing or damaging the sea floor.

Notwithstanding an orderbook at Papenburg extending into 2025, and the boost to confidence arising from the NYK award, the market havoc wrought by Covid has meant that the paucity of new work intake will see yard utilisation remain at a restrained level unless more orders can be attracted.

The shipbuilding complex is designed for an annual construction volume of 420,000gt.

The latest completion, at the end of March, was Royal Caribbean's 169,000gt, 4,210 passenger-capacity Odyssey of the Seas, the fifth representative of a class that took first form in January 2013 with the launch of the Quantum of the Seas.

Features of the 347m Quantum generation include podded electric propulsion drives, hybrid scrubbers and SCR catalytic converters, optimised hydrodynamics, and 'intelligent' heat recovery, plus the signature, 90m-high observation gondola.

The shipyard is investing in new solutions in a bid to further raise its technological standing in cruise vessels, and expressions of these efforts include research into fuel cell systems and other innovations to pave the way to emission-

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

26/04/2021 11:15

free passengerships. In the face of the pandemic, Meyer Werft bolstered recruitment and training last September, taking on 65 new trainees and students for 16 different fields.

The apprenticeship scheme is to be expanded in 2021 with trainees for the role of production technologists, emphasising a stated belief in “the importance of new young specialists to the company's future”.

In Mecklenburg-Vorpommern, Meyer's Neptun Werft recently delivered the final two 135m inland waterway cruise vessels booked by Viking River Cruises. The cooperation with the specialist operator has yielded 65 newbuilds under the Longships designation since 2010.

The two latest deliveries are distinguished by a hybrid propulsion system. Previously, a total of five engines for power generation have been fitted in vessels of the Longships series, including an auxiliary diesel and an emergency genset. The two latter units have been replaced by banks of batteries in the latest pair, ensuring blackout cover and enabling peak-shaving, allowing the three engines to be run in the optimal load range.

Through its concentration on river cruisers and on the fabrication of fully-equipped, floating engine room (FERU) modules supplied for cruiseship production at Papenburg and Finnish subsidiary Meyer Turku, Neptun Werft has suffered the full force of the market hiatus inflicted by the pandemic. So as to be able to immediately respond to fresh opportunities with Viking once the situation improves, the Rostock builder reports that it is “working intensively on new innovative concepts for low-emission and environmentallyfriendly river cruise ships of the future.” In the meantime, adjustments to the size of the payroll are in prospect.

‘‘

The nomination of dynamic positioning to control the main podded propulsor(s) and bow thrusters is intended to obviate the need for anchoring and the associated risk of disturbing or damaging the sea floor The earlier, seemingly inexorable rise of cruise shipping and its demand trajectory had motivated Genting Hong Kong, part of the Malaysian-owned Genting Group, to enter the shipbuilding business in 2017 through the purchase of yards at Wismar, Warnemunde and Stralsund and creation therefrom of MV Werften.

Following the laying down at MV Werften of a huge fleet modernisation and expansion programme for Genting's various cruise brands, German shipbuilding assumed added dimension and clout in the global passengership construction stakes. However, last year's market collapse has led to crisis at MV Werften. Negotiations between management, the works councils and trade union IG Metall have been intensified so as to achieve a restructuring plan, presaging a large-scale reduction in personnel, meeting with conditions for receiving a federal rescue package. Last October, the group had been awarded an initial bridging loan from Germany's Federal Economic Stability Fund to cover ongoing operational costs while a broader economic assessment could be undertaken.

One of the positive developments for the industry has been the restoration of activity at Flensburger SchiffbauGesellschaft (FSG), a world leader in the design and construction of ro-pax and ro-ro freight vessels, and possessing a long track record in other types.

Credit: Meyer Werft

SHIPYARD REPORT

Brought out of what was described as “self administered” insolvency in 2020 by Lars Windhorst's Tennor Holding, production at Flensburg has recommenced with an order for another example of the yard's successful RoRo 4100 trailership design. The latest, 210m newbuild has been configured to load 4,007 lane-metres of wheeled freight on four decks and is due to be commissioned by April 2022.

Contractual party IVP Ship Invest, associated with the shipyard's owner, is discussing potential charter arrangements and has an option on a further such vessel. These assignments, however, may be seen as an interim phase in FSG's climbback, as a new course is to be pursued for the shipyard. The goal is diversification, embracing specialised sectors of the commercial market plus naval vessel construction. In the latter context, the appointment at the outset of March 2021 of a head of engineering with Blohm+Voss and thyssenkrupp Marine Systems' experience is pertinent. Moreover, corporate strategy also foresees a more comprehensive business approach that embraces lifecycle planning for a ship at the newbuild development stage.

Located on a tributary of the Elbe downstream of Hamburg, the Pella Sietas yard has a Russian capital project in hand, by way of a 120m, ARC7 class Arctic icebreaker for Rosmorport.

The EUR100 million (US$117.6m) newbuild, due in 2023, will serve shipping in northern polar seas in ice temperatures down to minus 40degC, with the capability to navigate through ice up to 2.5m in thickness.

Formerly J.J.Sietas Schiffswerft, which was renowned for high-volume output of 'paragrapher' short-sea vessels and small containerships, the yard was purchased in 2014 by Russian interests.

While consolidation has taken place in German naval shipbuilding, a foreign organisation, in the shape of the Damen Group of the Netherlands, has been entrusted with the German Navy's next generation of frigates. The Dutch company has teamed with Blohm+Voss, part of the Luerssen Group, for the programme and vows to have most of the production work undertaken in the Federal Republic.

Nonetheless, it denotes a move away from wholesale reliance by the authorities on the national industrial ecosystem.

At the same time, promises have been made that plans for renewal of government agency fleets will be brought forward to the prospective benefit of home yards' workload. Federal Government support for the country's wider maritime network is also implicit in further commitments to state-sponsored R&D, and in funding for vessel conversions to alternative fuel usage and more environmentally-friendly drives.

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

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8 Cruiseship production at Papenburg, in the shape of P&O's Iona

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COLD IRONING OPTIONS GROW AS PORTS SET GHG TARGETS Denmark's Port Esbjerg runs its shore power on renewable electricity from offshore wind turbines, and the port has most recently set up a mobile system to increase the flexibility of its offerings. The port aims to reduce its carbon emissions by 70% by 2030 and is using Honeywell's Enacto Carbon and Energy Management system to help achieve its goals. The cloud-based system enables the port to monitor the emissions and resource consumption of every one of its 1,200 power socket and every visiting vessel. The engine size, type of generator and power consumption are recorded for each ship, and energy consumption and carbon emissions determined.

There are existing standards to ensure compatibility between port infrastructure and shipboard solutions for accessing power during port stays. First introduced in 2012, the IEC/ISO/IEEE 80005 shoreside connection standard is designed to ensure that vessels from all over the world can be supplied at berth regardless of equipment manufacturer.

To date, 1,000 ships have been registered in Esbjerg's monitoring system, and the port says calculations show that in an increasing number of cases, shore-to-ship power can be competitively priced compared to the costs of using the ship's own generators.

THE CRITICAL MOMENTS Esbjerg is one of a growing number of ports with major shore power infrastructure in place. Siemens is currently building a large shore power system at the Port of Kiel in Germany. With a power of 16 megavolt amperes (MVA), the Siharbor solution will, for the first time, supply two ships simultaneously with certified eco-power.

The Siemens solution handles the large amounts of electricity involved in a single compressed system rather than using multiple parallel switching of smaller devices. It consists of four cast resin transformers, four air-insulated medium-voltage switchgear units and one 16 MVA MMC frequency converter.

According to Siemens, the most critical moment is when the ship's system switches over to shore power. To avoid having to power the onboard network back up in stages after an initial blackout, the shoreside connection and onboard generator have to supply the ship's electrical system in parallel for a certain period of time, and the control parameters of both power sources must be coordinated with a high degree of accuracy.

Credit: Siemens

Ports are setting ambitious greenhouse gas (GHG) reduction targets, and there are many options for shipowners to take-up the increasing availability of shore power

Another critical factor is correctly dimensioning the power of the frequency converter to prevent a blackout due to overload. Typically, frequency converters are only able to withstand overload for a few seconds. The dimensioning of the frequency converter has to take brief load peaks into account, such as when compressors start up or nonpremagnetized onboard transformers switch on.

In the stationary state, however, the load is many times smaller than the dynamic peak load. Often, the frequency converter needs to deliver less than 50 percent of its rated power and is operating at partial load for most of the time. To keep losses and operating costs down, a converter's efficiency at partial loads is as important as it is at rated power. Because of its special converter topology, Siemens says its solution supports especially high partial load efficiency, keeping losses at a minimum.

The solution supplies the highest possible voltage on the converter side, resulting in lower current levels and thus minimizing losses. The output voltage level of the frequency converter also affects the selective fault-finding on board.

For transformers compliant with IEC/ISO/IEEE 80005-1, the

8 The shore power system at the Port of Kiel

8 Siemens' Siharbor shore power system at the Port of Kiel

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Credit: Siemens

he Siemens solution T handles the large amount s of electricity involved in a single compressed system rather than using multiple parallel switching of smaller devices For the latest news and analysis go to www.motorship.com/news101

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EMISSIONS REDUCTION TECHNOLOGY

‘‘

ur ambition is to expand O this further. We are very interested in also exporting this business model to ports abroad, for example to other European ports higher the converter connection voltage, the more current can be provided to the ship for selective fault tripping on board. Without selective fault-finding, the entire ship could experience a blackout.

BUSINESS MODEL EXPORTED The Port of Bergen, together with Plug Bergen, a 50/50 partnership with Plug Holding, a company owned by regional energy provider BKK, has recently completed five high voltage shore power connections: two at the Skolten pier, one at the Bontelabo pier and two at the Jekteviken pier, with a total capacity of 48 MVA. The first low voltage connection point for offshore supply ships was installed in 2015, and there are now 16 in operation at Bergen. The port's success with the technology has enabled Plug Holding to take its business model to other ports in Norway. The company is now building shore power for cruise ships in Alesund (three connection points) and Nordfjordeid (one connection point). Maria Bos, CEO of Plug Holdings, says: “Our ambition is to expand this further. We are very interested in also exporting this business model to ports abroad, for example to other European ports.”

She says that for every project the company needs to look at the location, the overall power need, the grid constraints, the available space and how the quay is built. “There will always be constraints, whether in the grid or in the converter capacity we invest in, and together with the ports we try to optimize which investments are needed from the start and what we should do if or when we need to expand the facility.

I would say that the most important factors in a successful shore power project are early dialogue with the utility, thorough mapping of the potential customer need in cooperation with the port, and controlling cost through good processes with the solution providers.”

Bos says that technological development continues to provide better solutions or lower costs. “We are looking forward to seeing better and cheaper cable management systems for vessels ranging from small cargo and container ships to the larger cruise ships. Among the most demanding tasks are floating, movable shore power connections for cruise ships that are not berthed quayside.”

If shore power is to make a real contribution to a better port environment, she says, the goal has to be an attractive offer for the shipowners. “That is not easy. Diesel is cheap. But we see more and more ports and shipowners who are really taking up the challenge and are willing to work together. The key is volume and making the smart, cost effective choices on the way.” She notes the importance of clusters such as the Maritime CleanTech's Shore Power Expert Group. This brings together technology suppliers, ports, shipowners and shore power providers like Plug.

BUSINESS HOTTING UP FOR SYSTEM INTEGRATORS A few years ago, Yara Marine Technologies found the shore power market was too slow. Now, however, with new regulations and grants supporting shipowners' shore power investments, the company is back in the business, and

together with NG3, it is ready to take on new orders, says Aleksander Askeland, Yara's Chief Sales Officer.

Yara Marine Technologies is mainly focused on the retrofit market, and its scope of supply includes complete turnkey retrofit installations with design and delivery of cable interface, high voltage switchboard, step down transformer and transfer breaker for the ships' main switchboard.

According to the Fourth IMO GHG Study Final report, chemical tankers and oil tankers have on average more than 20% of their total emissions associated with operations at or near the port or terminal, says Askeland. “In areas where electric shore power is tax free, or heavily reduced and coming from a renewable energy source, shore power has proven to be efficient, both environmentally and financially.”

OPTIONS FOR ZERO EMISSIONS Mia Elg, R&D Manager at Deltamarin, says that the company's power analysis enables a holistic approach to designing onboard electrification. For vessels considering battery power, there may be a requirement for the battery to be charged in port as well as the need for shore power to the vessel. Fuel choices could also impact the power requirements of the berthed vessel, as new fuels may not require heating like heavy fuel oil does.

Another consideration is the provision onboard heat which could involve emissions in port even after shore power is connected if the onboard boiler is not electric. Depending on the vessel's power needs and the number of ports it visits that have shore power, an electric boiler may be desirable.

Elg notes too that a heat pump could be considered in some cases. Despite the higher initial investment, it could be financially viable when zero emissions are desired in multiple port visits.

CONTAINERISED SOLUTIONS Around 600 container vessels globally are equipped with Cavotec's ShorePower technology, and the company says its containerized solution, PowerFit, is ideal for retrofitting. The solution is fully compliant with IEC/ISO/IEEE 80005-1 and compatible with all electrical (class certified) main switchboard brands. It includes the company's cable management system, PowerReel and can be fixed or movable from port to starboard side. It can also be kept in port and placed on the ship when the ship is moored.

Cavotec works with shipowners to define the best solution for each vessel and sets up a retrofit calendar that does not interrupt the vessels' regular operations. The company's current projects include the retrofitting of 10 bulk carriers in

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

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8 Yara Marine Technologies' NG3 shore power system

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ontainerised systems can C sometimes be the most desirable solution for other vessel types, but a more bespoke approach is generally taken for vessels such as tankers, depending on available space

Credit: BKK/Plug

Asia. Additionally, Cavotec is supporting a major container carrier by equipping five new container ships which are being launched in 2021 with shore power solutions.

Wärtsilä provides the containerised system, SAMCon, based on the modification of standard containers. The vast majority are 40ft high cube containers, but 20ft containers are also an option. Wärtsilä's team creates openings for the cables, insulates the container and fits the components, including a medium-voltage cable reel, a cable reel control box and a medium-voltage switchboard.

Usually, the containers are placed on a standard container slot above the winch deck. They are always on the outer edge of the vessel, sometimes in front or just behind the accommodation area. Many customers choose to have the cable connections between container and vessel connection point screwed into place. Another option is the plugged solution which requires Wärtsilä to fit a second cable reel next to the shore connection reel.

The extra cables with plugs connect the container to the vessel's connection point with installed sockets and allow customers to take the container off the vessels at short notice - in 15 minutes.

Containerised systems can sometimes be the most desirable solution for other vessel types, but a more bespoke approach is generally taken for vessels such as tankers, depending on available space. So far, there have been no showstoppers for retrofits, says Jürgen Zabel, Senior Manager, Power Conversion, although for smaller vessels it can sometimes be challenging to find the necessary space and to align it with port infrastructure.

Credit: Wärtsilä

For fully electric vessels that require shore-side battery charging for zero emission operation, Wärtsilä has developed a wireless charging system with a sending coil arrangement onshore mounted on a hydraulic arm with y and z axis movement. The sending coil has a grid connection or alternatively shore based energy storage can be connected.

The vessel has a similar coil arrangement connected to a rectifier for DC conversion.

There is a very high degree of safety in the system, as there is no physical connection to break even if the vessel drifts away, says Ingve Sorfonn, Technology Manager at Wärtsilä Marine Power. If the distance becomes too great, the system automatically shuts down. Additionally, effects of the physical environment, such as rain and cold, have no influence on the inductive charging.

While the solution is suitable for a wide range of vessels, it may not be optimal in every case, he says, partly due to the higher initial cost of the system. It depends on the operating profile of the vessel. For example, the rapid connection and charging potential of the technology is not a key consideration for a large cruise ship staying in port for several days.

8 Wärtsilä's wireless charging system

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8 The Port of Bergen

MORE STANDARDISATION REQUIRED FOR CHARGING SYSTEMS While the IEC/ISO/IEEE 80005 is working well for ensuring power at berth, many integration specialists highlight that there is no similar standard in place for charging stations for electric vessels. More work is required to standardise the shore connection equipment in particular, says Peter Rampen, Principal Research Engineer at Damen Shipyards, to encourage more shipowners to consider electrification.

Damen offers a fully integrated service, covering both ship and shore, leading to the delivery of either hybrid or full electric ships for low or zero emission sailing. Having a scope that covers both ship and shore is necessary, says Rampen, because there are not that many charging stations in operation, and the design of an electric ship needs to be integrated with the availability of power on the shore for every location it visits.

Damen has a growing number of references for its electric vessels including the Port of Auckland's recently launched fully electric tug.

For Damen, with increasing levels of ecological awareness and ever more stringent regulations coming into force, electric powered ships represent a future-proof solution for shipowners.

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CONFUSION AND DELAY DOG FUELEU MARITIME INITIATIVE As outside political factors intrude, there is still no date in sight for the finalisation of the landmark EU policy initiative on fuel standards and ship emissions, reports Paul Gunton Last month's issue of The Motorship noted with disappointment that it was not possible to report fully on the effects of the EU's FuelEU Maritime Initiative because of a delay to its publication. Although initially planned to be adopted in Q4 2020, publication was delayed to permit further submissions, until Q1 of this year. The publication date then slipped to April but, at the time of writing in midApril, it still remains under wraps.

Requests to the European Commission's Directorate for Mobility and Transport for an updated timetable and a copy of the latest draft version went unheeded and, over at the European parliament, it seems there is similar frustration.

Commenting to The Motorship unofficially, a member of its Research Service team said that it, too, was “waiting for the commission to put forward the proposal in question,” and could only “guess what will it contain and what feedback will have been taken on board.”

That source assumed the delay to be because “the commission wants to ensure coherency with two other proposals under preparation: the new one on aviation fuels and a revision of the directive on alternative fuels,” but it has not been possible to confirm that suggestion.

One industry body - the International Chamber of Shipping (ICS) - appears to believe that the initiative is far from ready.

Last year, the commission invited feedback on an Inception Impact Assessment (IIA) of the Fuel EU Maritime initiative and ICS was not among the 81 individuals, companies and organisations that provided submissions by the deadline.

Although the second of two consultation periods closed on 10 September 2020, ICS is only now deciding its position

What is FuelEU Maritime?

To give it its full name, this is the 'FuelEU Maritime - Green European Maritime Space' initiative, which was included in the European Commission's 2020 work programme as part of its European Green Deal strategy.

When it was announced, it was expected to “focus on ramping-up the production, deployment and uptake of sustainable alternative marine fuels.” It was also intended to support “the European Green Deal's ambition of regulating access of the most polluting ships to EU ports and obliging docked ships to drastically reduce their emissions, including through using shore-side electricity.”

This need to reduce emissions stems from the commission's view that ship traffic to or from ports in the European Economic Area accounts for 11% of all EU CO2 emissions from

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on the proposal and its communications director Stuart Neil said that the organisation was “still trying to understand what the detail of the proposal is, to see how we can make it work to deliver on its objective.” He was speaking shortly after ICS had received a draft report about the initiative that it had commissioned jointly with the European Community Shipowners Associations (ECSA) from an emissions policy expert to help it decide its position.

Although Mr Neil could not offer any detail about the report or its likely outcomes, The Motorship understands that it runs to about 60 pages. He would not comment either about the delay in assessing its position but, since ICS and ECSA both have regular contact with the European Commission, they must be hopeful that, if they decide to express any views, they can make them known through those channels and that there is still time to have them taken into account.

In fact, ECSA was one of the few shipowner groups that contributed to the original consultation and its submission

transport and 3-4% of total EU CO2 emissions.

To tackle those emissions, FuelEU Maritime aims to increase the use of sustainable alternative fuels in European shipping and ports by addressing “market barriers that hamper their use [and] uncertainty about which technical options are market-ready,” the commission's website notes.

Some clues about what the initiative will eventually contain can be gained from a report 'on technical and operational measures for more efficient and cleaner maritime transport' prepared in October 2020 for the European Parliament by its Committee on Transport and Tourism.

Written by committee chair Karima Delli, it is known as the Delli report and was adopted by the European Parliament in February, receiving positive industry reaction. For example, in a

8 The European Commission is postponing a decision on whether natural gas projects, such as Finland's Martinlaakso power plant in Vantaa (pictured), should be included in its green finance taxonomy

statement at the time, ECSA welcomed the report's call “for a comprehensive approach under the upcoming FuelEU Maritime proposal,” but added that it believes setting a fuel standard “for ships, instead of fuel suppliers, ... would risk failing to deliver on emissions reductions and would be challenging to enforce.”

One industry executive contacted by The Motorship, but speaking unofficially, also expressed concern about this fuel-centred approach. “How is the EU going to ensure that a fuel bunkering operation in Taiwan or in Mauritania, is going to provide fuels that are in line with the EU bunkering requirements?” he asked. And if there is a way of doing that, it must not add any extra burden to shipowners and must be manageable, he said.

Other references to FuelEU Maritime in the

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EMISSIONS REDUCTION TECHNOLOGY

last year declared that “the European shipping industry welcomes the FuelEU Maritime initiative to increase the use and availability of sustainable alternative marine fuels and energy sources.”

However, it went on to stress that “decarbonisation of the shipping sector must firstly be an international effort” and warned that “regional regulatory measures risk 'moving the goal posts'.” For that reason, it encouraged the commission to ensure that “any proposal [should] be coherent and not undermine decarbonisation objectives as established via the IMO.”

Lifecycle assessments should used to define carbon neutral fuels and “significant RD&I investments [along with] additional (EU) funds will be necessary” to incentivise the development of green technologies and deploy green infrastructure, it went on.

R&D INVESTMENTS From a technical point of view, the shipyard and equipment industry body SEA Europe welcomed the commission's broader 'Green Deal' initiative but advised in its submission that “significant investments will be necessary for R&D and the development and deployment of various possible alternative fuels ... to transit from a low carbon footprint to a full zero-emission mode of transport.”

It also cautioned that “legislation and policy actions should refrain from imposing or prescribing specific technological solutions or specific alternative fuels” and said that internal combustion engines “will play a significant role in the decarbonization of waterborne transport, if utilised with climate-neutral synthetic fuels.”

Delli report recommend that it should take a life-cycle approach to greenhouse gas emissions and calls on the commission to “introduce a requirement for cold ironing using green electricity or any other renewable energy” while ships are in port. It also recommends that the initiative should “integrate sail propulsion”, although it is not clear how it anticipates that should be done.

Other parts of the report contain proposals that, if they are included in FuelEU Maritime, The Motorship believes could be of concern in some industry sectors.

For example, although it concludes by calling for “substantial European funding” that targets “the decarbonisation of the sector and better cooperation between its various actors,” elsewhere it “recalls that methane emissions have a significant impact on climate change”

and says in the same sentence that “European taxpayers' money should only be used for long-term sustainable alternatives that do not risk creating lock-in effects, as is the case with LNG.” Whether this indicates a lack of enthusiasm not only for LNG but also for methanol is not clear, but in a contribution to last year's consultation, the Methanol Institute noted that the Inception Impact Assessment did not include methanol on its list of sustainable low and zero-carbon alternative fuels. The institute went on to detail various ways of producing methanol, including green methanol from green hydrogen and direct air capture of CO2, and argued that “the European initiative should not pick winners and losers in its quest for cleaner marine fuels.”

The Delli report also encourages a global

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

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8 The EU and ASEAN (Association of Southeast Asian Nations) initiated a new Dialogue on Maritime Transport on 19 March 2021.

Previous bilateral engagement has focused on sustainability (pictured) and road transport issues

8 Some observers noted overall emissions from shore power connections could exceed those from diesel engines unless the energy was generated from low-emission sources, as is the case in Norway

ban on scrubber discharges. After welcoming IMO's 2020 sulphur cap, the report says that this “should not lead to a shift in pollution from air to water” and calls on the commission “to prohibit scrubbers and discharges into the sea of waste water,” which it says should be “properly collected and processed in port reception facilities.” It then asks the commission “to address the same request to the IMO.” How much of the Delli report's findings, the feedback from last year's consultation and the additional material now being prepared by ICS and ECSA will emerge in the final version of FuelEU Maritime will only become clear when it is published. What is clear is that the initiative is set to be as significant as any previous EU initiative, such as its Monitoring, Reporting and Verification regulation and its plans to include shipping in its Emissions Trading Scheme.

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BENEFITS OF HOLISTIC VIEW APPEAL TO SERVICE PROGRAMS Corvus Energy has taken on the power-as-a-service concept by offering a global lease financing product for its energy storage systems (ESS) in cooperation with Viridis Kapital, a privately owned Norwegian leasing company specializing in financing of capital-intensive equipment which is contributing to the green transformation. “In almost all vessel segments, leasing can be a new business model for both containerized ESS solutions as well as ESSs in dedicated battery rooms,” says Halvard Hauso, COO of Corvus Energy. “We believe this new offering will accelerate the shift towards zero-emission solutions on both retrofits and newbuilds.”

Traditional equipment-secured bank financing may not always be available and often requires a large upfront equity commitment. Instead, Hauso says the company's scheme means no upfront capital investment, and competitive rates lead to a financially efficient solution. The equipment can be written down in line with loss of equipment value, and liquidity is improved as the equipment acquisition cost is distributed over the period of use / earnings.

Kongsberg Maritime recently started the Thruster Support Pool that provides replacement units, enabling the exchange of a complete shipset of azimuth and tunnel thrusters, or just a single thruster as part of a planned maintenance solution. It is a concept that the company expects to expand on in the future. Digitalisation is key, with information provided from systems such as Vessel Insight and K-IMS allowing pre-emptive maintenance based on early signs of failure. Kongsberg maritime says this service considerably reduces the turnaround time of the vessel in dry dock, typically taking it from 21 days down to four to seven days.

There is no need to wait for repairs or parts in drydock, no service engineer waiting time charges and no capital required for spare units.

The removed thruster is returned to a specialist Kongsberg Maritime workshop where it is cleaned, sandblasted and primed. It is completely disassembled, inspected and overhauled according to factory standard specifications using genuine Kongsberg Maritime parts, and any design or model related upgrades are incorporated. The unit is tested to ensure full functionality, fitted with new anodes and coatings before it enters the pool with an OEM warranty and society classification.

Power-as-a-service in a container is a concept that also Wärtsilä has been analysing. Henrik Wilhelms, Director of

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Picture courtesy of Wilhelmsen

Shipowners don't always pay for fuel, but they are strongly focused on their emissions, and equipment and service providers are increasingly sharing that responsibility

Sales for Wärtsilä Performance Services, says that while it has been widely adopted in the airline industry, engines on ships are not so easily removed and replaced. Citing the Ever Given as an example, he notes the additional complication that ships generally have a large number of stakeholders.

The shipyard builds the ship, and then the Ever Given is owned by two Japanese companies, leased to a company in Taiwan, managed by a company in Germany and registered in Panama. So, for power-as-a-service, he says: “We have analysed the idea, and there definitely is some interest from certain customers, but how to make it happen in practice is still open.”

8 Wilhelmsen has announced the world's first Type Approval for its digital boiler water test and treat system by DNV

PREDICTIVE MAINTENANCE IS INCREASING IN SOPHISTICATION Of more immediate interest are digitally enabled services as part of the Wärtsilä Lifecycle Solutions. One of these is Wärtsilä's Expert Insight predictive maintenance solution which uses artificial intelligence (AI) and advanced diagnostics. The Expert Insight service monitors equipment and systems in real-time, spotting anomalies and predicting potential problems. Should anomalous behaviour be detected, it is flagged to specialists at Wärtsilä Expertise Centres, allowing them to support the customer proactively with an appropriate resolution.

Another related service is Wärtsilä's Data-Driven Dynamic Maintenance which continues Dynamic Maintenance Planning approach with more advanced digitalisation and analytics. As an integral part of the company's Lifecycle Solutions value proposition, it increases the uptime of assets and reduces lifecycle costs by optimising major overhaul intervals. With data-driven maintenance the idea is to take a condition-based approach to maintenance rather than adhering to a fixed overhaul schedule based on logged running hours and infrequent reporting. By monitoring the critical engine parameters in real time it's possible to extend the time between overhauls and eliminate the need for some

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

26/04/2021 11:15

Credit: Corvus

DIGITALISATION/AUTONOMY

time-consuming, costly intermediate inspections. The need for on-site visual inspections performed by Wärtsilä personnel is reduced, and customer personnel can be trained to take fluid samples and to carry out borescope inspections of engines with remote support from Wärtsilä's Expertise Centres.

Digitalisation and connectivity enables a full range of new services but data is not enough in itself to generate improvements. Creating value requires analytics and technical experts who can make sense of the data and give actionable advice. Wärtsilä Expertise Centres around the world have this expertise to support, predict and optimise your asset performance and can help to cut unplanned downtime by an estimated 30 to 50%. Japanese shipping company Nippon Yusen Kaisha (NYK) and Monohakobi Technology Institute are putting this claim to the test in a pilot program for two LNG carriers. The two organisations signed an Optimised Maintenance Agreement with Wärtsilä in January 2021 which will evaluate the analytics and support service provided by Expert Insight in combination with Wärtsilä's Optimised Maintenance Lifecycle solution.

“If you compare it to conventional maintenance, just by the book, you can reduce fuel consumption and emissions by up to 5%,” says Wilhelms. “We see a lot of focus on emissions today. In the last year particularly, it's a topic that is on everyone's lips.” This has led to a new kind of service agreement that is based on achieving specific performance goals. Wärtsilä shares the gain, or the pain, as the agreement has a mechanism for sharing the costs or savings associated with the targeted outcome - for example fuel savings achieved. “If we save emissions together, then we share the benefits.”

SERVICE AGREEMENTS ARE A HOT TOPIC IN BALLAST WATER MANAGEMENT Jad Mouawad, CEO of ballast water management system (BWMS) installation and service company Mouawad Consulting, says that equipment leasing is not likely to take off in his sector of the market. “A number of makers tried this approach, but in our industry, shipowners have always preferred to own their equipment, and it seems this is what the market has preferred.”

Service agreements, however are definitely a hot topic, so much so that Mouawad has started a new company, URSA, dedicated to only that. The challenge for such sophisticated equipment is that it is very difficult to transfer the knowledge needed to technicians across the globe, he says. “We have developed remote troubleshooting mechanisms whereby

we work with the crew, remotely as much as we can, to fix most common problems. And in the majority of the cases, we are able to get the BWMS up and running remotely. We just need to send the spare parts physically.”

The company has entered into an agreement with South Korean equipment manufacturer NK for upgrade and maintenance of their NK-O3 BWMS, and agreements with other manufacturers are under negotiation. “We have people in Korea, China, Singapore, Dubai, Qatar, Bulgaria, Lebanon, Norway, Panama and Houston that can cover a large portion of the worldwide shipping hubs,” says Mouawad. “All makers will be offering their own service agreements, as most see this as the only thing they can do after the retrofit wave is over. What we are offering is a delegation of those agreements from the makers to us. We can bundle together the service of many makers' equipment and so offer a more economical service covering larger geographical areas. For example, by servicing four or five UV-based BWMS, we can have people that are experts on UV systems, with all their similarities and very few differences, that are working full time only with that. It will mean faster, more reliable and cheaper service,” he says.

Mouawad is launching a new platform where shipowners will be able to select, pay for and receive spare parts without talking to anyone, 24/7. Depending on where the ship is, they can also book a time and place for service engineers to attend, all online.

ONBOARD IOT HELPS REDUCE IDLE TIME Case studies from ioCurrents also indicate the benefits of looking at the bigger picture. ioCurrents offers its MarineInsight platform that provides a live look into current fuel burns and fuel flow to facilitate proactive adjustment of ship operations for fuel efficiency. Employing an IoT device on board to run the analytics in real-time, MarineInsight frequently and efficiently sends the analysed, compressed data from the device to a secure cloud where the shoreside team can access it. The ioCurrents team assists with setting KPIs which can include failure prediction, fuel optimization and improved maintenance.

In one case, customers wanted the shoreside team to be notified when vessels are running in idle for over two hours to reduce fuel wastage, carbon build up in the exhaust and unnecessary

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

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8 Corvus Energy is offering a global lease financing product for its energy storage systems (ESS)

8 Jad Mouawad: The challenge for such sophisticated equipment is that it is very difficult to transfer the knowledge needed to technicians across the globe

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DIGITALISATION/AUTONOMY running hours for equipment. This idle alert led to a change in behaviour across the fleet, as engines were shut down when the operators knew they would be waiting for extended periods of time. Reduced idle times avoided unnecessary operating hours, increased the duration between maintenance intervals, reduced unnecessary fuel burn and prevented engines from running in their worst RPM bands.

Additionally, at a fleet-wide level, MarineInsight can generate reports to help identify vessels that are operating in lessthan-optimal condition. One operator used this reporting feature to reduce idle time fleet-wide by 63% in six months.

In April, Cummins announced PrevenTech® Marine, an expansion of its PrevenTech portfolio, designed to boost uptime, reduce maintenance costs and improve the service experience. PrevenTech monitors Cummins powered assets remotely, using connectivity,big data, advanced analytics and IoT to help avoid unplanned downtime through the advanced detection, reporting and diagnosis of potential engine health issues. It will be made available in mid-2021 and initially offered through an integration with cloud-based technology provider Siren Marine.

The company also announced FleetguardFIT™ as the industry's first comprehensive real-time filtration, oil and hydraulic fluid quality monitoring solution, based on smart sensors, IoT cloud, and advanced analytics. FleetguardFIT integration extends PrevenTech's health monitoring capabilities to the consumables' components, reducing reliance on standardized maintenance schedules and minimizing unnecessary costs, says Cummins.

WORLD-FIRST BOILER WATER TEST SYSTEM GAINS TYPE APPROVAL In another industry first, Wilhelmsen announced the world's first Type Approval for its digital boiler water test and treat system by DNV. Alongside the unique Type Approval for the Digi Boiler automated dosing system, Wilhelmsen have also been certified as the first and only approved service supplier for DNV GL's BMON+ class notation. The system is claimed to dramatically reduce the inherent risks associated with poor boiler water management by monitoring boiler water condition and dosing the required amount of chemicals as and when they are needed. Real-time condition monitoring and key boiler water data is accessible to both the vessel's crew and onshore staff via a custom-made online portal.

Hapag Lloyd has been using the system for over two years.

MORE SYSTEMS TAKING A HOLISTIC APPROACH TO EQUIPMENT PERFORMANCE Thomas Knödlseder, Principal Engineer, Hull, Materials & Machinery, working in technical support at DNV, says that, generally, there is a trend now for suppliers to look at capturing more subsystems, not just the main engine, in their service agreements to give them a more complete picture of what's happening. “The two key words when it comes to this kind of development are transparency and trust. Without those, it will not work,” he says. “If you if you don't know what's happening with your data, or if you get some recommendations back but if you 8 Henrik Wilhelms, Director of Sales for Wärtsilä Performance Services

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don't understand the basis for the recommendations, there will always be some doubt around the changes you are implementing. And this means that both sides might not be getting the full value out of the agreement.” That's where DNV's approvals and verification services can play a role, he says, creating the confidence that they have achieved a certain standard.

DNV's Machinery Maintenance Connect (MMC) planned maintenance system survey arrangement as part of this trend for a more holistic approach to maintenance. MMC is based on audits of an approved and implemented machinery planned maintenance system (MPMS) on board. MMC features a dashboard which displays information about the machinery maintenance status for each individual vessel, and allows DNV to perform the MPMS survey for the entire fleet at once. “We have increased our efficiency with this, and at the same time, we have found patterns that were not distinguishable before, because if you go onboard a vessel and look at one vessel, you will not see the fleet,” says Knödlseder.

DNV is furthering the development of condition based maintenance (CBM) with Greek technology company Propulsion Analytics. The organisations have received funding from Innovation Norway to develop a CBM application which merges thermodynamic modelling with AI to diagnose faults and predict performance in marine powerplants.

Propulsion Analytics' analysis method uses a combination of process simulation models and data-driven models to provide a reference point for a powerplant's operating condition which, when compared to the actual data, can diagnose and predict engine component malfunctions and identify decreasing performance. DNV is developing a verification, validation and accreditation methodology to assess CBM applications which aims to significantly enhance the validity and trustworthiness of CBM approaches.

8 Wilhelmsen's real-time condition monitoring and data is accessible via a custom-made online portal

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26/04/2021 11:15

DIGITALISATION/AUTONOMY

WIND REQUIRES INTEGRATION TO OPTIMISE BENEFITS Optimising the integration of wind-assisted propulsion and conventional propulsion systems requires an integrated solution, writes Sarah Zitouni, Regional Sales Manager at Lean Marine There is no silver bullet that will transform an existing fleet to a zero-emission one. This is why, although the shipping industry has acknowledged climate change and the need to drive down harmful greenhouse gas (GHG) emissions immediately, a great deal of further action is required.

While the commitment of several shipping companies shows promising steps towards achieving 'zero-emission' transport, it is a fact that if most industry players wait until zero-emission vessels are tested on large scale, it may well be too late to reverse the climate impact of the industry.

Yet there are genuine constraints that must be factored into this consideration. Existing vessels will likely continue to constitute a large part of the global fleet until 2050, hence lowering the emissions from these vessels is a crucial and significant issue for many years to come.

Certain ship-owners and operators, intent on rapid emissions reductions of their existing vessels, have started seriously considering and investing in technologies enabling the exploitation of zero-emission and free renewable wind energy. However, even though the objective is to consume more clean energy and less traditional energy (or fuel with high carbon content), consuming less energy overall is the key to an effective and sustainable long-term strategy.

The solution is the complete integration of wind-assisted and conventional propulsion onboard a vessel, thereby forming a 'real' hybrid vessel. This is the only way to maintain optimal speed or power while avoiding the use of excessive combustion propulsion power.

DEFINING EFFICIENT HYBRID VESSELS As a mechanical engineer and engine specialist, I would neither suggest producing a 'manual' hybrid car nor drive one myself. If the main purpose of an electric or hybrid car is to reduce GHG emissions, the process of switching between the combustion engine and the electric motor must be optimized. Only an automated, computer-controlled system can do this. Similar considerations apply to the integration between wind-assisted propulsion and conventional propulsion systems onboard a vessel. In other words, the integration between a new propulsion system and an existing one is fundamental to ensure that it will improve efficiency.

That is, without complete integration through propulsion automation, a captain who decides to go at 12 knots will set an engine RPM from the lever to reach roughly 12 knots.

When the crew deploy the sails or kite, or engage the Flettner rotors, they would also need to constantly follow the fluctuating power gained by wind and reduce the power used by the main engine. Without this, the vessel will gain in speed but there will be no benefit from the zero-emission, free wind energy. As a result, the reduction in traditional fuel use would be less than optimal.

Lean Marine's FuelOpt™ bridges this gap and optimizes energy efficiency, acting as the missing piece necessary for the complete integration of wind-assisted and conventional propulsion systems.

FUELOPT™ ENABLES A 'REAL' HYBRID VESSEL FuelOpt sits 'on top' of the existing control system and other systems on the bridge and optimizes the propulsion line in real-time. The propulsion automation system focuses on key vessel efficiency parameters: speed, fuel consumption, engine power or a combination thereof. It provides a direct interface between the machinery and vessel crew on the bridge, enabling full control of these parameters.

With FuelOpt onboard as an integrator, once the crew sets a speed of 12 knots and activates the system from the intuitive panel on the bridge, it dynamically controls the propulsion line and makes sure that propulsive power is constantly optimized based on the command set and changing conditions.

Therefore, when FuelOpt detects that the speed is increasing due to wind-assisted propulsion, the system automatically adjusts the engine power. In this way, the FuelOpt system ensures that a maximum of power usage is drawn from wind power and the consumption of traditional fuel is minimized.

On vessels with a controllable pitch propeller, FuelOpt has an additional degree of freedom when it comes to optimization. It acts as a dynamic tuning system for the propulsion machinery and regulates the propeller's pitch and RPM separately such that the engine and propeller are operated at optimal conditions. This ensures that a maximum amount of propeller thrust is produced with a minimum amount of power.

Moreover, FuelOpt provides an extra layer of operational safety, as it continuously monitors the signals from the engine and propulsion line.

This lowers the risk of overload on the systems, notably for the engine. By integrating windassisted propulsion on an existing vessel via FuelOpt, we can use clean wind technology with existing engines and conventional propulsion to achieve immediate emissions reductions.

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8 FuelOpt also regulates the pitch of controllable pitch propellers and their RPM separately to ensure the engine and propeller are operated at optimal condition

8 Sarah Zitouni, Regional Sales Manager at Lean Marine

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DIGITALISATION/AUTONOMY

WHY VOYAGE OPTIMISATION SHOULD BE ALL ENCOMPASSING Analysis of the Suez Canal disruption reveals how voyage optimisation solutions could make a greater contribution, writes Kimmo Laaksonen, Director, Product Development, NAPA Shipping Solutions

THE PERILS OF STICKING TO A DEFAULT ROUTE Too often, this means that, although voyage optimisation software is recognised by owners and operators as a digital solution, which will be significant in the future optimisation of operations, its true potential is yet to be fully realised. If, for instance, a routing tool cannot adequately account for a last minute change in the weather, crew and shoreside staff sensibly prefer to stick to a tried and tested route than attempting something new.

At present most vessels therefore tend to stick to a default route, except in extreme weather conditions. This means the benefits of optimised routeing are not actualised, as voyages which could consider up to date weather conditions currently fail to. While some climatology-based reference routes already exist and can be applied accordingly, weather phenomena changes year-to-year. Automatically assuming a default route therefore risks failing to reflect real-life conditions and can leave ship owners paying avoidable fuel and labour costs.

The recent blocking of the Suez Canal exemplifies this point as many owners and operators lost out on potential optimisation gains. For example, a typical vessel re-routing from New York to Singapore would have perceived the route around Africa to be shortest. However, our research found that surfing along the equatorial ocean currents on the Pacific would have been a more fuel-efficient option, which would have saved vessel owners and operators costs and emissions.

In another NAPA study, we analysed over a year of past transatlantic voyage data for MR tankers on the Baltic Exchange route, comparing their actual performance against a

Credits: © Kepler, © Mapbox, © OpenStreetMap

Amid the range of carbon cutting solutions from which the shipping industry can choose to meet the reduce greenhouse gas emissions, optimisation software has a role.

The final choice of decarbonisation tools and strategies will depend on ship owners' vessels and business models.

Just as shipowners must choose from a selection of solutions, voyage planning should ideally take into account a number of complex elements. It is only by combining all factors potentially impacting a voyage that the safest, most efficient and cost-effective results can be achieved. Key factors that must be amalgamated to intelligently optimise voyage routes and increase safety include speed profiling, ocean currents, arrival time, engine load, wind, water depth and Emission Control Areas (ECAs). This presents a significant challenge to the industry, because it requires contractual flexibility, the sharing of data and capability to consider all elements to ensure the optimal route.

‘‘

While some climatologybased reference routes already exist and can be applied accordingly, weather phenomena changes year-to-year.

8 The MR Tankers study reanalysed historical routes to identify potential routes

retro-optimised voyage using NAPA voyage planning technology, we found the MR tankers could have reduced the time spent in winds above BF5 by 9.8%. This would have allowed a 5% lower RPM, led to 15.9% lower fuel costs and minimised safety risks. The schedules in the retrooptimisation study were kept the same, which highlights the significant capacity for environmental and economic gains had sophisticated voyage optimisation been applied.

Although the emissions reduction and cost saving potential of intelligent voyage planning is recognised, the shipping industry is yet to fully adapt its infrastructure to accommodate and incentivise the uptake of such technologies. This is somewhat further complicated by the traditionally strong separation between the voyage stakeholders: shipowners are not incentivised to save fuel, if they can keep the ETA and ship performance (speed and fuel consumption) within charter party limits. Even if the charterer was to be interested in fuel consumption, they typically do not have the same access to sea charts, tools to evaluate safety, and are likely to source a weather routing service for the voyage, but not systematically for each voyage.

8 Kimmo Laaksonen, Director, Product Development, NAPA Shipping Solutions

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26/04/2021 11:15

Credit: NAPA

DIGITALISATION/AUTONOMY

A HOLISTIC APPROACH TO DECARBONISATION Voyage optimisation software, when combined with proven clean technologies, can not only improve fuel efficiency but also act as a platform to estimate savings potential. For example, our expertise in vessel modelling and optimisation, as well as weather routing and performance analysis, has been valuable to the development of wind-assisted shipping.

Collaboration with the likes of C-Job Naval Architects, to explore the applications of wind-assisted propulsion and the consequent carbon reduction savings, enabled us to further

showcase the 20% fuel saving potential of rotor sails. Likewise, through our NAPA Voyage Optimization software we proved the untapped fuel saving potential of aligning a vessel's route with prevailing wind patterns and continue to develop our software to consider a range of factors, such as weather routing, vessel operations, and speed profile.

In a market like shipping, where margins are tight, it's essential to accurately estimate the saving's potential of wind propulsion technology to increase ship owner confidence and the development of the low carbon fleet of the future.

8 A NAPA study identified more efficient routes from New York to Singapore during the recent Suez Canal disruption

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THRUSTERS & PROPULSION

FIRST REFERENCES FOR NEW LNG BUNKER VESSEL DESIGN

Credit: CGR Arctic

Bård Norberg of CGR Arctic Marine AS and Axel Andenæs of Kongsberg Maritime AS discuss the combined concepts behind the LMB6000 after the first orders for the design were confirmed

Sometimes, combining the best available existing technologies has the effect of opening up an entirely new path. This has very much been the case with the cooperative processes leading to the development of the Norwegian technology provider CGR Arctic Marine's 6,000m3 Liquid Methane Bunkering (LMB) vessel.

The first two vessels, due for delivery in spring 2023, are about to be built by the Taizhou Wuzhou shipyard in China for Kanfer Shipping AS, a Norway-based developer of small and medium scale LNG transport and terminal solutions to whom CGR has handed the rights to commercially deploy these LNG bunkering and distribution vessels.

Designed by CGR in close consultation with the respected Chinese design institute SDARI, the LMB6000 will be fitted with a comprehensive, unified Kongsberg Maritime equipment solution comprising propulsion, remote control, gas engines, electrics, energy storage and integrated automation. The solution also includes Kongsberg's cargo tank instrumentation and FlexCTS Custody Transfer System, designed specifically for LNG Bunkering vessels.

Digitalisation also plays a key role. The vessel will use Kongsberg Maritime's Information Management System (K-IMS), and can be connected to the cloud via Kongsberg's Global Secure Network. The K-IMS platform has been widely embraced by the LNG market and enables owners to make use of their data through a suite of tools and applications.

The remote connection is used by Kongsberg for Remote

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8 The first two 6,000cbm LMBV newbuildings are about to be built

by Taizhou Wuzhou shipyard for Kanfer Shipping AS Inset: CGR's eponymous Cryogenic Gas Recovery (CGR) process plant

Services, a tool which has been of particularly high value during the pandemic.

The project's genesis can be traced back several years, as Bård Norberg, Director and founder of CGR Arctic Marine, recalls. “Everything began with ideas drawn on a napkin, which is where all innovation starts,” he laughs. “At the time, I was involved in an LNG project at Meyer's Neptun Werft Shipyard in Rostock, Germany, and I started to think about how to use today's technology in the design of a low-cost bunker vessel, itself running on LNG, that would be able to efficiently supply LNG fuel with the smallest possible environmental footprint, the minimum of complexity and the lowest possible capital (CAPEX) and operational (OPEX) expenditures.”

CAPEX OPTIMIZATION Bård's first consideration was the size of the cargo tank. Experience had proved to him that a 6,000m3 tank would provide sufficient capacity, capable of accommodating approximately 2,600 tonnes of LNG. The decision to opt for a mono-tank design was pursued as a means of keeping weight and costs down, improving hull utilisation and cutting down on the amount of cargo-handling equipment required on deck. “No compressors, no heat exchangers,” Bård smiles, “so CAPEX will be optimised in the building of these vessels.”

There is also the potential to increase tank size by simply lengthening the hull: Bård already has 7,000m3 and 8,000m3 designs under consideration.

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26/04/2021 11:15

THRUSTERS & PROPULSION The LMB6000 is accordingly equipped with a single cargo tank, insulated with state-of-the-art spray foam thermal insulation technology. “This minimises the LNG boil-off rate,” Bård points out, “limiting it to no more than 0.12% per day.”

This high level of insulation ensures optimal efficiency for another key feature of the new vessel: its onboard cargohandling plant, which uses the cryogenic gas recovery technology from which CGR derives its company acronym.

Capable of combining cooling, reliquefication and gas recovery during loading, discharge and gas-freeing operations, the CGR process plant's cryogenic condensation functionality uses heat exchange with liquid nitrogen to handle and recover cargo boil-off sustainably. This negates the need to dispose of it via incineration, flare or GCU (Gas Combustion Unit). Any vapour gases are instantly re-liquefied in the heat exchange process.

CGR process plants operate using proven cryogenic gas recovery technology which has been in existence for 20 years, but this will be the first time it has been designed for and installed on a vessel. “The plant will handle any type of boil-off very rapidly,” Bård confirms, “with a capacity of three to four tonnes an hour.”

A PERFECT MATCH The next ingredient which Bård factored into his planning was the choice of engine. “With LNG fuel, CO2 and NOX emissions are the lowest you can get,” he says, “so I naturally

‘‘

The ship design is focused on simplicity, going for pure gas instead of dual fuel, which means fewer systems and lower costs felt that these vessels should use pure gas engines for power production, coupled with hybrid technology.”

It was the need for a straightforward, integrated solution to support this conviction which brought Kongsberg Maritime into the picture. “I felt that Kongsberg's knowledge of electronic installations and our extensive experience with LNG carriers would make a perfect match,” Bård observes.

“We have been working very closely with CGR Arctic Marine since February last year to provide our input,” continues Axel Andenæs, Sales Manager, Global Sales and Marketing, Integrated Solutions (OPU and LNG), Kongsberg Maritime. “The ship design is focused on simplicity, going for pure gas instead of dual fuel, which means fewer systems and lower costs. We've thought very carefully about the best way of configuring our hybrid technology to facilitate peak shaving, optimising the vessel's energy production and consumption to avoid the running of auxiliary engines any more than is necessary.

“Another aspect of this is that the vessel will be able to bunker alongside a cruise ship to discharge and unload on battery power only, without the use of generators, so there will be no exhaust fumes emanating from the vessel and an absolute minimum of noise and disturbance.”

OPTIMAL EFFICIENCY The vessels will accordingly be fitted with Bergen C26:33 gas engines with CPM (Cylinder Pressure Monitoring) to stabilise engine performance, reduce component stress and improve reliability. The plug-in hybrid power system, meanwhile, will consist of modular lithium-ion battery packs and a redundant pair of 1,550kW pure gas generators. The battery packs will

allow the generators to run at optimal efficiency and consume less fuel during manoeuvring, slow-speed and latency operations.

“When the batteries are empty, we can just start the generators and charge them in three hours, and they'll be fully charged again,” Bård comments. “If we go alongside a terminal with fully charged batteries, we won't need to run generators for loading the vessel. We'll have enough energy to cover the entire loading operation, only starting the generators when leaving port and going to the discharging field. This vessel is not only designed for bunkering, but also for short-sea distribution.”

As an additional safety measure, Kongsberg's liquidcooled, small-footprint Energy Storage System (ESS) incorporates multiple safety barriers to prevent thermal runaway between modules.

SOFT LANDINGS Extreme manoeuvrability and accessibility were also of prime importance in the vessel design, expediting operations in narrow, constrained port waters alongside other craft.

Kongsberg Maritime's solution has been to install a bow thruster and a redundant pair of 360° Azipull thrusters which can be operated by means of an independent Poscon joystick system. The Azipull thrusters combine superior efficiency in transit with excellent manoeuvring capabilities.

“This makes operations more simple and far safer because we can execute soft landings to the shoreside and to other ships,” Bård says. “The risk of touching is basically avoided.

Gas carriers going into ports or carrying out operations are normally assisted by tugboats, but our goal is to remove the need for these and limit port expenses by being able to operate safely and redundantly ourselves.”

Bård is in no doubt about the LMB6000's potential in a sustainability-conscious marketplace where LNG is becoming an increasingly attractive proposition. “We basically want to be seen as a role model for the bunkering industry,” he states.

“We've had many Teams meetings with major customers in the global oil and gas industry who have confirmed that our design will make a real difference.

“Somebody also described it as a gamechanger: I don't like to use such terms, but the proof is in the pudding. My own little slogan is 'From black to green, simple and clean: pure gas'. The vessel makes sound business sense on both a commercial and environmental level. Even when factoring in the added expenditure on propulsion and batteries, we'll still be able to offer this vessel at a far lower CAPEX and OPEX than the competition.”

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

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8 The LMBV design's mono-tank design reduces the amount of cargohandling equipment required on deck

8 Bård Norberg of CGR Arctic Marine AS

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15JUNE 2021 GE SIMPLIFIES KEY COMPONENTS 17 TO BOOST POD EFFICIENCY THRUSTERS & PROPULSION

TO

Credit: Chantier Davie

GE Power Conversion claims an increase in fuel efficiency of up to 7% for its SeaJetTM VRK series of electrical podded propulsors through newly updated induction motor technology and system simplifications which also reduce maintenance needs and boost system availability

In the SeaJet system, the electric motor is housed in the hull mounted pod and directly connected to the propellor, freeing up cargo and operational space in the ship. Manoeuvrability and efficiency are greatly improved, says GE, and total fuel consumption and exhaust emissions are reduced.

The pods have already demonstrated their robustness across a wide range of naval, merchant and offshore applications, and the newly updated technology is gaining traction with owners building Arctic tonnage. In February 2021, GE was added as a Strategic Partner to Chantier Davie's Polar Icebreaker program. Chantier Davie, GE, Vard and Serco formed a centre of excellence for polar technologies and Arctic expertise in Quebec's maritime cluster where they will focus on the replacement of Canada's ageing icebreaker fleet. GE has already delivered its Integrated Full Electrical Power and Propulsion System for a series of the Royal Canadian Navy's Arctic and Offshore Patrol Ships, with the last two ships in the eight-ship series scheduled for delivery to the Canadian Coast Guard. The Canadian Coast Guard are considering pods for their future polar class icebreakers.

The pods have already been chosen for a series of LNG carriers being built for Rosneft's Arctic LNG program.

Sapphire Pod Manufacturing Plant, a joint venture between GE and Rosneft Oil Company, will supply the electric power

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S

R fr p

8 GE is among the partners of Chantier Davie's centre of excellence for polar technologies

and propulsion systems for five new ice class LNG carriers.

Each will be equipped with GE's power and propulsion system including three 15MW Arc 7 SeaJet ice class podded propulsion systems, generators, HV switchboards (main and cargo), propulsion transformers and six MV7 propulsion convertors. The technology package provides the icebreaking and ice-manoeuvring capabilities needed to traverse the increasingly active Northern Sea Route between Europe and Asia, which is bound by ice for most of the year.

SeaJet has also been chosen for a series of 100-metre ice breaker supply vessels under construction in Russia for Rosneft.

EXPANDING MARKET The ice-class range of the SeaJet system is a joint technology development with AETC Sapphire. Systems are available for ice going vessels up to icebreaker 7 ice notation with a power range from 7.5MW to 15MW. They have been designed using a pyramidal strength philosophy to withstand extreme loads on the propeller blades, steering system and propulsion module.

The pods are designed to meet International Electrotechnical Commission standards, and with newly-introduced technological improvements, they bring a strong competitive edge to the shipping market, says Jean-Philippe Chaignot, Executive Business Leader, Marine Business at GE Power

F v c o

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THRUSTERS & PROPULSION

‘‘

Conversion. They are particularly well suited for the growing investment that is being made in new tonnage designed for polar exploration and the Arctic shipping route and will play a major role in this growing industry, he says. GE has also identified opportunities to extend the technology to other applications, such as passenger vessels.

Our testing capabilities push equipment boundaries to help achieve the highest standards of reliability

MODULAR DESIGN GE's MV7000 medium voltage drives are used to drive the pods. The pods themselves are designed to be modular and include an inboard and auxiliary equipment module, a steering module and a propulsion module. This modular approach provides for standardisation of inboard components across the GE product range and improved ability to adapt the pods to the specific hull of each individual project, says Chaignot.

The pod is installed under the hull, and the number of internal webs and stringers has been reduced so that it can be accessed from inside the ship to allow for inspection and all regular maintenance without the need to schedule dry dock availability. The safe handling of braking, locking and turning can be achieved without the need for manual access into the pod. Additionally, a pressurised air system prevents any air-contamination or condensation in the pod.

An anti-pollution seal system ensures environmentally safe operation and long service life. It uses advanced bearing technology with self-contained lubrication and direct thermal exchange with sea water. “The advantage of the advanced bearing system is its capability to operate reliably without continuous operation of an external lubrication circuit,” affirms Chaignot.

The pod's electrical steering system provides high thrust and steering dynamics at 360° which results in high manoeuvrability and station keeping performance for both dynamically positioned (DP) and non-DP vessels. The special design of the steering module has simplified the pod hull's interface with the ship.

empower shipowners to improve the performance of their vessels and to also reduce emissions to enable more sustainable operations,” said Chaignot.

“Noise and vibration are reduced by the optimization of the rotor and stator core, the number of slots and the slots interaction between stator and rotor,” he continues. “The structure borne noise of a propulsion motor will be directly influenced by the stator voltage which will generate radial forces in the air gap being an excitation source of stator resonant modes. The noise and vibration behaviour of our induction propulsion motors is excellent and has been proven on many naval and scientific vessels.”

INDUCTION MOTOR SIMPLIFICATION The auxiliaries are compact to facilitate integration in the pod room, using a smaller induction motor with a pressurised bilateral cooling system which provides homogenous cooling of the active parts to limit any differential thermal effects.

The SeaJet pod induction motors are designed with significantly larger air gaps than those used in other marine synchronous motors. This together with a very stiff solid forged shaft and reduced distance between bearings which GE says cuts rotor deflection in half compared to equivalent synchronous motors. Halving the rotor deflection eliminates any possible collision of the rotor with the stator even under the worst shock conditions that can be encountered, such as on an ice class vessel. The larger air gap also contributes to the ability of the motors to achieve very low structure borne noise levels through the reduction of slot harmonics.

The ability of the MV7000 PWM drive to operate at very low frequency allows the motor pole number to be optimized so a low resistance squirrel cage design can be used for the induction motor. The induction motor is a simple cylindrical squirrel cage with no active insulated parts such as windings, exciter, rotating diodes or permanent magnets. The design reduces unsymmetrical magnetic attraction and reduces shaft deflection making air gap integrity safer than synchronous technology. The simplicity of the system increases the reliability and the availability of the motor and also increases efficiency and power usage.

“SeaJet pods equipped with GE's advanced induction motors draw on proven propulsion technologies and

28 | APRIL 2021

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DRIVE TECHNOLOGY MV7000 systems are available for a power range of 2.5MW to 22MW. The Pulse Width Modulated (PWM) drive technology delivers efficient and flexible control of electric power across all speed ranges, and the active front end enables regeneration of the energy to the network. The overall system provides a power efficiency of up to 99% and a power density of up to 1.1 MVA/m3.

With press-pack IEGT technology, fuseless protection and low component count, the MV7000 series offers longer life expectancy even under load cycling, says GE. Built-in redundancy is achieved through secured continuous conduction of the point-to-point interface (PPI) in failure mode. The drives are case rupture free and arc ignition free due to the pressed contacts and no wire bonding.

“The main benefit of using MV7000 converters is the low level of current harmonics, resulting in the following advantages: reduced motor losses, a filter-less solution (for harmonics) and a network power factor optimization over the whole speed range,” says Chaignot. “There is no excitation system required, which will save on installation footprint and power consumption. This improves global system efficiency.”

SeaJet pods are also compatible with transformerless solutions, hybrid variable AC networks and energy storage DC/DC converters. For multiple drive applications, a common DC link fed by a single active front end can reduce overall equipment cost and footprint.

8 GE SeaJet TM Podded Propulsion Unit

BENEFITS FOR OWNERS AND YARDS Robust product testing is the foundation that ensures high quality and reliable equipment, says Chaignot. GE's test bench and test system allow for real-time technology validation. The pods can be tested under simulated load, torque and dynamic response conditions. “Our testing capabilities push equipment boundaries to help achieve the highest standards of reliability.”

He says the benefits of SeaJet for owners and operators include increased propulsion system efficiency, reduced total installed power generation, reduced total fuel consumption and exhaust emissions, reduced noise and vibration levels and improved manoeuvrability. For shipyards, the benefits include flexibility in the machinery arrangement, a simplified machinery installation with fewer components, a simplified hull form and reduced installation time and cost.

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

26/04/2021 11:15

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Wabtec’s L250 and V250 Medium Speed Diesel Engines As a global leader in emissions-reducing solutions, Wabtec’s medium speed marine diesel engines are certified to meet US EPA Tier 4 and IMO Tier III emission standards.

• Advanced EGR (Exhaust Gas Recirculation) technology minimizes formation of NOx in-cylinder while maintaining world class fuel efficiency • Eliminates spacious provisions required for a SCR aftertreatment system and urea storage, preserving valuable cargo and tank space • Simpler and less expensive to install and operate • No additional operating expenses from urea use, catalyst replacements and SCR system component maintenance • Impressive durability with no planned major overhauls for up to 60,000 operating hours

No urea. No kidding.

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MSDProducts@wabtec.com wabteccorp.com/marine-solutions

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PROPULSION & FUTURE FUELS NOMINEES

COMMERCIAL SOLUTIONS DOMINATE AWARD SHORTLIST The Motorship Award covers collaborative projects that address industry-wide challenges, and are also selected for their potential wider applicability. This year almost every shortlisted project offers significant reductions in GHG emissions, with most offering lower fuel consumption, and lower capital and operating expenditure.

This year's shortlist of eight nominees have been selected with a focus on innovative projects that will be on the water, or close to commercial production, by November 2021. While this excluded a number of interesting technologies and projects, we do believe that either fuel cell technology nor hydrogen fuelled combustion engines represent viable solutions for our wider audience as of April 2021.

We have included two exceptions to the focus on commercial developments or projects. The Mærsk McKinney Møller Center for Zero Carbon Shipping is an ambitious collaborative project that has a wider scope, extending from ship technology through to financing. The second is a British concept design that envisages ultimately delivering a zero-emission bulker while operating on IMO 2020 compliant fuels.

As ever, the winning project will be selected by delegates attending The Motorship's Propulsion & Future Fuels Conference, which will be held in Hamburg in November. The shortlisted nominees will present their projects in a special session held during the event, while the winner will be determined by a vote from conference delegates.

Credit: ABS

THE MÆRSK MC-KINNEY MØLLER CENTER FOR ZERO CARBON SHIPPING (MCZCS) The first of our nominees, the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, is a new research centre designed to support shipping's decarbonization ambitions.

8 ABS Chairman, President and CEO, Christopher J. Wiernicki.

ABS was a founding member of the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping

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Credit: Windship Technology

The shortlist of nominees for the 2021 Motorship Award is dominated by commercially available solutions, ranging from batteries and wind propulsion through to propulsion solutions

The Copenhagen-based centre, which was launched in June 2020, is intended to contribute to the achievement of zerocarbon shipping.

Successfully achieving the transformation of shipping will require significant investment from outside the industry, the development of new fuels and powering solutions, as well as the correct alignment of regulatory and commercial incentives. While many are working to address these challenges separately, the centre is unique in its scope, and plans to make a contribution across each of these areas.

The centre is making an important contribution by bringing together many important members of the industry. Greater collaboration among industry participants is another prerequisite if shipping is to meet the decarbonisation challenge, and the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping brought together major players from the beginning, including ABS, A.P. Moller-Maersk, Cargill, MAN Energy Solutions, Mitsubishi Heavy Industries, NYK Line and Siemens.

8 Windship Technology is developing a 60-metre rig based on its patented aerofoil technology for 250,000dwt vessels

ICER SYSTEM ADDRESSES METHANE SLIP The second nominee for the award is a step-change in emissions reduction technology for Otto Cycle low speed engine technology. In June 2020 WinGD unveiled a new technology designed to slash methane emissions and cut fuel consumption in its X-DF dual-fuel engines. The launch of Intelligent Control by Exhaust Recycling (iCER) is the first development to be introduced as part of X-DF2.0, WinGD's second-generation dual-fuel engine platform.

The X-DF2.0 technologies will enable improved engine performance with both LNG and future carbon-neutral fuels.

The iCER system delivers enhanced combustion control through the use of inert gas. The result is a reduction in methane slip emissions of up to 50% when using LNG and a significant reduction of fuel consumption, of 3% in gas mode and 5g/kW in diesel mode.

The compound effect of using less gas fuel and reducing methane slip is an improvement in overall GHG emissions of

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

26/04/2021 11:15

PROPULSION & FUTURE FUELS NOMINEES

AIRSEAS' SEAWING KITE SYSTEM Airseas's Seawing wind-assisted propulsion system is our fourth nominee for the award. The first installation of the smaller 500m² kite system is due to be completed aboard an Airbus Ville de Bordeaux RORO vessel by the end of 2021.

Following this installation, a 1,000m² serially-produced Seawing will be installed on one of “K” Line's bulkers.

The bow-mounted kite system requires minimal deck space, is easily installed and can be moved between vessels if desired. It does not hinder cargo operations and is suitable for a range of vessels including bulkers, tankers, container ships, PCTCs, ROROs and ROPAX vessels.

The kite will reduce fuel consumption by an average of 20%, or approximately 5,200 tons of CO2 annually for a Capesize vessel. Higher savings of above 20% may be possible for both a Capesize bulker sailing on an AsiaOceania route and for a RoRo vessel sailing on a transAtlantic route.

The solution incorporates some technology from the aeronautical industry. The wing continuously readjusts its trajectory to maximise the traction of the kite to generate the maximum savings. Its digital twin model is also used by the Seawing EcoRouting algorithm to ensure maximum use of Seawing in accordance with the weather conditions along the vessel's route.

UECC'S FIRST BATTERY-HYBRID LNG-FUELLED PCTCS The fifth nominee for the award is for UECC's first LNG battery hybrid pure car and truck carriers (PCTCs). The first of the vessels was launched at Jiangnan Shipyard in April 2021, and is scheduled for delivery later in 2021.

The vessels' design mean that the vessels will exceed the IMO target of 40% reduction in carbon intensity by 2030. They will sail predominately in the UECC Atlantic trade and will meet the Tier 3 IMO NOx emission limitations coming into force for the Baltic and the North Sea for newbuildings with keel laid on or after 1 January 2021.

The project is also noteworthy for incorporating an Energy Storage System (ESS), which will be charged by a permanent magnet, directly driven shaft generator or dual fuel generators.

By incorporating the ESS and shaft power generator into the design, the vessels reduce the number of auxiliaries from three to two.

WE Tech of Finland is providing its WE Drive direct drive permanent magnet shaft generator, the DC-link power distribution system and the ESS, with Corvus Energy providing the battery package. Kongsberg Maritime is providing the energy management system which acts as a supervisory and control system for the overall production and consumption of energy onboard the vessels, ensuring flexibility and optimal operations at sea, in port and during manoeuvring.

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

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8 UECC's first LNG battery hybrid PCTC being prepared for launch in Shanghai

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

Picture copyright: Carsten Feldhusen/ MarineTraffic.com

BERG PROPULSION'S TWIN FIN SOLUTION Our third nominee for the award is for Berg Propulsion's Twin Fin direct electric drive propulsion system.The solution offers particular advantages for operations in Arctic conditions, which is an area where marine traffic is expected to increase.

The solution has been selected for a 26,000dwt SUL (Self Un Loader) Bulker vessel that is being built by CSSC Chengxi Shipyard. It is expected to be commissioned at the end of 2021 for a Canadian shipowner.

The vessel's propulsion system is a tailor-made solution that has been adapted to its hullform and integrated into the ship design. It features two fully-feathering controllablepitch propellers, and each shaft will be directly powered by a 3MW permanent magnet electric motor which will be housed in fins attached to the hull. The vessel's four diesel-electric gensets will have a combined total power of 9.5MW, and the solution will achieve a service speed of 12-14 knots.

The patent pending Twin Fin system is a fully flexible solution tailor-made for each project. It was initially developed in partnership with Odense Maritime Technology and Scandinavian Marine Group as a way of making vessels operating in Arctic conditions less vulnerable to damage to their propulsion system. The compact, hydrodynamicallyshaped fins are tailor-made and oriented to optimise water and ice flow around the hull and the propellers. They offer additional protection from mechanical damage, and as an option for ice-going vessels, they can be equipped with ice knives that prevent ice from hindering the propellers and affecting performance.

Photo: UECC

nearly 10% in gas mode compared to first-generation X-DF engines and nearly 25% compared to engines burning HFO. X-DF2.0 tackles one of the biggest obstacles to uptake of LNG - methane slip. By lowering this barrier, WinGD hopes that a wider range of shipowners will adopt gas as fuel and take advantage of the immediate emission benefits, as well as the transition it offers to future clean fuels. By reducing the fuel consumption these engines require, iCER technology will also make X-DF engines more energy efficient when later running on clean fuels such as biogas or synthetic methane.

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PROPULSION & FUTURE FUELS NOMINEES

8 The conversion of BW LPG's BW Gemini was completed at Yui Lian Ship Yard in Shenzhen, China in 2020

REFIT TO MEET IMO TIER III COMPLIANCE The sixth nominee for the award is for a major refit project for a 30-year-old member of Bernard Schulte Cruise Services (BSM CS) fleet. The MS Amadea will undergo a major refit in 2021 using innovative solutions brought together by some of the leading companies in the marine industry to meet or even exceed the latest engine exhaust emission requirements.

Bernard Schulte Cruise Services (BSM CS) opted to bring together some of the best solutions to meet the IMO III regulations. As a result of a collaboration between Phoenix Reisen, BSM CS, C-Job Naval Architects, Wabtec and VMS Group, the companies are redesigning the powering systems, using new technology equipment, to lower emissions and fuel consumption, while meeting IMO III requirements.

The most noteworthy aspect of the project was in the solution for Wabtec's diesel engines and generator sets.

These generator sets do not require a selective catalytic reduction (SCR) installation, saving tons of Urea per year and reducing both the Capex requirements of the solution, along with the operating costs.

Further savings have been achieved by fully redesigning the power management system. This has led to more efficient use of powering resources onboard. This is developed by the design team of C-Job Naval Architects while working closely with all project partners.

By using each other's strengths, the project team of BSM CS, Wabtec/VMS, and C-Job together created a project approach which not only ensures the vessel will comply with IMO III requirements, but also features innovative repowering and lowers overall fuel consumption.

EEXI, potentially extending the operational life of an asset.

The conversion of an engine aboard an existing vessel rather than opting to construct a newbuilding offers indirect GHG savings, in terms of the materials required.

The experience gained during the successful retrofit project also has wider implications for the maritime energy transition. MAN Energy Solutions expects that such retrofits of engines will become increasingly common as additional new fuels and technology enter the market in the future.

ZERO-EMISSION CONCEPT DESIGN The eighth and last nominee for the award is for a concept design that has yet to receive an Approval in Principle. At the heart of the vessel's design lies a three-wing aerofoil set, for which the British Windship Technology has applied for a separate Approval in Principle.

Such rigs generate significantly more thrust than singlemasted technology. The technology offers the possibility of offering savings of up to 30% for a bulker of 125,000dwt vessel with two different combinations of rigs.

However, the British developer has been nominated for a 115,000dwt tanker ship design which will include onboard CO2 capture from four 2MW generators. The concept design combines Windship Technology's solid aerofoils technology concept with a number of mature technologies, such as PV panels, and heat recovery to achieve up to 80% in fuel savings for the targeted vessel types.

Another innovative aspect of the concept design is the use of onboard carbon capture, which would permit the vessel to operate on MDO while achieving significant reductions in GHG emissions.

8 MS Amadea was built by Mitsubishi Heavy Industries in Japan in 1991

WORLD'S FIRST COMMERCIAL LPG CONVERSION The seventh nomination for the award is for the world's first commercial vessel to be retrofitted with a two-stroke liquified petroleum gas (LPG) engine.

The project began in 2017 when shipowner BW LPG decided to retrofit some of its LPG carriers to LPG-fuelled propulsion. The first conversion, of BW Gemini, was completed at Yui Lian Ship Yard in Shenzhen, China in 2020. The project required close collaboration between a number of project partners, including the Retrofit Division of MAN PrimeServ, MAN Energy Solutions' after-sales division.

The conversion offers immediate environmental performance benefits, reducing GHG emissions by 20% and lowering PM emissions by 90%. The conversion is also expected to lead to fuel efficiency savings of around 10% for its vessels. The conversion will also ensure that the vessels are compliant with upcoming IMO regulations such as the

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WIND-ASSISTED PROPULSION

AIRBUS AERONAUTICS INFORMS KITE SYSTEM DESIGN

Credit: Airseas

Airseas, an Airbus spin-off, has harnessed the aeronautical expertise of its parent company to create a kite system expected to be serialised for roll out by “K” Line

Airseas has received Approval-in-Principle from Bureau Veritas for its 500m² Seawing system installation and from ClassNK for its 1,000m² system installation. Its first preseries 500m² system will be installed on the Airbus Ville de Bordeaux RORO vessel by the end of 2021. Following this installation, a 1,000m² serially-produced Seawing will be installed on one of “K” Line's bulkers. “K” Line is then anticipated to install the system on up to 50 of its vessels.

The bow-mounted kite system requires minimal deck space, is easily installed and can be moved between vessels if desired. It does not hinder cargo operations and is suitable for a range of vessels including bulkers, tankers, container ships, PCTCs, ROROs and ROPAX vessels. Luc Reinhard, marketing coordinator for Airseas, says that for both installations, the kite will reduce fuel consumption by an average of 20% - approximately 5,200 tons of CO2 annually for a capsize vessel, depending on the route. “Thanks to our modelling expertise, we developed accurate, state-of-theart performance prediction software. Our computations led to an estimation of more than 20% savings for both our original customers: more than 20% for a Capesize bulker sailing on an Asia - Oceana route and more than 20% for a RORO vessel sailing on a trans-Atlantic route.”

Reinhard says Seawing is really an aircraft: automatically flown with onboard sensors, it continuously readjusts its trajectory to maximise the traction of the kite and thus generate the maximum savings. Its digital twin model is also

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8 A 1,000m² serially-produced Seawing is expected be installed on one of "K" Line's bulkers in 2022

used by the Seawing EcoRouting algorithm. For this, Airseas uses its extensive aerospace modelling expertise to ensure maximum use of Seawing in accordance with the best weather systems to be encountered on the vessel's route. Additionally, Seawing is designed to be easily installed, says Reinhard.

BEST CANDIDATE FOR “K” LINE “K” Line has been evaluating the system's technical development and performance for several years. “We think Seawing is suitable for large size and also low service speed vessels,” says Koji Tsumuraya, “K” Line Advanced Technology Group. “Large oil tankers or large bulk carriers would be the better candidate due to their low service speed, but we don't eliminate other types of vessels, such as container vessels or car carrier vessels, because wind assist equipment performance really depends on individual vessel speed and route.”

By 2050, “K” Line aims to cut GHG emissions by 50% and CO2 emissions by 70% over 2008 levels. “We believe Airseas is a powerful supporter to have working with us to achieve our targets,” says Tsumuraya. “Wind assist propulsion has the best potential fuel savings among promising energy saving devices. We operate many types of vessels, a fleet of over 400, and we believe that the kite system has the best installation flexibility for the vessel types in our fleet.” He says that is because it results in less cargo space loss (especially on container ships), has less impact on cargo operations (especially for bulk carriers) and provides for better visibility,

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

26/04/2021 11:15

WIND-ASSISTED PROPULSION

DYNAMIC FLIGHT Once activated by the bridge team, Seawing unfolds, operates and refolds autonomously. It flies at an altitude of over 200 metres where it benefits from stronger and more stable winds that are typically over 20% stronger than those at sea level. Seawing's intelligent, digital twin support system that updates the kite's position every 300 milliseconds based on a real-time analysis of meteorological and oceanic data.

This results in the kite flying dynamically and automatically along a figure-of-eight trajectory. This gives 10 times more power than a static trajectory, because, according to aerodynamic laws, the power generated is proportional to the square of the speed.

“As the kite moves, it generates its own apparent wind, just like ships do,” says Reinhard. “When you are at the bow of the ship, you can always feel a breeze, because the ship is moving and creating its own wind. As our kite accelerates, the wind acting on the kite is stronger, thus generating more lift (traction) to tow the ship.”

The kite can operate in wind speeds of up to 40 knots.

“When the wind reaches that force, or our sensors predict that this maximum will be reached, a message is sent to the crew to stop operating the system. If the crew fails to activate the procedure, our system will enter into an override mode and automatically put the system in a safe state (either zenith position or storage sequence). Regarding wave height, they have a limited impact on our system, and the operation will be limited to the usual operational requirement set by the managing crew.”

‘‘

When you are at the bow of the ship, you can always feel a breeze, because the ship is moving and creating its own wind.

As our kite accelerates, the wind acting on the kite is stronger, thus generating more lift (traction) to tow the ship The various stages of the kite's operation have been tested in accordance with Aeronautical standards during Seawing's development to ensure a safe, reliable and repeatable take-off cycle, and reliability and safety are ensured through constant monitoring using a range of sensors. “Our system is designed as an aircraft, limiting the occurrence of a major failure.”

Seawing can be combined with other technologies, even other wind propulsion systems, and is also suitable for older vessels. “Even with +15 year old vessels, Seawing can extend their operational lifetime by maintaining them within emissions regulations,” says Reinhard. “Our current design is focused on a 1,000m² wing, as it addresses the biggest and most polluting vessels on the planet.” To foster its development, the company will move from Toulouse to a new purpose-built facility in Nantes, France.

CLASSNK EVALUATES RISKS AND BENEFITS ClassNK believes that utilizing wind energy should be one of the key elements of shipping's zero emissions future, and the classification society released its Guidelines for WindAssisted Propulsion Systems for Ships in September 2019.

“Wind-powered systems can be propelled without

Credit: Airseas

better vessel stability and is lightweight compared to other wind assist options the company considered.

refueling and can be flexibly introduced on an individual ship basis,” said Motoki Sakagami from Technical Solution Department at ClassNK. “As an assisted propulsion measure, the method also has great potential. Other advantages of wind propulsion systems are that their configuration can be simpler than that of other alternative fuels since they directly harness the physical energy of the wind, and current regulations are likely to be applied without drastic revisions.

“The disadvantages are that the energy density is relatively low and the stability of propulsion power depends largely on the external environment, but those concerns are entering a stage in which they can be complemented with the development of automatic control technology,” said Sakagami.

“Needless to say, sufficient cost efficiency must be established for their widespread use. As approaches are taken for the technology development providing greater propulsion with less capex/opex, ClassNK endeavours to contribute to the dissemination of the system by conducting research and development as well as verification of the latest technology, and providing standards based on the knowledge obtained so that the installation and operation of the systems will take into consideration the safety of the hull structure, ship operation, crew, surrounding environment and more.”

According to ClassNK, the design challenges associated with kite devices include the need for advanced control due to the high degree of freedom of motion, accurate load estimation and organizing appropriate response in emergencies (control failure, waterfall, etc.). “Besides, although not limited to kites, it is of course necessary to pay attention to the impact on the manoeuvrability and stability of the ship. These risks can be covered by designing with properly reference to rules and regulations provided for ships, in addition to verification methods such as more detailed risk assessment (FMEA, etc.), accurate calculation/ analysis, and onshore tests. For designing with consideration for safety, our guidelines could offer adequate guidance.”

Wind-powered systems are difficult to operate in headwind conditions, so their efficacy can be maximized by selecting appropriate routes. “For the effective operation of windpowered systems, access to accurate weather forecast data and routing applications are essential. From the viewpoint of safety, as operating limits for certain meteorological/ hydrographic conditions are set for all systems, attention is required to ensure that operations and control flows are performed according to those conditions,” said Sakagami.

“In the safety assessment of new technologies in modern wind assisted propulsion systems, not limited to the Airseas system, it is important to accurately identify potential risks and consider measures to mitigate them, for example, by HAZID during the conceptual stage.”

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

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8 The Seawing introduces concepts from aviation into maritime propulsion to maximise the traction of the kite and thus generate the maximum savings

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WIND-ASSISTED PROPULSION

ROTOR TECHNOLOGY OFFERS PROVEN SAVINGS FOR BULKERS

Credit: Anemoi

Installing wind technologies as retrofit or newbuild could be the answer to tighter emissions targets for most vessel segments, including bulk carriers, writes Nick Contopoulos, COO, Anemoi

Shipowners are well aware of the mounting pressure placed upon them to comply with the International Maritime Organization's (IMO) ambitious greenhouse gas strategy and the significant cuts in ship emissions expected as part of the 2030 and 2050 targets.

Meeting these targets - which set out to reduce greenhouse gas (GHG) emissions from vessels by at least 40% before the end of this decade, by at least 50% by 2050, compared with 2008 baseline figures, and eventually achieving full decarbonisation - will likely require a range of solutions.

However, with the imminent introduction of EEDI Phase 3 requirements, and EEXI and CII regulations set to be approved later this year, shipowners are already having to assess the options available to achieve compliance. And there are many emerging options to consider. Utilising sustainable energy sources onboard by installing wind technologies as retrofit or newbuild represents an attractive solution for many vessel segments, including bulk carriers, irrespective of what alternative fuel options eventually reach the market. In fact, onboard wind-power generation could help to unlock the adoption of new fuels.

THE POWER OF WIND At Anemoi, a global provider of wind technology, we believe that wind propulsion provides a long-term solution for driving the industry towards achieving its environmental obligations. Rotor Sails are the most mature of the different types of wind technologies currently being considered and used by shipowners.

Rotor Sails are tall cylindrical structures that can be installed on the upper deck of vessels and are a proven

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8 Anemoi Rotor Sails were installed to the 64,000-dwt bulk carrier, MV Afros, in 2018

energy saving technology. An electric motor is used to rotate the sails in order to harness the renewable power of the wind and propel the ship, reducing fuel consumption and emissions.

The technology makes use of a phenomenon known as the 'Magnus Effect'. As the cylinder rotates within an airflow, a force perpendicular to the apparent wind direction is created, which delivers additional forward thrust to the vessel when the wind direction is favourable. The thrust generated can either provide additional vessel speed or maintain vessel speed with reduced power output from the main engine. The obvious benefit from this is less fuel burned and reduced emissions. Depending on factors such as vessel type and trading pattern, Anemoi's Rotor Sail technology has the potential to reduce fuel use and associated emissions by as much as 30%.

PRACTICAL AND PROVEN After significant research and development, we first fitted Rotor Sails to a 64,000 dwt bulk carrier, MV Afros, in 2018.

Rotor Sail technology is also ideally suited to larger bulkers such as very large ore carriers (VLOC) and Capesize vessels.

They have ample deck space and typically operate on favourable trading patterns and deep-sea voyages where the wind is strong and predictable. That said, bulkers of all sizes and configurations can take advantage of Rotor Sail technology - as was proven by the MV Afros installation on an Ultramax bulker.

Mindful of operational ship constraints - particularly during cargo handling - we have developed and tested in service, a unique range of patented deployment systems. Our fixed system means the Rotor Sails are fixed to the deck. This

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

26/04/2021 11:15

WIND-ASSISTED PROPULSION solution is more suitable for tankers, ferries and RoRos where the structures will not interfere with cargo operations and where air draft is not a constraint.

However, for the majority of bulkers where complex cargo operations are likely, the Rotor Sails come installed on a rail system. This allows them to be moved longitudinally or transversely across or along the deck minimising risk to vessel and port operations. This patented and proven system was selected for the MV Afros. A third alternative is a folding system where the Rotor Sails can be lowered from vertical to horizontal.

This option can be selected where air draft restrictions exist and/or to clear cargo loading or discharging operations.

IT'S ALL IN THE NUMBERS Looking at the potential savings for bulk carriers, a 325,000 dwt VLOC fitted with rotors could achieve an 18% fuel and emission reduction. On a standard China to Brazil route, these savings amount to 5357 tonnes of carbon saved each year. Similar results can be achieved in other vessel segments. For example, a VLCC tanker sailing from the US Gulf to China show a 17.3% fuel reduction which equates to 7044 tonnes of carbon saved each year.

These are not insignificant emissions savings and importantly - demonstrate that Rotor Sails can reduce fuel bills regardless of the emissions criteria. We can presume that future fuels will come at a cost, and so investing in solutions that can optimise fuel management and energy consumption is a crucial when selecting eco-technologies to meet EEXI requirements.

The technology also has a considerable lifespan of 25

8 By using a patented rail system, Rotor Sails can be moved longitudinally or transversely to minimise risk to vessel and port operations for bulkers where complex operations are likely

years, benefits from low maintenance costs and can be redeployed between vessels if assets are sold, which is a significant benefit for owners of larger or ageing fleets. The control and automation system, located on the bridge, is designed to maximise performance and minimise crew input with automated speed and direction setting, equipment monitoring, safety features.

Crucially, performance reporting to stakeholders using ship-to-shore data transmission allows for the ongoing assessment of emissions. Such insight will play an important role in helping shipowners, operators, managers and crew demonstrate their efforts to reduce emissions and contribute to industry efforts to achieve the IMO's GHG goals through operation measures.

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WIND-ASSISTED PROPULSION

AEROFOIL AND CO2 CAPTURE TRUE ZERO CONCEPT DESIGN

Credit: Windship Technology

A diesel-electric ship design including solid aerofoils, solar panels, heat recovery and onboard CO2 capture is being developed for tankers and bulkers by British company Windship Technology.

Development began on the Windship Technology solution eight years ago as an auxiliary wind power system. The result was a rig controlling a three-wing foil set either 36 or 48 metres in height, depending on the size of the ship. Then the company gathered other fuel-saving technologies, which, along with slow steaming, are anticipated to achieve up to 80% in fuel savings for the targeted vessel types.

Computational Fluid Dynamic (CFD) work completed by Cape Horn Engineering, along with a hull hydrodynamics evaluation performed the Wolfson Unit of the University of Southampton, have verified the fuel-savings. The CFD work has been further verified at the wind tunnel at Southampton University, and a Wolfson Unit report was released in March this year summarised performance predictions for a 125,000dwt vessel with two different combinations of rigs.

“It has been confirmed that an appropriately rigged commercial vessel will achieve savings of fuel and corresponding emissions at a conservative 30% per annum via the rigs alone,” says Simon Rogers, Technical Director at Windship Technology.

ZERO EMISSION AMBITION But the company is aiming at zero emissions, and Rogers is now leading the development of a 115,000dwt tanker ship design which will include onboard CO2 capture from the four 2MW generators needed for the vessel's diesel-electric propulsion system.

“We always knew that the rigs would be the bedrock from which the whole-ship design could be developed. What we now know for sure is that we have the best practical solution for commercial bulk carrier companies that wish to take their

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8 Windship Technology is working towards obtaining Approval in Principle for a design integrating solid aerofoils, solar panels, heat recovery and onboard CO2 capture

climate commitments seriously. The rigs are lower in height with vastly more thrust than single-masted technology.

Combined with our whole ship design, Windship Technology can eliminate CO2, NOx, SOx and particulate matter to “True Zero” through incorporating large solar arrays, carbon capture, optimised hull shapes and specialised weather routing software into the overall design package.”

The electrical drivetrain runs with over 96% efficiency, says Rogers, who aims to future-proof propulsion train and bunker fuel choices for shipowners so that they don't have to worry about the timing of upcoming CO2 regulations. “The details may change over the coming years, and the danger is if you order a ship right now for a particular solution, in five or 10 years' time, that ship might become a distressed asset. If you can make the big jump in one day, you don't have to worry about all the details of the different regulations coming in over time.”

DIESEL-ELECTRIC FLEXIBILITY Explaining that the design will likely involve the use of MDO, Rogers says: “Fossil fuels are a fantastic form of energy, there's no question. It's about finding a way to reduce their use and eliminate the CO2 content in those fuels, and that what we've done. The other nice thing about going with an existing fossil fuel is the supply chain is established and in place, and we're not trying to design a new infrastructure.” He notes, though, that as technology changes, the design will be flexible enough to enable the change out of generators or the incorporation of new fuels.

He says diesel-electric power allows the flexibility in power generation required for the optimal use of wind power.

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WIND-ASSISTED PROPULSION

the pipeline for a 60-metre rig for 250,000dwt vessels. At this size, they would be too big to hinge and stow on deck.

“The nice thing about our technology is it is scalable,” says Rogers. “You've got flexibility. It really is about looking at each ship individually and coming up with the best solution.”

The company's first full-scale 36-metre rig is yet to be built, and the first installation is planned to be a retrofit, followed by a newbuild, dedicated zero-emission ship. DNV is assessing the whole-ship design with a view to classifying emission reductions, safety and operability. Per Marius Berrefjord, Senior Vice President at DNV, commented: “We will work closely with the project team in a fully transparent manner as we now initiate the work to establish a simulation model that will help us verify the GHG emission reduction capability of the technology. We are also preparing for a HAZID that shall verify the safety and operability of ships with Windship Technology installed.

“These activities will be followed by further verification activities as the project moves forward. Windship is supplying information in a fully transparent manner, and DNV will ensure a thorough verification process. We are looking forward to dive deeper into the very interesting technology presented by Windship.”

Windship Technology is currently engaging with interested parties from both the shipping industry and investment circles and expects positive news in the next few months. In March, the company confirmed the appointment of Graham Harvey as CEO with the remit to commercialise the technology. “This is British innovation at its finest, thinking globally and solving one of the world's great challenges of our time,” said Harvey.

LOOKING AHEAD Windship Technology's patents for the aerofoil technology cover over 30 countries. The 48-metre rig is stowable on deck, and its composite structure is borne out of technology and design from the wind turbine industry to achieve reliability and longevity of more than 25 years. Plans are in

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

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8 Windship Technology claims that 125,000dwt commercial vessels can achieve 30% fuel savings by using its three-wing aerofoil set

8 Thinking bigger: Simon Rogers of Windship Technology notes that the company is working on plans to develop a 60-metre rig for 250,000dwt vessels

Credit: Windship Technology

AERODYNAMIC OPTIMISATION Aerodynamic performance optimisation of the aerofoils was completed by Cape Horn Engineering in Britain. Dr.-Ing. Rodrigo Azcueta, Managing Director of Cape Horn Engineering, said: “Our CFD analysis gives understanding and also quantifies the link between the geometry of the wing and the driving force produced. Our studies provide accurate data of how the wings will perform in real conditions and how to improve the design. It is mainly based on the detailed analysis of the driving and side forces generated by each wing configuration. The other forces and moment generated by the airflow on the wings are also computed. By varying some shape and ratio parameters, such as the section's profile, section's thickness to chord ratio, main wing to flap chord ratio and wings separation, we can optimise the design to increase the performance.”

Azcueta continues: “A multitude of wing assembly shape configurations were analysed in varying wind conditions. In total, almost 1,000 high-fidelity CFD simulations were performed and analysed. The simulations were used to set up force models needed to describe the vessel's hydrodynamic and aerodynamic behaviour. Operating conditions for the wind propulsion technology devices were apparent wind angle and speed, wind shear and wind gradient (variation of wind speed and direction with height above the water surface), and angle of attack of the wings and its flaps. These simulations were extremely valuable for improving the geometries of the wing assembly.”

A double-digit percentage gain in aerodynamic performance was achieved by changing some parameters of the geometry. “Some selected simulation points were compared and validated with the wind tunnel testing, as well as with previous CFD analysis provided by Lloyds Register.

Experts from the Wolfson Unit (University of Southampton) were also involved in the analysis of the CFD results. Extreme wind load cases were delivered to structural experts from Gurit for assuring optimum weight and safety of the structures,” said Azcueta.

Credit: Windship Technology

“Our ship requires 4,500 kilowatts for 11 knots of ship speed, but the proportion provided by the engines will be variable.

Half of that's going to be unnecessary a lot of the time due to the wind propulsion. You have to have a flexible and holistic approach to it. You have to start on a new sheet of paper,” says Rogers.

He says that many competitors optimise their aerofoil systems for vessel speeds of 10 knots, but he feels that is too slow. “The average speed for tankers and bulkers is about 12.1, 12.2 knots, and we're looking at slowing down to about 11 knots. That gives us a big efficiency gain, but it does mean technology is more significant.”

DC bus technology opens up the potential for other power sources, he says, and 6,000 square meters of solar panels on deck will realistically provide about half a megawatt of power on average over 24 hours. Solar panels operate at about 20% efficiency to give about 200 watts per square metre. Energy storage could be incorporated into the design in the future, and a controllable pitch propeller is a likely choice for the tanker design to achieve optimal performance given the large thrust contribution from the wind rigs.

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WIND PROPULSION AND THE KEY ROLE OF AUTOMATION Increasing interest in the sail assist systems space is set to lead to demands for higher standards of automation, writes Terje Lade, Vindskip project manager

8 Automation expertise is a prerequisite for wind propulsion systems to succeed as a mainstream decarbonisation solution, according to Terje Lade, Vindskip project manager

While the industry has focused on the near-term challenges of the COVID-19 pandemic, the approaching deadline for 2030 decarbonisation targets and other regulatory developments is intensifying pressure for the industry to lower emissions.

While there are a range of engineering and design possibilities to be investigated that could represent a true breakthrough for the industry, there are particular opportunities for innovation in the sail assist systems space. There are several different sail assist systems that are gaining increasing popularity and being developed, tested, and marketed at the moment - each with their own individual characteristics.

One thing is common to all forms of wind propulsion for the 21st century. If it is to genuinely succeed as a mainstream decarbonisation solution, it must be accompanied by automation expertise. Far from being a return to the Age of Sail, modern wind propulsion systems will require advanced management systems. As a result, shipping, which has often been happy to accept a relatively basic standard of automation, and patchwork integration between systems, will be forced to raise its expectations and standards of automation.

WIND PROPULSION, APPLIED - THE VINDSKIP DESIGN In 2020, looking to make wind propulsion a reality, Høglund/ Vindskip AS designed the Vindskip, a unique wind assisted PCTC concept which combines wind and hybrid propulsion.

The main feature of the concept is the aerofoil shape adopted for the ship's superstructure, transforming it into a built-in sail area. The stability required for safe sailing is created through a trimaran configuration consisting of the main hull and one

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float on either side of the vessel. The exceptional design of the hull - which also serves as a sail - combines advanced lightweight construction with outstanding aerodynamics and water displacement. This results in an extremely futuristic ship with impressive functionality credentials.

The Vindskip concept consists of three parts working together in a dynamic unit: the wind power system, an LNG propulsion system (or "cruise control") and the weather routing system. The wind power system provides the design with the ability to generate a pull in the speed direction as a function of the apparent wind - or angle of attack - which gives the design its ability to generate a pull in the speed direction due to its aerofoil shape. The system was optimised using extensive computer modelling to ensure increased pull at the widest range of angles to the wind, and reducing drag. The ship's hybrid electric-LNG propulsion system is designed to respond to any variations of the wind over time to maintain a constant speed, drawing on project partner Høglund's expertise. It does this by retaining a high level of efficiency over a wide range of power outputs. Finally, a weather routing module was developed which uses the aerodynamic lift generated by the apparent wind as a propulsive force.

WIND PROPULSION - AN ALLY FOR SHIPPING'S DECARBONISATION JOURNEY In order to assess to which extent the Vindskip design is fit for decarbonisation purposes, Vindskip AS completed a research project in July 2020 to document the fuel consumption of the Vindskip design over time, based on historical weather data.

The first stage of the research project aimed to establish

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WIND-ASSISTED PROPULSION and measure the strength of a midship section in order to be able to calculate and to quality assure the light weight of the ship. Additionally, the research aimed to calculate the design's resistance through the sea under given conditions such as speed - and draft by means of computational fluid dynamics (CFD).

The third stage of the project looked at calculating the fuel consumption over time through two integrated approaches: performance prediction and weather routing. The performance prediction approach uses a constraint optimisation routine to balance aerodynamic and hydrodynamic forces to determine total resistance while satisfying the equilibrium conditions for pitch, yaw and roll. Meanwhile, the weather routing approach uses the implementation of an algorithm on a dynamic grid, avoiding land masses and harsh weather conditions in line with IMO guidelines.

The results of the research project exceeded all expectations and concluded that with either wind, liquefied natural gas or biogas as fuel, Vindskip would be the world's greenest overseas car carrier.

THE CHALLENGES OF WIND PROPULSION STRIKING THE RIGHT BALANCE BETWEEN SPEED AND FUEL CONSUMPTION One common aspect that all the different sail assist systems share is the integration of weather routing, which is crucial to realising each system's full emission reduction potential.

In its simplest form, weather routing includes considerations of favourable wind angles in the route planning. However, the key role of weather routing becomes apparent when we understand that neglecting the hydrodynamic response to the aerodynamic forces can cause significant errors in the prediction of the propulsion power demand and the corresponding fuel consumption.

Particularly with wind propulsion, striking the right balance between the speed of the vessel and fuel consumption - and savings - is, perhaps, the biggest challenge facing the engineering and design teams working on sail assist systems.

Other sail assisted vessel designs have previously studied this balance. We saw the Knud E Hansen-design conclude that the fuel saving at 11 knots was 16.5%, while at 13 knots was only 9% (the vessel needed to then use engine power to get enough propulsion). If we continue to analyse this ratio, we will realise that on some routes with 'bad' winds - a route from Korea or China to Europe, for example - the savings will be negative. That is why wind propulsion systems rely so heavily on optimal integration with the engine and other elements of the vessel. Therefore, wind propulsion needs solid automation expertise to work.

SYSTEMS INTEGRATION AND AUTOMATION - KEY ENABLER OF WIND PROPULSION The main task of the system supplier of the propulsion system is to optimise the hybrid propulsion system to ensure optimum efficiency and energy consumption from the prime movers, while also considering the wind energy that affects the ship's sailing. By delivering an intelligent control system, the optimum propulsion efficiency depends on having the 'right gear shift' relative to the propeller's rpm. The propeller's pitch and rpm work in the same way, and the wind energy contribution will affect the ship in the same way. It is therefore absolutely crucial to have a controller that, automatically and under any conditions, can tune the pitch and rpm to get the most efficient 'grip' in water relative to the ship's speed, wind energy contribution and draft, in order to achieve minimum fuel consumption. The project makes use of project partner Stadt AS's Lean Propulsion technology expertise.

The kind of cargo transported also plays a key role in the viability of wind propulsion systems onboard. While on a route from Brazil to China with iron ore, for example, where speed plays a small role, a design like this would work well.

On shipping services where higher speed is essential (minimum 14 knots), however, sail-assisted ships might not be an efficient option, which is the case with maritime transportation of vehicles across the Atlantic.

In this predicament, one of Vindskip's biggest achievements was that it was developed and designed to deliver impressive documented regularity and punctuality, with a maximum deviation of three hours from one transatlantic round trip to another round trip.

Not only will this require strong weather routing capabilities, but it will also require sophisticated automation and system integration expertise to fully realise. Wind propelled ships can also represent an operational challenge for crews used to conventionally powered ships, and automation can also help to mitigate this challenge.

On the Vindskip, there are only two moving parts - which are the propeller and the rudder - exactly like on an ordinary ship. The ship's weather routing module helps it weatheroptimise the route from origin to destination to meet the estimated time of arrival with the lowest possible fuel consumption. The route is imported into the ship's navigation system and a passage plan is generated to confirm and 'officialise' the route. When the ship starts sailing in a restricted area, it will be manually operated by the crew aboard as an ordinary ship, while outside restricted areas it will follow the route autonomously. As such, the ship can make decisions about route and weather itself.

THE ROLE OF WIND PROPULSION IN FUTURE-PROOFING THE INDUSTRY With decarbonisation set to remain one of the top priorities for the maritime community in the coming years, finding solutions that can contribute to securing a sustainable future for shipping has become an urgent necessity for the sector.

Wind propulsion offers a greener way to reduce vessels' carbon emissions, but can only become widely adopted and an option worth considering commercially if fuel consumption - and the resulting emissions - can be significantly reduced without compromising factors such as speed and punctuality - which ultimately enable commercial viability.

In order to ensure this, optimal integration of wind propulsion systems with the other elements of the vessel is absolutely crucial, and the industry must see robust automation work as a key part of the wind propulsion puzzle.

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8 The Vindskip concept relies on the integration of a wind power system with an LNG propulsion system and a weather routing system

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ADVANCES CHANGE ECONOMICS FOR WIND POWERED SHIPS

Copyright: Knud E. Hansen A/S

Shifting economics and the evolution of design and technology considerations have changed the case for modern wind powered ships, says Kenneth Goh, GM of Knud E. Hansen A/S, Australia

Massive reductions in shipping CO2 are required to meet the IMO goal of 50% net emissions reduction by 2050. Making small efficiency gains in current fossil fuelled internal combustion technology and using wind assisted systems is unlikely to make the significant changes to greenhouse gases that are being sought Knud E. Hansen's developed a concept design for a fully wind powered vessel called the WindShip almost 20 years ago. At the time, detailed research into the economics and sail technology showed that a fully wind powered vessel for bulk and liquid cargo was feasible on certain trading routes, but that the additional capital expenditure could not be recouped due to very low fuel prices.

The economic and environmental conditions of today make the WindShip much more attractive, and combined with advances in other key technologies, it enables the WindShip to be even more economical. These key technologies include materials, control systems, weather forecasting and communication systems.

Flexible and durable materials that out-perform traditional cloth for soft sails are readily available from the sail yacht

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industry. Light and strong composite materials for stiff sail systems can now be made in the large sizes necessary for propulsion of merchant vessels.

Modern sailing rigs can benefit from fully automated control and actuation for tracking and fine tuning to optimize the rig for the varying wind conditions. Also important will be automatic load alleviation to ensure the rig is not overloaded by wind gusts or vessel stability compromised.

Weather forecasting is getting increasingly accurate and in conjunction with computer simulation will enable windpowered ships to utilize essentially real-time weather routing to ensure the optimum use of wind along the route.

Autonomous and unmanned operation reduce operating costs and simplify the ship design while also increasing cargo capacity. However, they require a global communication system with a massive data bandwidth. Current satellite communication systems are sufficient to enable world scale real-time control of military type aerial drones but would be prohibitively expensive for commercial operations. In the near future, new satellite Internet systems such as StarLink should bring the down the costs of remote-control technology for the WindShip to a level that the cost savings of unmanned vessels can no longer be denied.

8 Knud E. Hansen's WindShip concept design (circa 2000)

RACING GREEN FUELS Currently there is a race between green fuels and wind propulsion for powering of the worlds future merchant fleets.

Understandably, there is considerable investment in green fuels such as hydrogen and ammonia by energy companies

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DESIGN FOR PERFORMANCE

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and engine makers in utilising as much existing technology and infrastructure as possible. By comparison, proponents of wind propulsion are essentially starting from ground zero in terms of production systems and investment capital. Despite this handicap, the benefits of wind propulsion for ships are too good to be ignored in this new age of clean energy and low emissions.

The advantage of direct propulsion by wind is energy efficiency. The energy is used directly at the source with no processing, transportation or energy conversion required in contrast to fuels such as oil or gas. This in itself will already mean a considerable energy and emission saving. In typical 'well-to-wheel' or for ships 'well-to-propeller' analysis, it is estimated that the fossil fuel production and transportation costs already amount to 10-20% of the total energy consumption for a merchant vessel. When combined with best internal combustion engine thermal efficiencies of 4550% and a propeller efficiency of 60-70%, the total effective fuel efficiency of a conventional fossil fuel powered vessel is only about 25-30%.

A further advantage of modern wind propulsion systems is the opportunity to make them completely autonomous in operation, in much the same way as wind turbines operate.

The relative simplicity of wind propulsion devices compared to the intricate complexity of internal combustion engines and their supporting cooling, lubrication and fuel systems provides a further pathway to a fully autonomous vessel that has no crew on board. The unmanned ship is a complete topic in itself with myriad issues, but here it is enough to simply recognize the symbiotic benefits of wind ships and unmanned operations in lowering the cost of shipping.

Copyright: Knud E. Hansen A/S

The relative simplicity of wind propulsion devices compared to the intricate complexity of internal combustion engines and their supporting cooling, lubrication and fuel systems provides a further pathway to a fully autonomous vessel

additional benefit of the sail mechanization system that enables the WindShip sails to tack and reef is also the capability to track the sun. This will maximise the use of solar power in port instead of using shore power, further lowering the cost to the operator.

When the wind speed is very high, it may be more efficient to utilize the propellers as wake turbines to generate electricity and store it for where the wind is low, or to power the vessel systems when there is no or little solar power available such as overcast days or night time.

The lithium-ion battery is one of the key technologies that is enabling a clean and energy efficient future. Although numerous studies have shown that battery weight, volume and costs are prohibitive for long distance shipping propulsion, the high round-trip-efficiency of about 90% make batteries an obvious choice for short-term power use and storage.

The high cost of lithium-ion batteries has been dropping quickly, driven by the increasing maturity and uptake of electric vehicles and on-site energy storage. From a price of over 1,000 USD per kWh in 2010, Bloomberg reports that the cost of lithium-ion batteries is reducing at over 20% per year.

8 Wind-assisted propulsion for a 110m expedition cruise yacht

8 Changing economics of wind installations: comparison of fleet economics for Atlantic & Pacific bulk trade

ADDING OTHER RENEWABLES Apart from the wind propulsion system, other forms of renewable energy will be essential for the modern WindShip.

Although the efficiency of wind propulsion cannot be denied, the reliability of wind as an energy source is an obvious concern. Solar photo voltaic (PV) cells and battery storage systems will be needed for everything from power sail rig mechanization to ballast and bilge pumps and communication systems.

The previous high cost of PV cells has dropping quickly, driven by the increasing maturity and global uptake of solar power both on-site and for mass energy harvesting and distribution. If this trend continues, with a fully installed cost of 100 USD per kW, the payback period is only three years compared to fossil fuelled power generation. This is based on a conservative 20% harvesting capacity and PV cell efficiency of 22%.

Nevertheless, most ballasting operations will take place in port. For tanker vessels, cargo pumping is a power-hungry activity but one where the vessel can utilise shore power. An

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DESIGN FOR PERFORMANCE

KEEPING TO SCHEDULE On most trading routes, renewable energy will be insufficient to provide all the electrical power for a wind ship that also needs to keep a regular and predictable schedule.

Economical power production from clean fuels such as hydrogen is also in its infancy. Technologies such as underground steam reforming and using ammonia as a hydrogen carrier are maturing. The direct use of ammonia as a clean combustion fuel or in a fuel cell is also gaining traction due to its ease of transportation as it is a liquid at room temperature and low pressures.

One of the most constrictive aspects of most wind propulsion systems is the size of the sail rig and the obstructions it places on cargo stowage and handling for merchant vessels. This is most relevant for container vessels where much of the cargo is stowed above the holds, and large sail rigs would interfere with the ports' container cranes.

Furthermore, container vessels sail at higher speeds than most other merchant vessels due to the higher value of container cargo making wind propulsion less practical.

Innovative solutions will be needed for wind powered container vessels. A multi-hull vessel where there is more deck area for cargo and less hull resistance is one possibility.

Tankers and bulk carriers which don't require deck space for cargo stowage and travel at speeds more conducive to wind power are the logical first types of vessel for wind powering. These vessels also make up about half of the worlds merchant fleet by number of vessels. If deadweight is considered, this increases to about 70% of the cargo moved by sea. However, due to the relative value of these vessels and their cargo when compared to other merchant vessels, there is also the least commercial impetus to invest in wind power solutions for these types of vessels. There will likely also be a reduced demand for oil tankers as the world transitions away from fossil fuels to more sustainable and less polluting energy sources. However, if ammonia succeeds in becoming a fuel or an effective way to transport hydrogen, then the need for ammonia tankers will obviously increase.

FACTORS COMPLICATING DEVELOPMENT Apart from the sails and associated rig impinging on cargo stowage and handling, development of wind propulsion systems is also being complicated by a number of other effects on ship design and operation. The most significant of these are: 5 Sail forces effecting vessel stability. Weight of sails and rig increasing vessel lightweight and raising the vertical centre of gravity.

5 The additional wind forces from the sail and rig making manoeuvring more difficult especially in and around ports.

5 The height of sailing rigs increasing the vessel's air draught and ability to navigate under bridges.

5 Effect of vessels' superstructure on the wind and sail interaction.

5 The reduced visibility from the bridge due to the sail system.

None of these are unsolvable but are additional considerations for the development of wind ships in much the same way that the location of engine rooms and casings are a necessity for the design of conventional motorships.

Copyright: Knud E. Hansen A/S

If this trend continues, a cost of under 100 USD per kWh is certainly possible for KNUD E. HANSEN's latest design, WindShip 2025.

THE WINDSHIP 2025 The Knud E. Hansen WindShip 2025 is an unmanned 50,000dwt bulk carrier vessel with a high lift wing type sail rig ideally suited for mechanisation and automated control.

Being unmanned eliminates the need for life-saving equipment, hotel systems and large associated electrical loads such as HVAC and lighting. Removing the vessel superstructure also reduces the aerodynamic drag and improves the performance of the sail rig.

To further reduce vessel complexity and fire risks for an unmanned vessel, the WindShip 2025 also has no engine room. Generators, fuel cells, fuel storage and batteries are all modularised and are installed on the aft transom according to the requirements of the route.

The vessel has an auxiliary propulsion system using two aft azimuthing electric pods with controllable pitch propellers. The pods can also operate as wake-turbine generators. In a strong favourable wind with a harvesting speed of 16 knots, about 2,000kWe of power can be generated and stored. A propulsion power of 2MW is also enough to power the WindShip 2025 at 11 knots and run all auxiliaries when there is no wind to sail.

An economic study for the WindShip 2025 is presented in a hypothetical trade scenario of shipping five million tons of grain per year for a conventional motor ship and the WindShip 2025. Two routes were analysed: Rotterdam to New York City and return for the Atlantic trade and Vancouver to Shanghai return for the Pacific route.

As can be seen in the table, the economic performance was best for both the conventional motor ship and WindShip 2025 at about 11 knots. The operational costs of the WindShip 2025 were between 13 and 22% less than the conventional motorship depending on the route. However, the CO2 saving was between 45 and 61% which will already meet the IMO 2050 reduction target of 50%.

KEEP INNOVATING In the future as green energy technologies mature a mix of wind propulsion, green fuels, solar and batteries will be utilized, and the choice between these energy systems will be highly dependent on the type of vessel and the route. As discussed above, a reliable merchant cargo WindShip 2025 service will still need an auxiliary propulsion system utilising batteries or fuels for port manoeuvring and low wind conditions. However, there is no denying that wind is still the cleanest form of propulsion and also the lowest cost which is reason enough to keeping innovating and developing wind propulsion technology.

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

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8 Sign of the times: the WindShip 2025 concept

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SHIP DESCRIPTIONS

TAIWAN LINE DRIVES BOXSHIP FLEET EXPANSION

Credit: Wan Hai Lines

A new Japanese-built generation optimised for east Asian container trade is entering service with ambitious Wan Hai Lines, writes David Tinsley

With the completion during March this year of the fifth and sixth cellular container vessels in an eight-ship newbuild series, Wan Hai Lines is nearing realisation of a major phase in its fleet development strategy.

Constructed at the Kure yard of Japan Marine United (JMU) Corporation, Wan Hai 326 and Wan Hai 327 embody an elegant, lower resistance hull form distinguished by an especially wide beam of 34.8m relative to an overall length of 203.5m. Provision has been made for 3,055 TEU boxes in what constitutes one of the most compact designs in its capacity class.

The design has been conceived for medium-distance trade, given the seemingly inexorable growth in the volume of freight exchange within the eastern Asian region, and to provide the operator with a competitive edge in an extensively ascribed sphere of shipping.

Assigned to the Taipei-headquartered company's liner service linking China, Malaysia and India, Wan Hai 326 and Wan Hai 327 each offer a cargo intake of 12 rows across and six tiers high underdeck, and 14 across and seven high on deck. The bridge and accommodation block are positioned approximately three-quarters aft. A system of lashing bridges affords greater security and more expeditious handling of the weatherdeck stow, given added protection by a wavebreak at the fo'c'sle.

The entire series has been allocated to the Singapore registry, under the ownership of Wan Hai's local subsidiary.

While the two latest additions to the fleet are under Nippon

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Kaiji Kyokai (ClassNK) classification, the four preceding sisterships completed at Kure between September and December last year (Wan Hai 321/322/323/325) are entered with DNV. The array of DNV notations attached to the lead quartet includes the society's SmartShip OE (operational enhancement) and PE (performance enhancement) descriptive accreditations.

The Mark 10.5 version of MAN's electronically-controlled S70ME-C diesel, in its seven-cylinder model, powers each of the new vessels. The engine design was developed with feeder and intra-regional boxships among its target markets. Manufactured at Hitachi Zosen's Ariake works, the installation turns out 20,000kW at 91rpm crankshaft speed

8 Sixth of eight from Kure: the 3,055TEU Wan Hai 327

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he bridge and T accommodation block are positioned approximately three-quarters aft. A system of lashing bridges affords greater security and more expeditious handling of the weatherdeck stow, given added protection by a wavebreak at the fo'c'sl For the latest news and analysis go to www.motorship.com/news101

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SHIP DESCRIPTIONS in the Wan Hai application, enabling the ships to sustain some 21 to 22 knots. The barred speed range is 25-32rpm, and close-quarter manoeuvring is achieved using a Kawasaki bow thruster. At its nominal MCR, the 7S70ME-C10.5 can produce 24,000kW. Besides the optimisation of the hull form, hydrodynamic performance gains from the adoption of JMU-developed LVFin and ALV-Fin energy saving devices at the aftship. The combination of the various engineering and design measures is such that the new ships already attain the Energy Efficiency Design Index (EEDI) Phase 3 standard, to be enforced on vessels ordered on and after January 2022.

The auxiliary outfit is based on Yanmar diesel power, comprising two eight-cylinder versions of the EY26 engine and two six-cylinder models of the EY22ALW type. The four gensets have an aggregate capacity of 8,750kVA. The final two vessels from JMU, which is party to the recently established Nihon Shipyard joint venture with Imabari Shipbuilding, were formally named Wan Hai 328 and Wan Hai 329 at a ceremony held in the Kure yard, near Hiroshima on the Inland Sea, during March.

The series of eight newbuilds had been awarded to JMU in November 2018 at the same time that Wan Hai confirmed an order with Guangzhou Wenchong Shipyard and China Shipbuilding Trading Company for 12 containerships of 2,038TEU. Deliveries of the latter are about to commence, as Wan Hai 285 is readied for handover, and the programme stretches through 2022.

The opening quarter of 2021 has seen substantial further investment by the ambitious Taiwanese organisation. The

PRINCIPAL PARTICULARS - Wan Hai 327 Length overall 203.5m Length bp 194.5m Breadth, moulded 34.8m Depth 16.6m Draught 11.5m Gross tonnage 30,600t Deadweight 37,160t Container capacity 3,055TEU Main engine power 20,000kW Speed, service 21.6kts Total genset power 8,750kVA Accommodation, berths 25 Class ClassNK Registry Singapore company has returned to JMU and Nihon Shipyard for 12 vessels of 3,013TEU, stipulating an October 2022 start to deliveries. While production will benefit from certain commonalities with the Wan Hai 321 series, the follow-on type will be fitted with IMO Tier III compliant main and auxiliary machinery. In addition, provision will be made for drawing electrical energy from the landside grid when alongside, through an Alternative Maritime Power (AMP) system.

Most recently, Wan Hai has also firmed-up a contract with Hyundai Heavy Industries (HHI) entailing five boxships of 13,200TEU, to be completed from the first quarter of 2023 onwards.

In March this year, the company's fleet numbered 74 owned and 57 chartered vessels.

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APRIL 2021 | 49

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50 YEARS AGO

LOOKING TOWARDS FUTURE PROPULSION CHOICES

MOTORSHIP

THE

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.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, Wendy Laursen

In April 1971 our predecessors at The Motor Ship were clearly wearing their clairvoyant caps.

Following a lead editorial opinion article that looked ahead to suggest that the then-current practice of mergers and consolidation might not, as hoped, result in more efficient shipyards, but rather would produce cumbersome entities where the effects of financial difficulties and dubious management would be magnified, the second editorial asked about propulsion of future ships.

Rightly, the question of alternatives to oil fuels was a primary consideration. The real danger, then, of reliance on oil was one of limited resources - the world's fossil fuel stocks could be in danger of running out within 30 years. But then the writers considered the environment: “How much longer will air pollution be allowed from oil burning, whether under boilers, in internal combustion engines, or in gas turbines? It is even now being asked whether the increasing rate of consumption of the earth's diminishing oxygen supplies can continue unfettered.”

But in those days before awareness of global warming, it was maintenance that was thought to be the driving force behind propulsion developments rather than finite supplies of oil and oxygen.

Maintenance and reliability alone, it was believed, could lead a drive towards distillate fuels and medium speed engines unless great strides could be made in significantly extending the time between overhauls of large low-speed engines. Maintenance-wise, gas turbines began to look increasingly attractive. The drawback was their high specific fuel consumption not because of fuel cost or atmospheric pollution, but because of the extra space needed for bunkers which would reduce cargo capacity.

“Nuclear power and fuel cells cannot be disregarded,” continued the article, “but they are long term prospects without obvious economic advantages at this stage.”

Burmeister & Wain was one company trying to increase the reliability of the low speed engine, with its new KGF series. It was becoming apparent that crankshafts were a limiting factor, the spacing between cylinders of larger engines becoming too great for 'fully built' crankshafts, this factor limiting maximum bore size to 90cm in order to keep bearing pressures at moderate levels at the desired revolutions. Indeed, B&W was one of a few companies

50 | APRIL 2021

8 Rudby, a 105,500 dwt bulker built by Harland & Wolff

looking at doing away with the crankshaft altogether in future, with power from the cylinders being transferred to the propeller shaft using hydraulic motors. Rigidity was the watchword of the KGF series, along with efficient lubrication and cooling systems.

At 90cm bore and 180cm stroke, a reliable MCR of around 3,500 bhp/cylinder was anticipated from the largest turbocharged KGF variant.

The main ship description concerned Rudby, first of a pair of 105,500 dwt automated bulk carriers, ordered by Ropner Shipping from Harland & Wolff in Belfast. Intended for carriage of coal, ore or grain, the vessel was built to a standard H&W design with double-bottom hull and nine cargo holds. Notable variations from the standard though, were that each hold was closed by a two-part side-rolling chainoperated MacGregor hatch cover, and the ballasting and de-ballasting system was designed for one-man operation from a control console in the engine room.

Deck gear was all-electric, though no cargo cranes were fitted.

The main engine, a H&W-built B&W 9K84EF unit of 23,200 bhp at 114 rpm, was arranged for unmanned engine room operation, though initially the 38-man crew included a full complement of engineers. Three English Electric 8 VEBCZ auxiliaries each drove a 600kW alternator. Control was from either a sound-proofed machinery control room, or from a console on the bridge using an electro-pneumatic logic system from STK of Norway.

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M s s s

T C O

8 he H&W engine control console on Rudby's bridge

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