The Motorship December 2019

DECEMBER 2019

Vol. 100 Issue 1176

WinGD viewpoint:

MAN ME-LGIM-W:

First SOFC trial:

Out of sync:

Rolf Stiefel interview

Emulsification option offered

MSC Cruise MoU

High Frequency Harmonics

ALSO IN THIS ISSUE: LR Navarro interview | IMO alt fuels review | MacGregor automation | Innovative Wankel GTL concept

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CONTENTS

DECEMBER 2019

23 NEWS

4

10 REGULARS

14 MSC Cruise vessel in SOFC first MSC agreed a MoU with Chantiers de l’Atlantique to install a 50kW LNG-fuelled SOFC fuel cell aboard MSC Cruises’ new 205,000gt MSC Europa vessel.

The project also involves Bureau Veritas, EPC supplier Entrepose, and fuel cell developer CEA.

16 Maersk containerised battery trial Maersk is to trial a containerised 600 kWh marine battery system on board Maersk Cape Town in December 2019. The vessel utilises a waste heat recovery system, which will be used to recharge the battery system.

6 Havyard advances fuel cell project Havyard plans to submit a LH2-fuelled 3.2MW proton exchange membrane (PEM) system for preliminary approval from the Norwegian Maritime Authority (NMA) by the end of 2020.

6 ABB trials inbuilt AHC solution A pilot installation on board an offshore vessel has provided the first practical application for an in-built active heave compensation (AHC) winch application with ABB’s ACS880 variable speed drive in the offshore segment.

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8 Leader Briefing Rolf Stiefel of Winterthurbased engine designer WinGD warns that changes to IMO greenhouse gas emission targets could encourage ship owners to delay decisions.

10 Special IMO Report We provide a review of proceedings at the second day of IMO’s special symposium on IMO 2020 and alternative fuels, which discussed a range of alternative fuels

32 Ship Description Stena’s versatile new generation of E-Flexer ro-pax ferries is set to make its debut on the Irish Sea, following completion of sea trials with the Stena Estrid.

The vessel is understood to offer about 25% fewer CO2 emissions per freight unit than existing ferries.

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

FEATURES

16

12 ME-LGIM-W solution

MAN Energy Solutions plans to offer an emulsified methanol solution to existing customers of its ME-LGIM dual-fuel methanol engine. Sea trials of a ME-LGI methanol + water (ME-LGIM-W) engine aboard a vessel fitted with an ME-LGIM engine are expected at the beginning of 2020.

14 Regulating a moving target Lloyd’s Register’s Global Gas Technology Specialist Jose Navarro discussed some of the latest focuses in LNG regulation during an interview with The Motorship at Gastech.

20 Market measures Stevie Knight examines some of the likely market-based measures that will be discussed at the 6th intersessional in London in October, as proponents and opponents of market-based measures steel themselves.

26 Automation and machinery MacGregor outlines the development of autonomous technologies that will further contribute to raising safety and efficiency standards.

30 High Frequency Harmonics Ian C Evans, Principal Electrical Engineer, Harmonic Solutions Marine examines some of the issues associated with poor power quality found on vessels today.

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

Stay in touch at propulsionconference.com

DECEMBER 2019 | 3

NEWS REVIEW

VIEWPOINT

NEW MSC CRUISE VESSEL TO FEATURE SOFC FUEL CELL

NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

Skin in the Game While the IMO’s sulphur cap on 1 January 2020 has dominated the market in recent months, the battle lines around the next phase of environmental legislation are emerging.

The role of market-based measures and top down regulation in the future direction of environmental regulation for the maritime industry is set to be discussed in IMO’s 6th intersessional meeting, with proposals expected to be produced after the 7th intersessional meeting in 2020, as Stevie Knight discusses in an article in this month’s edition.

We expect to see a number of market-based measures to manage greenhouse gas emissions within the market, including mooted carbon trading scheme proposals put forward.

The arguments against such carbon trading or emissions trading schemes were put forward in 2011. They are likely to be administratively complex, expensive to enforce, and susceptible to mission creep. Existing schemes have suffered from political interference in some geographies.

Other market participants note that basing technological solutions around pre-commercial technology, including using ammonia or other hydrogen-based energy carriers in fuel cells or in combustion engines, is highly ambitious. The risk is that protracted disagreements around the best long-term fuel for the industry may encourage ship owners to procrastinate, while rapid progress in synthetic and Bio-LNG formulations may lead to progressive improvements in LNG’s GHG emissions profile over the medium term.

What both arguments share is a sense that unrealistic proposals from academics and environmentalists without any ‘skin in the game’ are likely to introduce heavy costs on ship owners and ship managers. Dr Tristan Smith of UCL estimated that the cost of an energy transition could reach US$1,000 billion over the thirty years to 2050, of which perhaps 7% might be directly invested in vessel propulsion systems.

Interestingly, one of the less heard arguments in favour of the introduction of an emissions trading scheme is precisely that market participants with skin in the game are more likely to find a low-cost solution to the challenge. Air lubrication, wind-powered propulsion and even ORC waste heat recovery systems are just some of the technologies that may become more widespread in the near term if a market mechanism were introduced.

The economic benefits from introducing a so-called “property right” for environmental emissions underpins the Scandinavians’ ETS proposal, as it is likely to spur medium and long-term technological innovation, which is likely to outweigh any practical obstacles to its implementation. Opponents who focus on implementation difficulties or finesse measurement points may be choosing the wrong issues.

The outcome of these discussions will play a major role in shaping decisions around alternative fuel choices and infrastructure investment in the market going forward.

The possible effect that a potential ETS could provide to technological development is also focusing attention. The Norwegian government committed funds to investigating the construction of a carbon capture and storage scheme in its October draft budget. It is possible that the introduction of a carbon trading scheme may revive interest in previous projects to develop specialist CO2 carriers.

Meanwhile, the rapid evolution of interest in hydrogen and ammonia as potential energy carriers along with other solutions for the marine industry continues. Maersk publicly identified ammonia as one of three potential zero emission solutions, upon which it was going to focus along with bio-fuels and battery hybridisation.

4 | DECEMBER 2019

Chantiers de l'Atlantique held the steel cutting ceremony for MSC Cruises' new MSC Europa cruise vessel on 31 October. The first of four LNG-fuelled World Class vessels will be the first LNG-fuelled cruise vessel to be constructed in France and will also be the first cruise vessel to be fitted with solid oxide fuel cell (SOFC) technology.

The 205,000 gt vessel is scheduled for delivery in 2022. The ceremony also saw the signature of a memorandum of understanding between Chantiers de l'Atlantique and MSC around the installation of a 50kW LNG-fuelled SOFC fuel cell aboard the vessel.

Pierfrancesco Vago, executive chairman of MSC Cruises, stated: “We are pleased to be able to support this highly innovative project, as it further demonstrates our commitment to contributing to the development of nextgeneration advanced environmental technology for the benefit of the entire industry. This is a key element in our journey towards zero-emissions operations both at sea and ashore.

The project, PACBOAT, will be led by Chantiers de l'Atlantique, which is also acting as system integrator. The project is funded by the French government's Investments for the Future Program (PIA) and supported by ADEME, the French Environment and Energy Management Agency.

The project also involves classification society Bureau Veritas, EPC supplier Entrepose,

8 Pierfrancesco Vago, Executive Chairman, MSC Cruises, Laurent Castaing, Director General of Chantiers de l'Atlantique, and executives from Entrepose and CEA Tech at the signing of the fuel cell MoU on 31 October

and fuel cell supplier CEA. CEA's patented SOFC solution uses a solid-ceramic YSZ electrolyte, a nickel-YSZ cermet electrode and a perovskite anode. CEA has previously announced plans to investigate the performance of the SOFC using gases at pressures of up to 30 bar.

CEA has extensive experience supplying high temperature SOFC solutions for stationary applications, but this will represent the first marine installation for the research institute's SOFC technology.

The LNG-fuelled SOFC technology is expected to yield around 60% electrical efficiency at the operating temperature of around 750°C. The excess thermal energy is compatible with standard waste heat recovery systems.

One of the disadvantages of SOFC installations is the extended start up time compared with Proton Exchange Membrane Fuel Cell (PEMFC) solutions, but operating costs are likely to be lower given the base level hotel load on cruiseships of the size of MSC's World Class vessels.

The shipyard estimates the SOFC solution will reduce GHG emissions by about 30% compared with a conventional dual fuel LNG genset, while eliminating nitrogen oxide, sulphur oxide and PM emissions.

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

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NEWS REVIEW

NEW FUEL PUMP GENERATION IMPROVES RELIABILITY FOR MAN 32/40CD ENGINES A new patented Mk3 injection pump for MAN 32/40CD engines has been launched by MAN PrimeServ, the after-sales division of MAN Energy Solutions.

The pump provides significantly increased reliability and almost doubles TBO (time between overhaul), compared to the market standard.

With implemented IMO Tier III regulations and the associated shift to a wider range of fuel oils including - from 2020 - ultra-lowsulphur fuel oils, maintenance professionals increasingly face greater challenges concerning fuel injection during engine operation.

This includes the risk of lacquering of the fuel-pump plunger and resultant sticking and malfunction, which the Mk3 pump efficiently and reliably reduces. The new design implements a sealing ring inside the pump barrel which significantly reduces lacquering and all associated side-effects.

Similarly, the new design now avoids the mixing between fuel and lube oil, which enables their re-use and minimises the need for their disposal.

“MAN 32/40CD fuel pumps can be upgraded through a simple change of existing pump element units, regulators and drives, and parts that you change during a standard maintenance said Stefan Eefting, Senior Vice President at MAN PrimeServ. “We think this a very economical solution and believe that the exchange of the Mk3 injection pumps is an easy and efficient one that allows the re-use

of the original Mk1 pump housings - it is the next-level evolution.”

MAN PrimeServ states furthermore that customers investing in the new Mk3 pump will likely see a return on investment within two years.

Torsten Dehn, responsible Product Manager at MAN Energy Solutions, said: “Having identified potential problems associated with the imminent, increased diversity of fuel types, MAN has redesigned the

WinGD Evergreen contract WinGD has won an order from Taiwan-based Evergreen to equip their new ultra large containerships with 11X92-B two-stroke engines.

The 23,764 teu container vessels will exceed the size of MSC's Gulsun class ultra-large container ships when complete. The vessels will be built by Evergreen partner Samsung Heavy Industries while future newbuildings at Jiangnan Shipyard and Hudong Zhonghua Shipbuilding may also be agreed.

6 | DECEMBER 2019

MAN 32/40CD injection pump and established a new, state-of-the-art standard. We are setting a new benchmark in reliability, which is absolutely unique in the market, and the popularity of the 32/40 engine means that there is huge potential for this innovation.” MAN will manufacture the pump completely in Germany with MAN PrimeServ responsible for its distribution.

8 Internal view of the new Mk3 pump

ABB TRIALS INBUILT AHC SOLUTION FOR OFFSHORE VESSEL A pilot installation on board an offshore vessel has provided the first practical application for an inbuilt active heave compensation (AHC) winch application with ABB's ACS880 variable speed drive in the offshore segment.

ABB segment sales manager for marine winches and cranes Mikael Holmberg outlined the advantages of the new technology at the Kormarine conference in Busan.

The development is the first time an inbuilt AHC solution in a variable speed drive (ACS880 platform) has been developed for electric winches in the offshore segment, and is expected to provide a simpler, more costeffective alternative to existing AHC solutions that incorporate 3rd party AHC systems aboard offshore vessels.

Demand for advanced AHC systems in the offshore segment is growing, with a number of underwater applications, such as

underwater surveying, requiring limited vertical movement to improve accuracy. The cost of integrating 3rd party AHC units has restricted the use of advanced AHC installations to higher-end vessels until now.

The trial project represents the culmination of a three-year development project by ABB. Sweden-based AHC sensor developer SMC also participated in the project.

At the heart of the product is

SMC's motion sensor or motion reference unit (MRU), which provides wave amplitude data to AHC software in the ACS880 drive, which in turn calculates compensation for winch motors, maintaining the load steady in relation to the seabed while the vessel moves up and down. The AHC software and algorithms are located in the ABB ACS880 drives, processing MRU data supplied by the SMC sensor.

The development required ABB and SMC to collaborate closely on MRU interface software integration work. SMC amended its sensor to use Ethernet modbus TCP protocol to communicate directly with the ACS880 drive. SMC has now implemented ACS880 winch drive communication integration as a standard feature in all SMC motion sensors.

A first trial installation aboard an offshore vessel was undertaken 18 months ago and the initial results are highly encouraging.

Maersk 600kwH battery trial

Havyard fuel cell project

Total LNG bunker vessel

Maersk is to trial a containerised 600 kWh marine battery system on board Maersk Cape Town in December 2019. The vessel utilises a waste heat recovery system, which will be used to recharge the battery system. The pilot is understood to be the first of its kind in the industry.

The containerized battery energy storage system has been manufactured in Odense, Denmark by the system integrator and turnkey supplier Trident Maritime Systems.

Ship designer Havyard plans to finalise the design of its liquefied hydrogen fuel cell system and submit it for preliminary approval from the Norwegian Maritime Authority (NMA) by the end of 2020. The project has added hydrogen containment specialist Linde Engineering as the supplier of a cryogenic hydrogen fuel tank, as well as PEM fuel cell supplier PowerCell Sweden AB.

Total’s first large LNG bunker vessel was launched at HudongZhonghua Shipbuilding’s shipyard near Shanghai. The 135-metre long, 18,600 cbm bunker vessel will operate in Northern Europe after delivery in 2020, where it will supply LNG to commercial vessels, including 300,000t per year for CMA CGM’s nine ultra-large newbuild containerships in Europe-Asia trade, for a period of at least 10 years.

8 ABB’s ACS880 drives are certified by leading classification societies including ABS, BV, DNV GL, Lloyd's Register, ClassNK and RINA

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

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LEADER BRIEFING

THIS IS NOT THE TIME TO BE HESITATING Rolf Stiefel, vice-president WinGD, tells The Motorship that meeting the IMO's 2030 objectives requires urgent action rom the perspective of an engine designer, the IMO's 2030 greenhouse gas reduction targets are going to come into effect very soon.

We have recently conducted our own modelling work on pathways to 2050, and have concluded that shifting towards low carbon or zero-emission fuels offers potential greenhouse gas savings of up to 100%.

By comparison, the other main pathways to reducing emissions, such as adopting digitalization tools, and potentially achieving efficiency savings in the logistics chain, or optimising hull forms and introducing air lubrication or wind technology solutions are between 10-20% at best.

The fourth pathway is that of achieving efficiencies in machinery, and this is an area in which we at WinGD have naturally focused. We have focused on optimising our engines, and are proud to announce our X82-B engines have attained 56% efficiency at part-load, and we expect to improve that closer to 60% in our next generation of engines.

Simply put, there are no alternative propulsive technologies that can match the efficiency of our engines at different loads.

For the overall machinery sector, we think further savings of 5-20% can be achieved, via waste heat recovery, engine derating and potentially by introducing battery hybridisation into the deep-sea shipping sector.

It should be clear to all of us that while adopting best practice in the digitalisation and logistics, hull form and machinery fields will be necessary to meet the IMO's mediumand long-term targets, none of the efforts will be sufficient without a shift to a sustainable low-emission fuel.

A RANGE OF DIFFERENT FUELS One of the most interesting aspects of supplying low-speed engines to the marine market at the moment is that there is little clarity about what type of future fuel the market will adopt.

The range of fuels being discussed is dizzying, ranging from existing fuels such as low sulphur liquid fuels, VLSFO or MGO, and LNG, through to bio-fuels and the widely discussed e-fuels, such as synthetic natural gas (SNG), or hydrogen and ammonia.

Each of the fuels has their respective advantages and disadvantages. Liquefied hydrogen suffers from volumetric density issues that mean it is unlikely to ever represent a realistic substitute for LNG for deep-sea routes, even if the fuel could be produced cheaply enough. Ammonia's toxicity is also likely to hamper its wider adoption, while it also suffers from volumetric and gravimetric density issues. We need to beware the risk of making the perfect the enemy of the good.

We have an existing low-carbon fuel that can meet the energy requirements of the deep-sea fleet. Years of technical development and close collaboration with classification societies and suppliers has helped develop the necessary regulatory framework. That fuel is LNG. NO TIME TO DELAY LNG has a role to play in the shipping industry's energy transition. We agree with DNV GL and BV that supply chain

8 | DECEMBER 2019

issues and the availability of adequate supply are likely to be significant factors in the adoption of new fuels: we have seen how long it has taken, and the investment it has required, to develop LNG bunkering networks.

I also believe that advances in LNG production, including blending with zero-emission synthetic natural gas (SNG), and Bio-LNG or potentially with other energy vectors, could further reduce the GHG footprint of LNG. However, my main concern is that further confusion about fuel choices may lead to ship owners sitting on their hands, or to slower investment in LNG bunkering facilities. This would be exactly the wrong message to send to the industry, as we are clear that it will require a coordinated effort by market participants across the industry to meet the IMO's ambitious greenhouse gas reduction targets.

From our perspective, that of an engine designer, 2030 is almost tomorrow.

The development period for a new generation of our engine platforms is between five and eight years, and if you factor in the lead time for a new engine order, there is little time remaining. There is no time to waste.

8 Rolf Stiefel, vice-president of WinGD

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

IMO SYMPOSIUM

IMO ALTERNATIVE FUEL SYMPOSIUM The IMO sulphur 2020 and alternative fuels symposium offered competing solutions, contradictory forecasts and lack of speakers from OEMs While it lacked the public disputes about the sustainability of LNG that marked the preceding day, consensus over the future fuel mix in the industry remained elusive.

IMO's Edmund Hughes said the initial GHG strategy, adopted in 2018, had sent a clear signal to the shipping sector that shipping will need to adapt. For individual ships, the targets set mean an 85% reduction in CO2 emissions per ship.

The scale of the challenge meant new technologies and new fuels would be needed for the industry to achieve at least 50% reduction in annual GHG emissions by 2050.

Hydrogen and ammonia represent two of the most promising fuels for a decarbonised shipping industry, but the key challenge for the industry is how to scale up production of the fuels and accelerate adoption over the coming years.

TIMELINE FOR IMO ACTION Concrete proposals to encourage the uptake of alternative lowcarbon and zero-carbon fuels, among other topics, will be considered at the 6th meeting of the intersessional working group on the reduction of GHG emissions from ships in November.

Hughes repeated that guidance that the IMO’s initial strategy on reducing GHG emissions was due to be revised in 2023, and that the strategy would be subject to subsequent revision later between 2023 and 2030.

National action plans to help the introduction of low/zero emission technologies and fuels are expected to be introduced, along the lines of the Norwegian model. The Motorship has reported on the announcement of national action plans in Japan and South Korea focused on the introduction of hydrogen fuels.

Analysis of ship fuel consumption data submitted as part of the DCS scheme is also expected to provide a much more detailed overview into GHG emissions produced by the global fleet.

One piece of work, the fourth IMO GHG study, will play a significant role in shaping the agenda, is due to be delivered at the IMO’s 76th MEPC in 2020.

SHELL BACKS MARKET-BASED MECHANISM One of the few industry speakers, Dr Alexandra Ebbinghaus, maritime strategic project lead at Shell, caught the audience’s attention by noting a carbon tax or another market-based mechanism would represent a potential solution to incentivising demand.

Ebbinghaus noted that while it was difficult for fuel suppliers to the marine industry to invest in infrastructure without knowing what the likely choices of fuel would be, Shell continues to invest in alternative fuels for other markets.

Shell is currently collaborating in the construction of the largest PEM electrolyser in the world at its Wesseling refinery in Germany. The EUR16 million electrolyser will have a production capacity of 1,300 tonnes/year of hydrogen, equivalent to around 4,000t of HSFO. CONFLICTING MODELS One of the defining characteristics of the second morning of IMO’s symposium was that the session featured more analysts

10 | DECEMBER 2019

than market participants. DNV GL’s principal consultant of regulatory affairs, Tore Longva, an International Energy Agency analyst and Dr Tristan Smith of UCL’s UMAS presented pathways to meeting the IMO’s current 2050 GHG reduction target. The first two long-term views anticipated a greater role for existing transition fuels, and LNG in particular, while the UMAS pathway saw a faster adoption of ammonia and hydrogen fuels.

Key underlying assumptions around long-term real GDP growth, the weakening correlation between physical trade flows and global GDP, and the international regulatory environment for GHG emissions were not discussed, complicating efforts to compare projections.

Longva focused on some of the technical barriers to implementing some of the mooted solutions more widely, focusing on logistical infrastructure costs, and the energy density of the fuels themselves. It had taken 20 years for LNG to be adopted and that this lag must be shortened.

Dr Tristan Smith noted that the development of energy infrastructure remains a key obstacle to introducing new fuels into the market, and that encouraging the development of such infrastructure would be a key focus. He estimated that of the estimated USD1 trillion required for the decarbonisation of the shipping sector, fully 93% would be invested in upstream activities. A further 6% would be required for investment in the fleet and its propulsion systems.

Attracting investment on such a scale and so quickly would require the development of compelling business cases, Smith added.

8 IMO's Edmund Hughes told the symposium new technologies and fuels would be needed for the industry to achieve at least 50% reduction in annual GHG emissions by 2050

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

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FOUR-STROKE ENGINES

MAN OFFERS EMULSIFICATION FOR ME-LGIM CUSTOMERS MAN Energy Solutions plans to offer an emulsified methanol solution to existing customers of its two-stroke ME-LGIM dual-fuel methanol engine

EMULSIFICATION SOLUTION The development of the ME-LGIM-W solution follows the successful reduction of NOx emissions from a two stroke ME-LGIM diesel engine below Tier-III levels in 2018, during trials conducted on its test engine in Copenhagen and Mitsui's engine in Japan.

MAN had been carrying out research into water injection and emulsion fuels as lower cost alternatives to existing NOx abatement technologies, such as SCR and EGR, for some years.

Stefan Mayer, Head of Engine Process Research, Process Development, R&D Two Stroke at MAN Energy Solutions told The Motorship "One of the challenges with using water-fuel blends is that water-fuel mixtures exhibit weaker ignitability.

Other challenges include prolonged ignition delay, the risk of knocking and the even the possibility of complete misfiring."

The ME-LGI platform, with its pilot injection concept, is able to handle fuels below the limit of auto-ignitability, such as methanol, which has an auto-ignition temperature of 470 degrees Celsius.

The successful tests were carried out using a homogenous methanol/water mixture, and subsequently by using emulsified diesel fuel at a single cylinder test engine in Copenhagen, as well as on a multi-cylinder test engine at Mitsui's Tamano research centre.

The tests successfully combusted water and fuel mixtures of up to 1.7:1 water to methanol, or 5:1 for water and fuel. For the four-cylinder tests, NOx emissions of below 3.4g/kWh, the limit for Tier III compliance were observed.

RESULTS OF TESTS The fuel penalty for using emulsified methanol was just 26g/kWh, and the company believes that the SFOC could be improved further during subsequent development work. The key to the solution was for the LGIM-W engine to make use of higher in-cylinder pressures to increase efficiency, and then use the emulsified fuel mixture to lower the emissions below the Tier III thresholds.

The proportion of water that needed to be added to the methanol to bring the engine below Tier III limits was limited: only 20-40% water is needed to be added to methanol for the mixture to reach Tier III, depending on the engine load. The rather low water addition is due to the colder methanol flame, relative to diesel, that gives a 30% reduction in NOx emissions, even without adding water.

12 | DECEMBER 2019

Courtesy of MAN ES

Development work on the solution is currently continuing, the company confirms. MAN plans to undertake sea trials on the ME-LGI methanol + water (ME-LGIM-W) engine aboard a vessel fitted with an ME-LGIM engine at the beginning of 2020.

The company confirms that it has received an uptick in customer enquiries from customers with ME-LGIM propelled vessels ahead of the introduction of NOx emission control zones in the Baltic Sea and North Sea areas in 2021.

Tier III NOx limits will be applied to vessels plying the new Baltic Sea and North Sea emission control areas (ECAs) for vessels with keels laid after 1 January 2021.

As a result, the water tank required is smaller while the absence of miscibility issues between methanol and water did not require the addition of a surfactant, which was an additional cost in the diesel-water prototype.

The GHG emission reduction benefits of the solution extended beyond NOx emissions. Lower emissions of soot and carbon monoxide were also achieved.

8 Using emulsified fuel (such as the samples pictured) brought NOx emissions below Tier III limits, and also lowered soot and carbon monoxide emissions

SYSTEM MODIFICATIONS The technical modifications required to introduce emulsification into LGIM engines are rather limited. The existing cylinder head, fuel block and fuel delivery systems do not require significant modification, although the injector nozzles need to be modified to increase the fuel mixture flow without extending the length of the injection.

The limited increase in emulsified methanol mixture volumes also means that the changes to the LGIM layout are relatively limited, both in terms of compression volumes, and for turbocharger matching.

MAN expects that the smaller footprint of the LGIM-W system is expected to be an additional advantage compared with SCR solutions, while operational costs are also likely to be competitive with EGR systems.

The operational costs of running such a system are likely to be lower than an SCR system, and competitive with EGR systems for methanol/ water mixtures, which unlike diesel/water mixtures do not require emulsifiers.

8 Stefan Mayer, Head of Engine Process Research, Process Development, R&D Two Stroke at MAN Energy Solutions

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

FOUR-STROKE ENGINES

NEW FGSS SUPPLIER FOR LNG-FUELLED BUNKER VESSEL Yanmar is supplying the dual fuel engines and a new fuel gas supply system for Sinanju Tankers Holdings' new LNG-powered conventional bunker tanker The 7,990 dwt Marine Vicky is due to enter service in December 2019. The launch of the vessel comes amid increasing interest in dual-fuel engines for smaller vessels, as availability of LNG fuel increases around the world.

The 102.8-metre long and 19.0-metre broad vessel will be powered by two Yanmar 6EY26DF dual fuel engines, and also features the first installation of a low-pressure fuel gas supply system provided by Japanese supplier Sanoyas Shipbuilding Corporation.

The 260mm bore engine features a relatively compact footprint. The new bunker vessel, which was built at Keppel Nantong in China, only has a slightly reduced bunker capacity of 8,180cbm compared with Sinanju's 2007-vintage bunker vessels Marine Honour and Marine Ista.

The bunker tanker will commence operations in Q1 2020 in the port of Singapore under a two-year time-charter agreement with ExxonMobil Asia Pacific.

ENVIRONMENTAL PERFORMANCE The dual-fuel engines are expected to operate on LNG most of the time and ensure IMO Tier III compliance in gas mode without additional exhaust treatment systems.

Pilot fuel injection during gas mode operation accounts for around 1% of the total heat input. Compared to the EY26 diesel engine, the 6EY26DF delivers 84% NOx, 25% CO2, and 99% Sox and PM reductions.

The engine is also efficient in gas mode, offering thermal efficiency ratios of 46.8% in gas mode, which exceeds the performance of Yanmar's current diesel engine.

The dual-fuel engines can produce up to 1,200kW per cylinder, and features an innovative air-fuel ratio control system.

AIR FLOW CONTROL Waste gate valves control inlet air according to cylinder pressure, permitting close control over air-fuel mixes during ramp-ups and decelerations in gas mode. The air charge system has been equipped with a compressor bypass valve that can control the boost pressure as required.

The air flow control system means that the engine's power does not drop when it uses gas with a low calorific value (a methane number of less than 80). Instead the engine reduces the amount of air in the mix.

ADVANCED ENGINE CONTROL The 6EY26DF features an advanced engine control system, including a knock detection system, which combines pressure values from the combustion surface of the combustion chamber with measurement of knocking intensity above a defined threshold. Pilot fuel injection timing is delayed based on this judgement value.

The engine can switch between operating modes swiftly.

During the transition from diesel to gas mode, the diesel governor is steadily reduced over a 30 second period, while output from the gas governor is progressively increased. This prevents knocking during the switch over period.

8 The six-cylinder, 260mm bore 6EY26DF was first installed on a Mitsui OSK Line dual-fuel tug

The transition from gas to diesel mode, by contrast, can be completed instantaneously, anywhere in the engine's load range. The dual-fuel engine also features Yanmar's proprietary oil-cooled nitride-treated fuel-injection nozzle. The nozzle is around 33% harder than Yanmar's previous nozzle designs, and the high base strength improves the nozzle's wear resistance and permits operation at higher injection pressures.

The main fuel injection valve had to be designed to withstand higher operating temperatures. As the main fuel injection valve does not operate during gas mode, there is no fuel injection to help to cool the nozzle tip.

The challenge of fuel injection was only one of the technical challenges faced by Yanmar during the development of the 6EY26DF. The cylinder head had to be redesigned to include the pilot fuel injection valve, reducing the density of the component, without reducing its strength.

MAIDEN SANOYAS FGSS The project is also noteworthy as the low-pressure fuel gas supply system (FGSS) has been supplied by Japanese LPG specialist Sanoyas Shipbuilding Corporation. The decision to diversify into the supply of LNG FGSS represents a change in strategic focus for the Japanese shipbuilder.

The low-pressure FGSS consists of a deck-mounted double shell 55cbm vacuum-insulated LNG storage tank, a vaporiser, and a buffer tank. The FGSS system uses a pressure control valve to supply the fuel gas to the vaporiser from the storage tank, using pressure differentials between the tank and a pressuriser unit, eliminating the need for supply pumps.

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

PRINCIPAL PARTICULARS – 6EY26DF Type Dual-fuel four-stroke Ignition Micro-pilot injection (gas mode) Bore 260mm Stroke 385mm Mean effective pressure 2.0MPa Cylinder number 6 in-line Rated Power 1,200-1,533 kW

DECEMBER 2019 | 13

LNG & ALTERNATIVE FUELS

PUSHING THE ENVELOPE: DEVELOPMENTS IN LNG REGS Jose Navarro, Global Gas Technology Specialist at Lloyd's Register shares his insights on the LNG regulation landscape with The Motorship at GasTech in Houston The rapid growth in interest in LNG as a solution to the IMO's 2020 global sulphur cap regulations, and further ahead as a potential transition fuel as the IMO works towards its ambitions for 2030 and 2050, is placing attention on the regulatory landscape for LNG as fuel.

“Recently during CCC6, differing interpretations of The International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels (IGF Code) and the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) were discussed,” Navarro, LR's South Korea-based global technical lead on LNG vessels, noted.

One example case was the potential for different interpretations on how to calculate the “critical pressure” of the gas when reading both Codes, with some Flag State Administrations settling on 45 bar and others identifying 180 bar as the maximum.

More broadly, the potential for divergent interpretations was a risk for OEMs and other suppliers. Navarro cited the implications for OEMs developing double wall pipe for the supply of gas as an example of the knock-on effects of the uncertainty.

“The effects extend from bunkering operation, through the supply of fuel to engines. The possible impact stretches across the LNG solution,” Navarro said.

The application of different interpretations in the negotiation of future shipbuilding contracts is a risk factor for shipowners.

As shipyards have identified the risk that criteria could be interpreted in different ways, the cost of the outcome of the risk assessments is being passed on to shipowners in shipbuilding contracts.

STANDARDISING DESIGNS LR has been collaborating in joint development projects around LNG carrier and LNG-fuelled ship designs. “If we are able to derisk that variation through a joint development project through the standardisation of designs, that would be a benefit for the shipyards, and shipowners.” Navarro noted.

The outputs from the projects were expected to be discussed at IACS, along with insights from similar projects being undertaken by other classification societies. A significant set of JDPs agreed in September are due to deliver results by March.

SAFETY AND ENVIRONMENTAL ASPECTS While resolving potentially divergent interpretations between the IGF Code and the IGC Code was part of the regulatory agenda, LR's experience of collaborating on shipbuilding projects had deepened its understanding of safety issues. “Just look at how section 9.1 of the IGF Code has developed since its first iteration,” Navarro said, citing the addition of requirements to prevent leakages, and restrict venting.

The increasing focus on environmental issues and technological innovations within the industry overall was also occupying LR's attention.

Navarro noted that the implementation of solutions to manage boil-off gas (BOG) aboard was increasingly important, as public opinion was increasingly likely to take a critical perspective on venting and any possible fugitive leaks.

14 | DECEMBER 2019

A range of solutions ranging from gas combustion units (GCU) through to more sophisticated reliquefaction systems were possible.

Navarro also noted that there was a difference between regulatory and operational requirements. While the regulatory requirements regarding BOG stipulate the containment system should be sufficient to manage the BOG for 15 days, some of the latest generation of ultra large container vessels are being built with a single bunker strategy for a 45-day round trip between East Asia and the port of Rotterdam. Another area where LR was able to contribute was in well supply system design requirements.

“These are examples of how we seek to reconcile the competing demands of enhancing safety, minimising environmental impacts with reducing costs for our customers,” Navarro said.

The rapid pace of technological development in LNG containment systems, and advances in digitalisation tools and modelling is creating new opportunities for classification societies.

The sophistication of containment system monitoring solutions had increased rapidly in the last decade or so. In fact, the sophistication of LNG gas protection systems (as well as the emergence of digital twin models) means that any damage within the containment system would be detected without the need for a physical inspection.

One of the coming opportunities was whether classification societies could reduce the requirement for physical inspections, whilst maintaining the same level of safety as per the current regulatory requirements. The benefits would go beyond increased operational availability, Navarro noted.

Simply by reducing the requirement for tanks inspections during dry dock from five years to every seven and a half years, it would be possible to reduce the inevitable GHG emissions associated with such inspections by a third over a 15-year period.

8 Jose Navarro: "we are seeking to reconcile the competing demands of enhancing safety, minimising environmental impacts with reducing costs for our customers"

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LNG & ALTERNATIVE FUELS

ROTARY ENGINE GTL ALTERNATIVE TO RELIQUEFACTION Marine Radio Company Ltd. (MRC) is developing a small-scale rotary engine gas-to-liquid solution as a potential alternative to reliquefaction systems for LNG carriers The solution produces synthetic gas from boil-off gas, after passing the BOG through a compressor and then through a rotary engine. The rotary engine stage will generate power that can be consumed elsewhere. The exhaust gases from the rotary engine are then treated in a water gas shift reaction, and passed through a heat exchanger before being processed in a FischerTropsch reactor to produce synthetic hydrocarbon fuels. These fuels include e-diesel, e-methanol, e-LNG or e-propane.

MRC is also investigating the possibility of producing hydrogen by directly processing the waste gases from the rotary engine after the water gas shift reaction through an H2 membrane.

DEVELOPMENT The solution was developed and patented by biofuels-focused Canadian alternative energy developer, Epiphany Energy, and has been licensed to MRC for marine applications. The system was originally designed with one eye on land-based carbonintensive environments, such as commercial agriculture.

However, maritime applications did not MRC saw commercial applicability as a less capital-intensive alternative to reverse Brayton cycle-based reliquefaction systems for LNG carriers.

The system is robust, compact and does not require external energy to operate, offering significantly lower opex costs than existing systems.

ROTARY ENGINE The use of a rotary (or Wankel) engine as an auto-reformer offers particular advantages in MRC's design. A rotary engine has up to 270 degrees of eccentric shaft “rotation� in its spinning triangle layout, compared with the 180 degrees of crankshaft rotation per stroke, or 720 degrees per combustion cycle, attained in a reciprocating four-stroke piston engine.

By prolonging the Wankel compression and combustion strokes, and shortening the exhaust and intake strokes, the combustion phase can be extended to up to one-third of the combustion cycle. This extends the partial oxidation cycle, lowering the proportion of unburnt fuel, and raising the proportion of hydrogen and carbon monoxide (CO) in the exhaust gas stream.

The Wankel engine offers a number of other advantages: the speed of rotation in a rotary engine combustion chamber generates significantly more turbulence in the air-fuel mixture than in Diesel-cycle combustion engines, which also tends to encourage oxidation reactions to complete.

The turbulent mixing within the combustion chamber also permits the engine to accommodate fuels with lower calorific values, which makes it highly suitable for combusting BOG streams. The engine has a relatively wide operating window, reducing its susceptibility to knocking.

The higher level of CO and CO2 emissions produced by fourstroke Otto cycle rotary engine is an inherent advantage for the system as a reformer. MRC notes that around CO accounts for around 15% of the exhaust gases at the manifold, while H2 exceeds 26%. N2 is around 48%.

16 | DECEMBER 2019

The engine has a lower compression ratio and consequently lower combustion temperatures, with a peak temperature of 850 degrees centigrade and a peak pressure of 45 bar, while the possibility of recycling tail gas captured after the FischerTropsch reactor would permit dilution of the fuel-air mix, reducing combustion chamber temperatures further.

The Wankel cycle engine has a relatively compact footprint compared with conventional Otto cycle or Diesel cycle engines, and does not require cams, valves or reciprocating parts in its simple design.

As previously noted, the system also has the potential to have lower operating costs, as the rotary engine generates energy. A key objective during the development process will be to demonstrate the reliability of the GTL system over extended periods in a marine environment, although similar designs have been deployed for onshore applications.

8 South Korean solutions provider MRC is investigating a rotary engine-based gas-to-liquid solution as an alternative to reliquefaction systems for LNG carriers

OUTPUTS After the Fischer-Tropsch process, the system offers the alternative of producing a synthetic diesel or other liquid hydrocarbon, and either capture or choose not to capture wax produced during the process.

The diesel-only option is likely to be more attractive to potential customers, as capturing wax from the Fischer Tropsch process penalises diesel fuel production by around 50%, and also lowers the electricity generated from the process by around 40%.

Epiphany Energy Corp estimated that a rotary engine GTL solution processing 16 tonnes/day of pure methane could generate 330kW and produce up to 8 tonnes of diesel per day.

MRC notes that tests on the synthetic diesel produced indicated the fuel produced lower greenhouse gas emissions than comparable fossil-based diesel, with a particular 50% reduction in particulate matter (PM) emissions.

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

LNG & ALTERNATIVE FUELS

TRELLEBORG LEVERAGES RAMAN EFFECT IN INTEGRATED SYSTEM James Hermary, LNG Product Manager, Trelleborg Oil & Marine, told The Motorship in an interview at Gastech about the practical benefits the Cryoline LNG floating hose system offers LNG solutions provider Trelleborg has introduced an integrated monitoring system into its Cryoline LNG floating hoses. The system makes use of Distributed Thermal Sensing Technology using Raman effect to add real-time temperature monitoring to the solution.

“The cryogenic floating hose unlocks new possibilities in ship-to-ship and ship-to-shore configurations, offering an ideal solution in many locations,” Hermary said. The company expects that such integrated monitoring systems will become standard features in future LNG transfer systems.

PILOT PROJECT The concept was proven when the 15,600 cbm LNG carrier Coral Energy transferred LNG to an onshore terminal at the Norwegian industrial park of Herøya in October 2017. This marked the first LNG transfer to be conducted using this technology.

Importantly, the LNG transfer system was a 'plug and play' solution, and no modifications to the LNG carrier were required.

The LNG transfer was made from the upper deck of the LNG carrier, demonstrating the flexibility of the LNG transfer system and adaptability to different size of LNG carriers.

Trelleborg previously collaborated with ConnectLNG in the development of the universal floating transfer system (UTS) that will enable ship to-shore LNG bunkering without a jetty, reducing infrastructure investment for small to mid-scale projects.

HOSE-IN-HOSE CONCEPT The key to Trelleborg's cryoline floating hose is a hose-in-hose design that provides a containment structure that all but eliminates the risk of spillage into the atmosphere.

The hose-in-hose structure, includes an annular insulation structure, which efficiently protects the outer hose from cryogenic temperatures.

INTEGRATED MONITORING SYSTEM The hose also includes an Integrated Monitoring System, which allows any potential leaks from the inner hose to be detected and located as soon as it happens. In addition, the efficiency of precooling can be monitored while the liquid evacuation from the hose at the end of the operation can also be monitored.

“This is an extra benefit of the system. By ensuring gas is only transferred when the hose is sufficiently cooled, we can minimise boil-off,” Hermary added.

If a leak does occur, the liquid entering the annular space lowers the temperature in the innermost insulation layer and is immediately detected by the monitoring system.

The monitoring technology uses established Raman technology, which has been used as a leak detection device on LNG tanks and LNG and LPG pipelines in the Oil and Gas industry.

This non-electrical, explosion proof technology makes uses of the effect of temperature variations on the optical spectrum of backscattering light to detect any change in temperature all along the fibre line.

18 | DECEMBER 2019

Short light pulses are injected into optical fibre wound around the inner LNG hose, inside the annular space. As the scattering of a small fraction of its intensity permits real-time temperature measurement, it allows the operator to monitor the entire operation from the control room. The system offers detailed resolution, of below one meter, which allows accurate leak detection. This allows the temperature status and integrity of the hose to be controlled remotely, from outside the safety zone.

8 The Cryoline system makes use of Distributed Thermal Sensing Technology using Raman effect to add real-time temperature monitoring to the solution

APPLICABILITY OF SOLUTION By extending the flexibility of LNG transfer system, the solution potentially addresses several niches in the LNG market.

Floating LNG production units (FLNG) need to meet stringent safety standards, but also maintain production and transfer of the LNG to carriers in the most demanding conditions.

This is a particular requirement for some of the newest FLNG locations under consideration, in areas where sea conditions, wind and currents are likely to be more challenging than those seen in earlier FLNG installations.

LNG tandem offloading system using floating cryogenic hoses would increase the range of potential operating locations, opening up areas where prevailing wave conditions previously prevented transfer. The system is able to operate in environments with significant waves of up to 4m and improves safety by introducing larger distances between vessels.

Tandem offloading configuration is extensively used all over the world in the most demanding sea states conditions, such as Norway and Australia.

The technology is also aimed at rapidly and easily deploying jettyless ship-to-shore transfer at a much lower cost than fixed infrastructure.

“This transforms the economics of small scale and midscale LNG projects, by reducing the capex required for the construction of new harbours, quaysides and jetties,” Hermary said. He noted that there were particular opportunities in Central and South America, as well as in southern Europe.

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

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IMO 2020

BACK ON THE MEDIUM-TERM MENU: MARKET BASED MEASURES

SHORT TERM STRATEGY Despite all this, “don't just discount the short-term measures discussed at the November Intersessional Working Group”, says Van den plas.

These cover a number of proposals including stretching the EEDI to embrace existing ships. “It's not an 'either-or' argument as we need a range of policies to give us the necessary GHG

20 | DECEMBER 2019

8 Is shipping on course for market based measures on carbon?

reduction ... a carbon price, while favoured by economists, would still not immediately deliver,” he underlines.

One proposal that will not be taken forward is a plan to introduce prescriptive operational speed restrictions, which was discussed and rejected, a UK Chamber of Shipping source confirmed.

Van den plas points to IMF studies which indicate a carbon tax of US$75/tonne of CO2 in 2030, would only bring maritime CO2 emissions below business-as-usual levels by around 15% in 2030: if they were set to double by 2040, carbon savings would still only rise to 25% given the projected uptick in trade.

However, revenues would reach about $75 billion in 2030 and $150 billion in 2040, and reinvestment in technology “would create a virtuous cycle” potentially reaching beyond the immediate effects of the tax, he explains.

Most importantly, Van den plas believes the reception of short-term mitigation measures at the November meeting should signal “IMO's readiness” to once more take the bull by the horns.

Certainly, economist Tristan Smith of UCL says “there is a lot going on behind the scenes waiting for the right moment”.

So, what is the right moment? “I expect that there will be several submissions on the subject at IMO MEPC 75 and we will restart the discussions then,” says Smith, although he adds that despite the growing pressure “it could still be a soft start because the negotiations last time were very difficult and everyone is nervous because of that”.

8 The maritime industry appears to be slowly, though inexorably moving to a global carbon price

Image: Thomas G. Pixabay

“There is now more pressure on IMO than ever before to adopt some kind of market-based-measure,” says policy analyst Aki Kachi of the NewClimate Institute.

But could the industry once again swerve away at the last moment? After all, despite discussions moving a long way toward market based measures (MBMs) back in 2011, the big lobbies still managed to sideline talks, successfully pushing IMO into settling for goal-based EEDI and SEEMP regulations alone.

However, times have changed and there are “new forces” in play both inside and outside IMO, says Sam Van den plas, Carbon Market Watch policy director.

Both Kachi and Van den plas point to a hardening of the European Union's position. Confirmation of Ursula von der Leyen's role as EU president was partially based on her willingness to bring shipping into the EU's Emissions Trading System “if there's no real progress at IMO before 2021” explains Kachi. And 'real progress', he underlines, will likely have to go further than goal-based rules.

Still, a push from within inside the EU for an MBM will not be to everyone's liking. Could naysayers such as Greece, Cyprus and Malta derail Europe's strategy, despite support from France, Belgium and others? “I think the policy process will still move forward if there's a qualified majority in the EU council,” says Kachi.

Given this, IMO could even shrug off its usual glacial slowness and react comparatively quickly to the EU's threat he says, as “it still has the option of 'gavelling in' measures” over the opposition as recent sulphur regulations demonstrate.

This brings us to pressures inside IMO: there are a growing number of countries investing heavily in alternative energy and, as a result, switching sides in the debate. China - the world's second largest economy - has signalled that like Korea and Japan, it's looking at building a 'hydrogen society'. Others such as Germany, France and Italy have also committed to giving green hydrogen a starring role in their energy mix.

Then there's the wide range of industry stakeholders represented at the MEPC meetings who are eyeing the opportunities: “Some - like Japan - are quite excited about the market potential for developing technologies. And Danish owners in particular tend to be very ambitious and have newer vessels, seeing an advantage in having less efficient ships squeezed out," Kachi explains.

Into this mix come the vulnerable, low-lying nations which are gathering together to ensure their point is felt, the Solomon Islands and Marshall Islands especially insisting that shipping plays its part in curbing global warming to 1.5C in order to protect their future.

Image by sweetreilly0 Pixabay

While there may not be many outward signs, the maritime industry appears to be slowly, though inexorably moving to a global carbon price, writes Stevie Knight

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

IMO 2020

HYBRID, LOW SULPHUR FUEL-POWERED FUEL CELLS Fuel cell projects have been delayed by challenges marinizing cells and issues around hydrogen fuel, but the MultiSchIBZ project is addressing these obstacles

8 A schematic view of the integration of the SOFC system on a yacht

INNOVATIVE LSFO-FUELLED SOFC SOLUTION The “MultiSchIBZ� research project, funded by the German government and led by thyssenkrupp Marine Systems GmbH, will drive the practical use of a seaworthy hybrid power aggregate designed around a SOFC and lithium-ion battery.

Two prototypes of SOFC fuel cell systems that can be operated with low-sulphur diesel fuel or LNG as an energy source have been designed, with the end goal of achieving technical maturity onboard passenger ships by 2022.

In a pioneering move, the consortium opted to develop a fuel cell that can run on low-sulphur diesel because of its high volumetric energy density without the production of any emissions in fuel cell applications. Also, the fact that low sulphur fuel oil is widely available was a governing factor in their choice of fossil fuel, they say. The SOFC has been developed by project partner Sunfire.

However, the use of low-sulphur fuel in an SOFC fuel cell is not straight-forward. In the prototypes being optimised in the

MultiSchIBZ project, the hydrogen-rich gas for operating the fuel cells is produced from the fossil fuel using a fuel gas generator. Reforming diesel to produce a SOFC-processable gas and the use of an energy storage system to operate smaller grids in the lower megawatt range, allowing for a gradual increase in output was a challenge that has been overcome ahead of MultiSchIBZ, by the predecessor research projects SchIBZ and SchIBZ 2.

The pioneering SchIBZ project began in 2011. It was this project stage that developed the foundation for the dieselfuelled fuel cell system based on an SOFC and tackled the issue of reforming of diesel fuel into a fuel gas. The project was finalised in 2016 with the commissioning of the hybrid fuel cell prototypes. A EUR2.3 million follow-up project, SchIBZ 2, started in 2017 with the aim of testing the hybrid, diesel-fuelled fuel cell system on land and at sea, with the aim of proving the seaworthiness of the components and the system as a whole.

This project saw the testing of the fuel cell system from the SchIBZ project on a ship, the MS Forester.

The MultiSchIBZ research project has a two-phase structure.

Phase I of the project is the design and development phase, which commenced in June 2018 and will run until May 2020.

After the development phase which will run through June 2020 to December 2022, a demonstration phase is planned during which several fuel cell auxiliary power units (APUs) will be tested on ships in operation. If successful, this will prove the viability of hybrid fuel cells and catalyse their adoption by ships operating in a future carbon-constrained industry.

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

Image courtesy of Sunfire

Fuel cell technology offers the possibility of a viable, true zero-emission solution. A fuel cell is an electrochemical device, much like a battery, that combines hydrogen and oxygen to produce electricity using two electrodes, one positive (cathode) and one negative (anode) separated by an electrolyte barrier. When hydrogen fuel and oxygen hit the electrolyte barrier they react, split off their electrons and an electric current is produced, resulting in water vapour and heat.

Uptake of 100%-renewable energy-powered fuel cells has lagged behind adoption of marine batteries, which are years ahead in their development. Until recent regulatory shifts, the humbler fuel cell wasn't seen by many as being a short-term viable solution, and the concept of 100%-renewable powered fuel cells on a ship in service were an environmentalist's pipe dream.

What was a dream yesterday is fast approaching a commercial reality. A number of previously fuel cell viability and upscaling projects are fast progressing towards commercial application, following the announcement of a liquefied natural gas (LNG)fuelled solid oxide fuel cell (SOFC) pilot project aboard the MSC Europa. Another research project is focusing on bridging the gap between the use of fossil fuels and renewable hydrogen energy by developing a hybrid power fuel cell for passenger ships.

8 Prototype solid oxide fuel cell (SOFC) unit for thyssenkrupp

DECEMBER 2019 | 21

IMO 2020

2020 FUELS: THE END OF A “FALSE SENSE OF SECURITY”?

Matt Wright of Argus Media Consulting Services points out problems still arise, citing the widespread bunker contamination that showed up last spring. However, he adds that flouting advice “will soon be far more likely” to result in ugly consequences.

Both the long-awaited ISO/PAS 23263:2019 and the 64-page Joint Industry Guidance (by CIMAC, IBIA, IPIECA et al) point to new complexities. For example, both state crew should find out - preferably before purchase - the nature and type of the fuel alongside properties such as viscosity, density and cold flow, adjusting temperatures for storage and line feed as necessary.

But viscosity, for example, can vary widely: various bodies report seeing 0.5% sulphur fuels with anything from 30CST to the more common 380CST. It stands to have real, physical impact as such diversity calls for the same again in management. Likewise, according to the Guidance thinner fuels, while within spec, may also uncover other troubles such as worn fuel pump plungers and injectors and could result in “excessive leakage [that] will either limit the power that can be developed and the responsiveness to load change demands or, in extreme cases, even cause an engine to stop or fail to restart”.

Cat fines typical of thicker fuels may also be present and just to make it more complicated, ISO's PAS points out many blends have a waxy nature with a higher pour point and therefore may need warming even if the fuel has a relatively low viscosity.

Further elements to consider include heat or cold transfer from the next tank along or external bulkhead.

MGO-GO-TO As a result, it looks as if there could be a rise in MGO take up, the likely go-to fuel for a number of ships “while owners wait for the risks to be sorted out... but we don't know yet how big a trend this will be”, admits Wright. Beyond practical concerns there are potential issues around fuel switching as well as gas formation in boiler pipelines or furnaces - its main disincentive is the price. While MGO reached around US$266 per tonne in September, it may rise, he says: “Our forecasts show from being US$30 above the new VLSFO fuels, this gap could be closer to a US$100 per tonne average in 2020.”

AVAILABILITY So, what about the availability of the new, very low sulphur fuel oils? Both Wright and Einemo remark there are now daily announcements from suppliers saying they have VLSFO in place at a broad range of bunkering facilities.

Despite this, Mariella Bottiglieri Green of Giuseppe Bottiglieri Shipping isn't convinced, saying she and a number of her fellow owners “are still concerned”. She adds: “Although we've been told 'VLSFO will be available'... it could be a bit like shopping at Christmas, they may have it... till there's a demand.”

However, owners shouldn't assume that not having VLSFO to bunker automatically allows for filing a fuel oil non-availability report - FONAR: “Even if MGO is US$100 per tonne more, if it's available, then that's what you have to take on,” says Einemo.

22 | DECEMBER 2019

Photo: size4riggerboots

The new 2020 fuels could be a wake-up call from what may have been “a false sense of security”, says Unni Einemo, Director of the International Bunker Industry Association (IBIA)

That's not the end of the issues: the most significant concern compatibility.

CHEMISTRY Taking it back to basics, a residual fuel has asphaltenes uniformly distributed throughout - kept in suspension by the fuel's aromatic content. But it alters on heat refining or when two different fuel oils or cutter stock are blended. This upsets the equilibrium leading to the agglomeration of asphaltenes, which then drop out as sludge.

It wouldn't be a problem without the wide variation on the cards. “There's some speculation that as the number of different types of fuels in the market will rise, there will be a higher risk of incompatibility between the bunkers,” says Einemo.

In very broad terms, two component streams will underpin the majority of the new blends. On one hand there is very-low sulphur residue and on the other, the more paraffinic vacuum gas oil (VGO); these tend to create divergent products.

Wright underlines it's a very mixed picture. For example, while Northwest Europe has a large amount of VGO resources and could see a significant volume of low-asphaltene fuels, in the Asia Pacific/Singapore and Middle East regions, “we expect very-low sulphur residue blends to take the largest share”.

As a result, the blends stand to vary in different locations and even seasons - despite coming from the same supplier. While a few big brands are guaranteeing compatibility between their offerings, these will be priced “at a premium” he adds.

Fortune stands to smile on some: one operations manager for a large fleet told TMS “as our ships have enough tanks to

8 Bunkering is going to take a lot more focus than in the past": Matt Wright, Argus Media Consulting

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

IMO 2020

segregate fuels and a regular route through the largest hubs... we don't foresee too many problems”.

That's not the case for others. The nature of Bottiglieri's business takes the ships worldwide, often away from the main bunkering ports. “I need to load a compatible fuel for the entire length of the contract - or we are out of commerciality,” she says. Moreover, fuel segregation won't, in the main, be possible for a proportion of the company's vessels: while a number of the fleet have six tanks, some have just two.

CONTINGENCY PLANS One thing all agree on is that ships will have to think through their options in advance if they're approaching a bunker facility without an empty tank. And quite a lot of thought should concern contingency measures.

After all, the process requires a lot of intersecting links: for example, although the PAS states “suppliers are encouraged to provide information” on fuel characteristics and it is undoubtedly good business practice, it's not mandatory and as seen from experience, it is not always meticulously correct.

Then there's the time aspect: will it be available early enough for crew to adapt or review options?

Likewise, “bunkering vessels won't be able to wait at the ship's side for a lab test result... they'll have onward calls to make”, says Einemo.

To get this element to work smoothly and avoid delays a ship which has to top load could ask for a sample of the fuel to be bunkered prior to arrival so the D4740 spot test can be done before the vessel reaches the port. She adds: “If the spot test indicates a risk of incompatibility, seriously consider a TSP lab compatibility test against the next bunker. As this will take at least 24 hours or longer the crew will need to send off both samples to a lab in good time.” Of course, if the results are problematic, the ship will presumably have to make other plans while underway.

This process asks a fair amount of crew and owners, from being able to accurately execute and read spot tests at the required mix ratio, acquiring - and understanding the implications of - fuel specs and adjusting the operational parameters of onboard systems.

Further, there's concern about what happens if and when these linked processes fail to deliver on time. While there will be more spot tests at the quay, Bottiglieri explains: “At some terminals you are really under pressure. And if there's a delay, a few will even push you out: you can't stop the chain. But, supposing I can't move the vessel without burning something that's shown at the last moment to be incompatible - what then? And who's to pay for the costs involved?”

“There is potential for delay,” admits Einemo, but reiterates that “there's detailed advice available in the Joint Industry Guidance on how to minimise the impact”. She adds: “Everyone has to realise massive delays aren't in anyone's interests, whether for ship operators or bunker suppliers.”

The stakes, as far as Bottiglieri is concerned, are high enough for the company to turn to branded compatibility-guaranteed fuels despite the price - which could be steep as this will require providers “to hold onto their fuel spec very tightly” says Wright, entailing component stocks being pulled back and forth across the world and likely adding an extra layer of volatility to the market.

However, testing and contingency planning may not provide a long-term solution for ships with few tanks. According to Einemo, vessels will need more than two bunker tanks in order to be equipped to deal with the rise in fuel variability. As a result, she is of the opinion that subdivision of existing fuel tanks on the next yard call may be the best way forward, despite the outlay.

8 DNA-marked samples of fuel can be tested at point of delivery, flagging up adulteration issues inside a minute, says BunkerTrace's CEO Marc Johnson

Anxious owners could be forgiven for believing insurance provides some kind of safety net “in case things go wrong”, one told TMS. However, they could be disappointed. Some may assume they're fully insured under the contamination clauses as “the consequences are very similar”, remarks Ansuman Ghosh, Risk Assessor at Thomas Miller P&I. He explains that while suppliers were answerable for last spring's fuel adulteration incident, compatibility-related failures present a rather different picture as “owners are responsible for proper storage and segregation of bunkers onboard”. Despite this, he adds: “I am sure the blame-game in an actual scenario will be much more complicated,” though certainly “an owner will have lots more to prove in terms of due diligence and best practices”.

Given all this, why not just go for HSFO and scrubbers?

That's not proving too easy, says Wright: “We are hearing that even scrubber fitting is taking far longer than originally thought, pushing installations into next year.”

However, the main issue is that HSFO stands to lose its place in many facilities, and while there will be plenty sloshing around it won't necessarily be where it's wanted. “We've known for some time that HSFO will no longer be available everywhere,” underlines Einemo.

TRACING PROVENANCE Even before the entrance of VLSFO, fuel issues have arisen; sometimes these have been accidental, sometimes due to adulteration by those looking to shave a few pennies from costs. Occasionally this wreaks havoc as it did in the 'Houston' affair, where owners and operators saw onboard systems fouled and in some cases engines shut down mid-transit.

But it undoubtedly happens more often than comes to light, and this is another worrisome element when it comes to VLSFO compatibility: a fuel that's not quite what it says on the tin has a greater chance of creating a commingling issue.

However, BLOC and FTL have got together to create a tool that can track provenance and may also go some way to providing an answer for the wider compatibility questions.

BunkerTrace marries blockchain software with a DNA 'signature', explains CEO Marc Johnson, to allow full tracking of fuel composition. The joy of blockchain is that it gives a complete audit trail of any transactions. However, it wouldn't work without the fuel delivery being irrevocably linked to a digital 'fingerprint', “created at the point of introduction of the marker... which is then uploaded via a QR code”, he explains. This means what's being delivered can be shown to be what's on the ticket.

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

DECEMBER 2019 | 23

IT & AUTOMATION

ROXTEC LAUNCHES INNOVATIVE SEAL FOR SHIPYARDS International manufacturer Roxtec designs and manufactures pipe and cable safety seals.

Roxtec has developed, following feedback from the shipbuilding industry, an SPM seal Here Roxtec UK's marine and offshore director John Kayes discusses how the Roxtec SPM seal is already dramatically speeding up installation time and slashing costs in shipyards, while also ensuring the safety of ships and crew.

The big challenge when running pipes or cables through a fireproof or watertight bulkhead is to make a secure seal.

Traditionally, the only fool-proof way was to insert the pipe into a tight-fitting and then weld it to the bulkhead itself. This proved a time-consuming operation with all the risks of hightemperature welding in a confined environment. The process was equally difficult to reverse should the pipe need replacing.

After receiving a lot of feedback from its customers, Roxtec has developed a much quicker and easier solution which has not only dramatically reduced installation times, but also enhanced the safety of the through-bulkhead seal.

The product is the Roxtec SPM seal and is a remarkably simple device that holds the pipe in place by use of a metal and rubber sandwich. No welding is required. A gasket of EPDM (Ethylene Propylene Diene Monomer) rubber is held between two flanges of marine grade 316 stainless steel. The seal is slid over the end of the pipe, then the pipe is pushed into an oversized aperture on the bulkhead. The SPM seal slides forward to fill the aperture, and then a series of bolts are tightened to distort the gasket to form an interference fit. Full tightness is indicated when the blue-coloured rubber is squeezed through a set of inspection holes.

The comparatively low cost and simplicity of the Roxtec SPM seal is making the product very successful. Specialist safety seals were installed in key areas including the engine room, power generators and external lighting aboard the £200m polar research ship RRS Sir David Attenborough. Here they will provide protection from multiple hazards.

“We are very responsive to customer feedback,” said John Kayes, Marine and Offshore Director for Roxtec UK. “The SPM seal, for example, came about as a request from a major Italian shipbuilder, which asked if the fitting process could be accelerated. This led our Swedish-based R&D team to redesign the single pipe seal solution and develop the SPM version.”

Mr Kayes said the new seal is reducing man-hours, especially during scheduled maintenance stops.

“A key innovation of the SPM seal is how it removes the need for welding,” he said. “All you need to do is cut a circular hole in the bulkhead to a prescribed diameter, clean it up, remove any sharp edges and you are good to go. The opening can even be slightly irregular as there is sufficient flex in the gasket. This greatly simplifies installation, maintenance work and even repairs at sea. As an example, by switching from traditional techniques to the SPM seal, engineers at a Brazilian shipyard recently cut installation time by a remarkable 88 per cent, slashing installation costs by a half.”

Mr Kayes describes another

24 | DECEMBER 2019

project, in which an A-60 fire bulkhead requiring more than 100 penetrations with a high degree of complexity was reduced to just two people and 12 hours using SPM seals.

8 The Roxtec SPM seal holds the pipe in place by use of a metal and rubber sandwich

LOOKING AHEAD Mr Kayes said Roxtec's approach is rooted in innovation and one key area is the fire-resistance of its products. He said Roxtec recently completed work on a brand-new fire test facility at its headquarters in Karlskrona, Sweden.

“The new lab allows a test object such as part of a bulkhead to be built and then put through a series of realistic scenarios,” he said. “The data is captured by advanced diagnostics. As a bonus, visitors and classification societies can be invited to witness the tests from an observation room.”

Another key innovation is the new Roxtec Transit Registry, a digital resource that logs all the onboard pipe and cable penetrations to allow the customer to keep track of them.

“The registry is an innovation we offer as part of our package of safety services,” he said. “It enables systemised control of the quality of all transit installations, from initial installations to the latest upgrades and additions. You can see an overview and precise locations of all the pipe and electrical penetrations on board and find all the documents and logged activities for each one. Everything you need is in one easily accessed system.”

8 John Kayes, Roxtec UK's marine and offshore director

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

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IT & AUTOMATION

INTERCONNECTED INTELLIGENCE SUPPORTS AN AUTONOMOUS FUTURE From the conceptual realm to reality, MacGregor is systematically working on the development of autonomous technologies that will further contribute to raising safety and efficiency standards

8 Three of the world's first autonomous discharging bulk cranes have been installed on board one of ESL Shipping's new bulk carriers

An automated maritime industry is an irony; it relies on human intelligence to develop a complex series of interconnected technologies for its creation, but these will ultimately reduce the need for human intervention from a wide range of marine operations that have traditionally depended on crew and operators.

In practice, the development of process-driven, intelligent systems has the ability to reduce or remove the impact of human error and raise safety and efficiency standards to levels that are unachievable otherwise.

A well-programmed and maintained machine can work almost endlessly without any loss of efficiency. Equipment lifetimes can also be prolonged as smoother operations reduce the strain on mechanical components, and power consumption demands will be lower in line with rising efficiencies.

CONNECTIVITY THROUGH COLLABORATION However, it is not one isolated development that will secure this safer, more efficient environment but many smaller advances that will be integrated together, with this process being critically dependent on internal and external stakeholder collaborations.

“The success of partial or fully autonomous operations will rely on greater connectivity between systems,” says Per Strandberg, Director R&D, Cargo Handling, MacGregor. “The important part will be to standardise connection protocols so that a system, comprising a number of components, can work effectively together.

“We have leveraged extensive technical expertise and decades of cargo handling knowledge to develop our new generation of intelligent solutions. MacGregor's response has been accelerated through a centralised research and development system that enables equipment-related data to be shared, thereby providing an ability to fully capitalise on the knowledge gained through different development and operational projects.”

26 | DECEMBER 2019

INTELLIGENT CRANE UNDERGOING TRIAL MacGregor's pragmatic approach to the development of engineering solutions means that the progression of its autonomous portfolio is very much customer-driven.

ESL Shipping approached MacGregor to work collaboratively on developing the world's first autonomous discharging bulk cranes. Initially, three such cranes have been installed on board one of ESL's two new liquefied natural gas (LNG)-powered bulk carriers, with an equivalent shipset fitted on the second vessel and ready for future use.

“The vessels are in operation in the Baltic and we are now waiting to test the autonomous discharging capabilities of the cranes; everything is installed and ready. We have tested different modules at our facilities, but we now need to ensure that they work on the vessel.

“This is very much a collaborative project, with ESL's trust in our technology and capabilities earned over many years.

“We also know that other customers are interested. When we are able to demonstrate the system's full capabilities, working in practice, then this will have a significant impact on the industry and inspire other operators,” notes Mr Strandberg.

FIRST AUTOMATED MOORING SYSTEM NEARING COMPLETION Also nearing completion is the two-year trial of MacGregor's first automated mooring system, which has been developed in close collaboration with Kongsberg Maritime. The system will be fitted on the fully-electric, 120 TEU open hatch container feeder vessel, Yara Birkeland, which will eventually perform autonomous shuttle operations for its Norwegian owner, Yara International.

8 Per Strandberg, Director R&D, Cargo Handling, MacGregor

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

IT & AUTOMATION

MacGregor will deliver the autonomous mooring system towards the end of this year, with the vessel scheduled for delivery in 2020. “The containership will gradually move to autonomous operation by 2022 and, during these two years, Yara will test its automated capabilities,” says Jon Høvik, Head of Mooring and Loading Technology, Offshore Solutions Division, MacGregor.

“The two-year test period is an integral part of the project and we will all learn from it,” he explains. “The autonomous mooring system uses some of the competencies from our commercial vessel mooring systems and constant tensioning technology, but it is distinctly new and employs advanced robotics and sensors. It is an enabling technology, providing one piece of the puzzle that helps an operator get to a point where they can run smaller vessels port-to-port without the need for crew on board.”

When in service, Yara Birkeland will replace 40,000 truck journeys a year. “If you think about this on a global scale, autonomous vessels such as Yara Birkeland could be used to remove trucks from dense, heavily-populated areas, significantly reducing environmental impact.

“By delivering this system and proving that it works we will demonstrate our ability to build in autonomy and robotic solutions for advanced operations, and show that even small operations can benefit from significant safety and efficiency gains, before then applying the technology to different manually completed operations,” Mr Høvik highlights.

TRANSFORMATIONAL CUSTOMER INNOVATIONS MacGregor's autonomous technology collaborations extend beyond these two examples. Tommi Keskilohko, Director of Customer Solutions, MacGregor says: “Our target is to lead the development, application and implementation of transformational customer innovations.”

MacGregor is part of the One Sea project, a high-profile ecosystem with a primary aim to pioneer the development of autonomous commercial maritime cargo traffic by 2025.

“Through many different collaboration projects with key stakeholders and enhancing the processes by which we are able to collaborate, we aim to accelerate the adoption of intelligent systems and autonomous operations,” explains Mr Keskilohko. “These, alongside optimised cargo and load handling operations, will improve the efficiency, safety and sustainability of shipping.

“Our extensive experience and knowledge of through-life containership efficiency allows us to widen and accelerate developments that will enable the autonomous operation of cargo systems on board.”

For MacGregor, this includes the development of a practical digital agenda, designed to help customers enhance their operations through increased vessel earnings, operating more efficiently and reducing emissions per unit of cargo carried.

“We have identified value that we can create by applying or deploying specific digital technologies,” he continues. “Examples include MacGregor's proven Cargo Boost upgrade, which has benefitted more than 100 containerships in service, and our new Breakbulk Optimiser tool that provides data transparency and enables fact-based decision-making.

“Breakbulk cargo is notoriously inefficient to load and transport, but through our insights we can make the stowage and planning process 8 Tommi Keskilohko, Director of Customer Solutions, MacGregor

faster and easier, whilst increasing vessel utilisation rates and the performance of our customers' businesses,” highlights Mr Keskilohko.

NEW ROLES IN THE MARITIME INDUSTRY The industry's drive for greater digitalisation and the increasing adoption of automated maritime operations, leaves a question about what roles will be left for humans in the system.

“Roles will change,” says Mr Strandberg. “If done correctly, automation will deliver increases in safety by removing human errors, but it will not automatically be like that. Without a crew on board to fix a problem, an autonomous vessel either needs to be extremely robust or offer greater levels of redundancy than traditional vessels. Today, the crew play a key role in effective redundancy capabilities, a factor that should not be underestimated when considering their potential reduction or absence from a vessel.

“Who will assume responsibility for a remotely-operated ship?” he asks. “Technical aspects are one challenge, but legislation is an even bigger one. One thing is certain; responsive, expert service teams will need to be available to provide support, together with advanced remote monitoring systems, so that the integrity of the autonomous vessel is continuously supervised.

“Being able to monitor your system remotely and build-in this quality of redundancy will be a prerequisite for delivering components to an autonomous ship. Everything needs to communicate, and in many cases, be self-repairing.

“MacGregor is technologically ready to start testing some of our autonomous systems and, through the application of our cargo handling knowledge and experience, is taking part in the discussions that will define the standards, rules and regulations required to fully implement autonomous maritime processes. This is, in part, why we are keen to start testing the capabilities of our autonomously discharging cranes, because only then will we have an even better idea about the hurdles that need to be overcome and can assist in establishing default technical safety standards for the industry,” concludes Mr Strandberg.

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

8 MacGregor will deliver its first autonomous mooring system towards the end of this year, with the Yara Birkeland (pictured) scheduled for delivery in 2020

8 Jon Høvik, Head of Mooring and Loading Technology, Offshore Solutions Division, MacGregor

DECEMBER 2019 | 27

IT & AUTOMATION

EXXONMOBIL’S XRF TECHNOLOGY OFFERS INSTANT INSIGHT By combining more detailed data with predictive maintenance technology, ship owners and operators can benefit from technical insight ExxonMobil and engine designer WinGD announced a collaboration in April 2019 to derive additional technical insight by combining ExxonMobil's Mobil Serv℠ Cylinder Condition Monitoring service with WinGD's Integrated Digital Expert (WiDE) predictive maintenance technology.

The Mobil Serv℠ Cylinder Condition Monitoring scrape down oil analysis service helps operators maximise the performance of their two-stroke engines. Like other analysis services, it identifies total iron and total base number (TBN) levels within each cylinder in the engine.

What is different is that by using a patented X-Ray fluorescent (XRF) scanner, which integrates the transmission of results to ExxonMobil via the cloud into the sampling process, the entire analysis process from sample gathering to final reporting is compressed.

Mobil Serv℠ Cylinder Condition Monitoring, which is available on a subscription basis, offers vessel operators a range of actionable insights, including feed rate recommendations, that can help cut costs and reduce maintenance issues. The scrape down used oil analysis service can spot over- and underlubrication, the presence of cat fine and the early onset of cold corrosion.

The recommendations are based on a comparison between the reference results and a database of over 500,000 samples.

Analysis of this database revealed that over 50% of vessels were operating on incorrect cylinder lubricant feed rates.

“The system is lubricant and brand agnostic, and can produce accurate results and recommendations regardless of the supplier,” Joseph Star of ExxonMobil told The Motorship during London Internal Shipping Week in September.

ExxonMobil has documented the operational benefits of optimisation of feed-in rates, as well as early identification of potential issues such water washing, cold corrosion and elevated iron levels in the scrape down oil. These include reduced expenditure on maintenance, as well as improved service availability.

An additional benefit of the system is that XRF analyser allows accurate measurement of the sulphur content at the engine inlet. This can help vessel operators ensure IMO compliance on the spot, offering rapid peace of mind.

One ship owner, operating deep sea tankers, implemented Mobil Serv Cylinder Condition Monitoring across its fleet of 11 vessels. The ship owner is estimated to have achieved reductions of cylinder oil consumption of over USD140,000/year.

“These direct cylinder oil consumption savings do not capture the full Total Cost of Ownership advantages the system offers,” Star noted. By combining the analysis data from the system with other data, Star expects the system to help optimise the operating life of cylinder liners, for example.

A DIGITALISED FUTURE Maximising the possibilities of combining the data from the Mobil Serv℠ Cylinder Condition Monitoring service with other technical data lies behind one of ExxonMobil's current technical initiatives.

28 | DECEMBER 2019

“We announced that it was undertaking technical collaboration with engine designer WinGD in April 2019 and are in the process of redesigning the data files from our Mobil Serv℠ Cylinder Condition Monitoring service,” Star said. The two companies expect to derive additional technical insight by combining Mobil Serv℠ Cylinder Condition Monitoring service data with WinGD's Integrated Digital Expert (WiDE) predictive maintenance technology.

The agreement is expected to result in improved performance benefits, as both WinGD and the ship owner will benefit from improved visualisation of engine performance. The collaboration will result in fewer unplanned stoppages, lower opex through engine performance optimisation and longer intervals between engine overhauls.

8 WinGD and ExxonMobil are cooperating to advance the adoption of smart shipping technology

XRF TECHNOLOGY At the heart of the system lies ExxonMobil's proprietary XRF sensor, which utilises established X-ray Fluorescence (XRF) analysis techniques that are widely adopted in ExxonMobil's upstream oil and gas business and applies them to the maritime market.

While ExxonMobil's XRF device is a state-of-the-art refinement of XRF technology, the underlying principle of XRF analysis is established in other industries. The technology uses the specific response characteristics of different materials to ionisation, after exposure to short wavelength x-ray beams, to determine the chemical composition of a material.

The process itself is non-destructive and produces results in around 30 seconds. The system itself has been digitalised since the end of 2018, permitting the results to be uploaded to a cloud server, whenever the ship has a connection available.

The XRF device itself is small enough to be fit within the engine room without any significant additional space requirements. The device features an ethernet connection system to avoid difficulties in transmitting results from the device to the bridge.

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

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IINSIGHT NSIGHT FOR MARINE MARINE TECHNOLOGY TECHNOLOGY PROFESSIONALS PROFESSIONALS

DESIGN FOR PERFORMANCE

HIGH FREQUENCY HARMONICS AND MARINE POWER QUALITY Ian C Evans, Principal Electrical Engineer, Harmonic Solutions Marine examines some of the issues associated with poor power quality found on vessels today An acceptable level of electrical power quality is absolutely fundamental to the functionality, operational integrity, safety of every marine vessel, MODU and installation, irrespective of class.

Any failure or malfunction of equipment, including electrical propulsion or navigational systems, could result in an accident at sea, or close inshore, with catastrophic consequences.

HIGH FREQUENCY HARMONICS Contrary to most international standards and standard power quality analysers' capabilities, harmonic voltages and currents do not conveniently cease at the 50th order (3kHz on 60Hz supply). While these higher order harmonics usually go undetected, their consequences do not!

8 Figure 1: the total harmonic voltage distortion (Uthd) spectrum from a 560kW variable frequency drive (VFD)

A Uthd of 26.3% (5% limit) was recorded on 600V, 19.3% Uthd of which was >21st (> 1.26kHz) order due to multiple, 24 pulse variable frequency drives (VFD) on 11kV. The spectral data was examined by PTB, Germany to determine the effect on fixedspeed EExd explosion-proof motors onboard. For 'stator critical' motors an additional rise of 24 degrees C was estimated based on harmonic voltages >21st. For 'rotor critical' machines on similar supplies, especially EExe and ExN protection concepts, hot rotors well above the temperature class may represent a safety risk.

Explosion-proof motors - Standard AC explosion-proof motors of all protection concepts are designed and certified based on pure sinusoidal supplies. They lose this certification if the Uthd is >0% - “they are no longer operating under the conditions envisaged when they were certified”. IEC 60034-1 Standard (electrical machines) contains requirements regarding 'harmonic voltage factor' (HVF). However, IEC-600791 (hazardous area equipment) does not currently have any requirement for HVF regarding temperature testing or certification for fixed speed explosion proof motors. This does not necessarily mean they are unsafe, although under certain conditions they may be (e.g. high frequency harmonics in the supply), but simply someone else, rather than the certifying authority, has to take responsibility for their safety.

Large main AC propulsion drives - Many vessels, including cruise ships, utilise electric propulsion, either direct drive or podded, including synchronous drives, usually employing phase shifting transformer solutions to reduce the resultant

30 | DECEMBER 2019

8 Figure 2: the line voltage, phase voltage and current waveforms for one phase from a vessel with 24-pulse cycloconverter drives, steaming at most economical speed

harmonic voltage distortion (Uthd). Most marine classification societies limit the total Uthd, usually to a maximum of 8%.

Uthd recorded was 13.59%; at higher speeds the Uthd would increase significantly. The 70% increase above the permitted Uthd limit was due to switching/notching voltage harmonics, not normally considered in the rules. A significant proportion of the Uthd impacted adversely on all voltages onboard, raising local Uthd levels and affecting sensitive equipment.

Cycloconverters, synchronous and LCI drives all comprise phase-controlled SCR input rectifiers. These have two issues.

'Line notching' due to the commutation process. (Note - the additional notches seen in Figure 2 are due to the phase shifting of the converters). In addition, the reactive power demand is dependent on the control angle of the SCR rectifiers and the motor torque demand(s). Excessive reactive power demand (i.e. low displacement power factor) increases the generator fuel costs. Many vessels employ the use of large multiple, combined passive harmonic filters/uncontrolled displacement power factor correction systems, whose manually switched operation can result in generator over-excitation and blackout of the vessel, if left energised at low or intermittent loading.

PWM drives into the fray – Over recent years, ‘pulse width modulated’ (PWM) VFDs have made an appearance as main propulsion drives. (PWM VFDs for general purpose applications, have been around for some time). Whilst they do not have issues with line notching and reactive power, they do have other issues of concern.

In an active front end (AFE) VFD, an IGBT rectifier replaces the normal 6-pulse diode/SCR pre-charge rectifier. Contrary to what some vendors may say, AFE have still have significant issues to overcome. Increased EMI (including common mode voltage/current), uncontrolled reactive power injection at no, light and intermittent load if multiple AFE drives are operating, causing unstable displacement power factor, harmonic currents above the 50th, lack of performance and lowest overall efficiency of all type of VFD/mitigation options are all issues which are rarely measured or considered under the rules.

Whether the VFD is 6 pulse or AFE type, the current to the motor is a synthesised sinewave. The output voltage being a modulated (i.e. chopped) rectangular (Figure 3) wave. This is

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

DESIGN FOR PERFORMANCE

CMV has an accompanying common mode current. It travels to the ground from the VFD via the motor bearings, gradually destroying them via micro-arcs of current at the VFD switching frequency. Fixed speed motor bearings in an CMV rich environment are of great concern. We are aware of multiple vessels of the same LNG carrier class, where EExd (flameproof) motor bearings are lasting < 3-4 months due CMV from >40MW of multi-level PWM main propulsion drives. High frequency micro-arcs of current (Figure 5) and bearing damage occurring in a Zone 1 hazardous area is doubly concerning and dangerous.

8 Figure 3: the output voltage from a motor is a modulated (i.e. chopped) rectangular wave

the main source of VFD EMC problems, including the serious problem of common mode voltage.

Harmonic voltage distortion (Uthd) due to PWM VFDs may require mitigation to be installed, as per any electric drives but there are three separate, but interrelated problems, which continue to affect VFDs: i) Excessive du/dt (rate of rise of voltage), which can destroy motor insulation, especially on retrofit, energy-saving applications. Burnouts of multiple motors occurred recently on various cruise and other vessels. ii) Standing waves' (cable resonance) due to long cable lengths (>30-50m). However, sinus output filters, if installed, can prevent this phenomenon. iii) However, the most challenging aspect of VFDs, rarely mentioned by vendors, presents serious problems to all marine vessels, is that of “common mode voltage“ due to the PWM output voltage switching.

Common mode voltage is between each phase and ground.

If the VFD-motor combination is not installed in strict compliance with EMC recommendations, the switching frequency (1-10kHz) is superimposed on the phase to ground voltages. Every item of equipment connected to the ground (i.e. the hull) can be affected. We have carried out many marine investigations where CMV was the cause, including PWM propulsion drives failing continually (due to their own CMV) plus navigation, communication, control, deck cranes, fire and gas detection systems and AC motors all being adversely affected.

8 Figure 4: multiple paths for common mode voltage (CMV) in VFDs

The question of whether higher power, “multi-level” VFDs experience CMV issues is vexed. Ongoing problems with 6 Royal Navy, Type 45 destroyers, the “World’s first electric warships”, each having 40MW of multi-level, PWM main propulsion VFDs have up to four times the NATO STANDAG limit (19-20% Uthd) and CMV circulating around the hulls in kV plus at least 17 other vessels suggest CMV is a contributory factor.

8 Figure 5: high frequency micro-arcs of current can lead to bearing damage

IACS Harmonic voltage monitoring - In 2017, IACS issued (UR E24) requiring all vessels with electrical propulsion and passive or active harmonic filters to have harmonic voltage monitoring.

This followed the MAIB, 'Very Serious Marine Casualty' Report 28/2011', dated December 2011 published some six years earlier, which contained recommendations for power quality monitoring (not just harmonic voltage monitoring). The harmonic voltage monitoring alone is relatively meaningless unless both voltage and current are recorded so the causes of any excessive voltage distortion can be determined and remedial action taken. In reality however, all vessels with electric propulsion and/or those with a significant electrical drive load both require continuous PQ monitoring.

The IACS directive is aimed at preventing the catastrophic failure of mainly MV passive filter harmonic capacitors. If LV active filters are included in the IACS directive, it could be argued that VFDs, which comprise an almost identical capacitive DC bus, should also be included.

In light of the above, it will be interesting to see how and when the impending standard on “supra-harmonics” (2kHz to 150kHz) will be introduced into the marine industry. Will it, in parallel with the existing rules, be applied to both emissions and immunity of all marine electrical equipment, be enforced and policed effectively?

This article addresses serious issues connected with marine electric power quality, a subject that will only become significantly more important as more electric and hybrid vessels come into service. It is worthwhile emphasising that all the issues highlighted can resolved or prevented if the correct technical guidance is available. There is no reason for shipowners and ship-operators to bear the costs of poor power quality when assistance and solutions are available. We plan to discuss some of these approaches in a subsequent article in The Motorship in February 2020.

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

DECEMBER 2019 | 31

SHIP DESCRIPTIONS

STENA RAISES ITS GAME ON IRISH SEA

Photo courtesy of Stena Line

Stena's versatile new generation of E-Flexer ro-pax ferries is set to make its debut on the Irish Sea, following completion of trials with the Stena Estrid off northern China's Yellow Sea coast

The newbuild will be assigned to Stena Line's Holyhead/ Dublin route. At 215m in overall length, she offers a freight intake of 3,100 lane-metres, plus space for 120 cars and provision for approximately 1,000 passengers.

Stena Ro-Ro has ordered a total of nine ro-pax vessels of the E-Flexer concept from AVIC Weihai shipyard, and Stena Estrid is the first of five chartered by Stena Line. Developed by the Finnish-headquartered, Chinese-owned technical consultancy Deltamarin in conjunction with the contractual owner, the design is claimed to represent a major advance in efficiency for its type and size.

LONG-TERM CHARTERS The flexibility of the class with regard to service allocation, operating profile and customisation, is such that the four other newbuilds in the series have attracted long-term charters from two other players in the European short-sea market, Brittany Ferries and DFDS. The 42,400gt Stena Estrid is scheduled to be phased on to the Holyhead/Dublin route, one of the primary conduits for traffic between the British mainland with the Republic of Ireland, in early 2020. Sistership Stena Edda is due to follow next spring, for deployment on the Liverpool/Belfast run, to which the third Stena Line-chartered E-Flexer, Stena Embla, is also expected to be allocated in 2021.

The fourth and fifth vessels for Stena Line's European shortsea network will be an extended version of the design, wherein capacity has been upped to 3,600 lane-metres of freight plus 1,200 passengers.

The primary power installation in the Stena Estrid is based on two engines, rather than the four-engine solution common to high-capacity ro-pax ferries.

Anticipated maximum speed is 22 knots from the two

32 | DECEMBER 2019

8 Stena Estrid will debut the E-Flexer generation in the intensely competitive short-sea traffic

12-cylinder, MaK VM43C engines driving controllable pitch propellers through reduction gears.

An unusual feature is the adoption of fully-feathering propellers. At speeds under 18 knots, economical operation can be maintained on a single propeller, with the other unit feathered so as to reduce resistance. Hydrodynamic efficiency is enhanced by the nature of the hull lines, incorporating an optimised bulb, a sternship form that minimises wave-making, and special openings for the bow thruster tunnels.

The vessel has been laid out and certificated to be 'gas ready', so as to facilitate possible future conversion to LNG or methanol fuel.

Economies of scale in conjunction with the closest attention to power and propulsion arrangements and hydrodynamic shape promise about 25% less CO2 emissions per freight unit than existing ferries. A drive-through configuration was chosen to ensure expeditious turnarounds on the busy short-sea crossing.

The layout and technical specification for three E-Flexer newbuilds to be deployed on bareboat charter by Brittany Ferries, plus the singleton fixed for 10 years to DFDS, varies in accordance with the individual operators' requirements.

PRINCIPAL PARTICULARS â&#x20AC;&#x201C; Stena Estrid Length overall Breadth Draught Gross tonnage Ro-ro capacity Passenger capacity Main engines Speed, maximum

215.0m 28.0m 6.4m 42,400t 3,100 freight lane-metres + 120 cars Approx 1,000 2 x 12,600kW 22 knots

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Portugal's marine industries have a prestigious new reference in the fast-growing, expedition-style segment of the cruise market, through the debut of the 9,300gt World Explorer, writes David Tinsley

The ice-going cruise vessel marries a sophisticated, hybrid diesel-electric propulsion system with a sleek design and is the first in a series of three 200 passenger-capacity newbuilds ordered by Mystic Cruises from the West Sea shipyard in northern Portugal, the former Estaleiros Navais de Viana do Castelo (ENVC).

Mystic is headed by Portuguese entrepreneur Mario Ferreira.

The 1B ice class World Explorer is being deployed from November to March under charter to polar specialist Quark Expeditions, headquartered in Seattle. For the rest of the year, her itineraries cover small and distinct ports around the world, normally not accessible to larger cruiseships, under the commercial operation of Ferreira's German-based Nicko Cruises brand.

The investment in the flotilla is a response to the rising market demand for experience-rich cruise tourism in the Antarctic and Arctic and other regions offering outstanding natural features and historic interest. The compact ship design, developed by Italian naval architect Giuseppe Tringali, and the particular nature of the integrated powering arrangements, attest to the operational and environmental challenges of working a vessel in pristine and confined waters, harbours and shelters.

World Explorer adopts a hybrid energy solution featuring hybrid shaft generators (HSG) and the SAVeCUBE power electric system originating from Rolls-Royce's commercial marine division, taken over earlier this year by Kongsberg Maritime. The prime movers are all from the Bergen mediumspeed engine range, still part of the Rolls-Royce Group through Rolls-Royce Power Systems, and encompassing two eightcylinder C25:33 main diesels and a six-cylinder model as an auxiliary dual generator.

Main propulsion is provided by two 2,665kW Bergen C25:33 L8P engines each driving a controllable pitch Promas system through a reduction gear with hybrid shaft generator (HSG), so the main engines can be used to provide electrical power. The

34 | DECEMBER 2019

8 World Explorer on the River Elbe

HSG can also function as electric motors, allowing energy flow to the ship in all modes of operation, even when the propellers are not engaged. The six-cylinder, 2,000kW Bergen auxiliary engine is coupled to two 950kW generators.

The HSG system uses active front end (AFE) technology so that fixed engine revolutions are not required when operating the shaft generators. The switchboard sees a constant voltage and the correct phase angle to match the other gensets running in parallel. Propeller and engine efficiencies can be maximised by ensuring running at the most efficient point.

SAVeCUBE allows the engines to operate at variable speeds, maximising their efficiency for the required power. SAVECUBE has all frequency converters, drives and switchboards integrated into a single cabinet to save space and simplify installation.

With a speed of 16 knots, World Explorer is one of the faster ships plying polar latitudes. A very high level of manoeuvrability is essential to the kind of operating profile entailed with the expedition cruiser. Two 419kW tunnel thrusters are fitted in the foreship, electrically-controlled through converters connected to the SAVeCUBE system, as with two 350kW pump jet thrusters at the stern. The position holding capability also has the merit of obviating the use of anchors where possible, thereby protecting the sea bottom.

Technical consultancy and newbuild supervision for World Explorer at Viana do Castelo were undertaken on Mystic Cruises' behalf by Schulte Marine Concept, the project management arm of Bernhard Schulte Management, working in conjunction with Bernhard Schulte Cruise services.

Since the Martifer Group took over the business and management of the sub-concession of the former Estaleiros Navais de Viana do Castelo land and infrastructure six years ago, the shipyard has seen a revival in its West Sea guise. To date, it has attracted orders for 15 newbuilds and has also acted as subcontractor to Spanish shipbuilders in Galicia, supplying hull blocks and assemblies.

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THE TRUE COST OF HEAVY FUEL The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192

With IMO 2020 almost upon us, it was something of a surprise to see the leading article in the December 1969 issue of The Motor Ship taking as its subject residual heavy fuel oils versus marine diesel oil.

Then, the topic was not emissions, but maintenance.

The article looked at engine wear, particularly to cylinder liners, resulting from the use of HFO of varying, and deteriorating, quality. It looked back to 20 years previously, when HFO was being promoted as marine diesel fuel. Engineers then objected to the cost of the heating and purifying equipment needed, asking why their ships should be equipped as floating oil refineries. But HFO became widely accepted until the point when our editorial predecessors asked if, over the lifetime of a ship, economics might favour the higher cost per ton of MDO against the cost of onboard fuel treatment and more frequent maintenance.

The main ship description in that issue covered the often-blurred distinction between merchant and naval vessels when it comes to replenishment and logistics ships. It covered the Green Rover, first of three fast 7,000dwt tankers for the Royal Fleet Auxiliary. Although naval in function, the reporter found it was very much a merchant ship in design, construction and equipment.

Notable for being the first RFA ships with medium speed machinery, they eschewed the more standard four-stroke units for a pair of HFO-fuelled Ruston AO V16 two-stroke diesels of 8,000 bhp each at 450 rpm.

They drove a single CP propeller through a reduction gearbox. The thinking behind the twin-engine plant was that it would allow maintenance on one engine to be undertaken while the ship was under way. No fewer than seven Paxman auxiliaries provided electrical power and drove cargo and hydraulic pumps. The main engine and propeller pitch were controlled from the bridge, and such was the level of automatic supervisory control that the ship was able to run with a single engineer officer per watch.

Staying with medium speed power, the December 1969 issue reported on the first production vee-form Werkspoor TM410 engine, one of four 7,000bhp V12 units to be installed in a cruise ship. Two six-cylinder in-line versions were already in service, and the builder reported a healthy order book. The vee engine was distinguished by the use of pulse turbocharging, and

38 | DECEMBER 2019

8 Green Rover, a medium-speed powered tanker for the RFA

featured a particularly strong bed-plate, to promote reliability and accommodate future increases in power rating. Strength and simplicity were the design's bywords. Particular attention had been paid to details such as connecting rod design and bearing size, in order to achieve an optimum balance between simplicity and reliability, not forgetting ease of maintenance. The vee engine introduced a four-valve cylinder head rather than the original three-valve design, introduced to improve engine 'breathing' and made possible by improved manufacturing techniques allowing thinner water-cooled exhaust valve cages, and thus larger valve area.

Although 50 years ago keeping fuel consumption down through removing hull fouling was not such a priority, a new hull cleaning technique had been trialled on the QE2 cruise ship during a call at Southampton. The Underwater Maintenance Company, part of International Paint, demonstrated the 'Brushboat', a workboat fitted with a system of hydraulically-operated telescopic shafts, carrying rotating brushes with synthetic fibre bristles. At the same time, a team of divers with underwater cameras observed the brushes, all being controlled by a superintendent with a monitor screen. It was thought that the whole 293m long hull could be cleared of all fouling in about six hours, with the divers carrying out a complete inspection of the hull, including propellers and stabilisers, at the same time.

Brand Manager: Toni-Rhiannon Sibley tsibley@mercatormedia.com Marketing marketing@mercatormedia.com Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly by Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com www.mercatormedia.com ©Mercator Media Ltd 2019 ISSN 0027-2000 (print) ISSN 2633-3279 (online)

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8 The 'Brushboat', thought to be capable of removing fouling from a 300m hull in six hours

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