28 minute read
Overshooting the line
DEVELOPING TOMORROW’S PROPULSION TODAY
The propulsion market sees further developments as regulation and digitalisation push the shipping industry further, writes Samantha Fisk.
The race is still on for the propulsion market to develop products that will meet with needs of tomorrow’s vessels. The need to develop smarter and more efficient systems, whilst still in the fog of working out what the fuel of choice will be in the future, has meant that system will need to be adaptable.
We have been used to the ‘big names’ in the industry leading the way in developments coming on to the market, but today we are now seeing more collaboration starting to happen, and as some might say needed to happen for the industry to meet with the future challenges of regulations.
Earlier in September MAN Energy Solutions announced that it had signed an agreement with ABB to co-operate on the development of a dual fuel propulsion concept for LNG carriers. The development will see the next-generation ‘DFE+’ decarbonisation solutions based on new MAN 49/60DF engine and ABB’s Dynamic AC power distribution and control system
The DFE+ concept will feature the MAN 49/60DF engine which was also launched earlier in September, and ABB’s Dynamic AC (DAC) technology. The company highlights that the concept aims to deliver the operational flexibility shipowners need to cut carbon footprints as well as fuel bills for liquefied natural gas carriers. The scope of the collaboration covers a joint concept study between the partners sharing technical data, and discussing interfaces and system integration.
Elvis Ettenhofer, Head of Marine Four-Stroke – Region Asia Pacific, MAN Energy Solutions, said: “This cooperation with ABB will deliver the technology necessary to provide a new propulsion concept. In turn, this will help our customers to reduce their CO2 footprint and fuel costs, and will provide the flexibility, for example, in operation for different trades or retrofits from an LNG carrier to floating storage units or floating storage regasification units. This concept can reduce methane slip and fuel costs compared to conventional diesel electric propulsion systems. ABB’s DAC and global presence are an ideal match for our new four-stroke engine.”
The conventional DFDE concept is characterised by constant-speed operating engines (gensets) over the entire engine load, optimised for high load, for example, the 85% load point in part- and low-load have high methane slip and less efficiency. The latest MAN/ABB DFE+ concept will feature variable-speed operating engines (gensets) over the entire engine load and better efficiency with significant reduction of methane slip over the entire engine map.
ABB’s Dynamic AC technology will enable the operation of propulsion systems above 10 mWe at variable speed with all the accompanying benefits. The company notes that variable-speed applications have been established for liquid-fuel systems up to 10mWe, torque requirements and the low efficiency of first-generation dual-fuel engines, including limitations in the e-systems design for dieselelectric propulsion systems over 10 mWe badly impacted variable speed for propulsion systems over 10mWe.
In combination with the second-generation, high-efficiency MAN 49/60DF engine (with ALSi – Air Lubrication System interface, as an add-on), this DFE+ concept is expected to provide customers with better efficiency and flexibility.
Picking up on the lubrication topic, Thordon Bearings has been conducting studies in to the hydrodynamic lubrication efficiency of a ship’s propeller shaft bearing has found that the use of seawater-lubricated elastomeric polymer bearings reduces fuel consumption.
Lubrication is coming into the spotlight in the maritime industry particularly for propulsion and the effects that it can make on an engine and towards potential fuel savings. Thordon Bearing says that through its study the environmental and financial benefits of adopting a seawaterlubricated propeller shaft system are well documented, but this is the first indication that the arrangement reduces hydrodynamic resistance enough to improve fuel consumption, compared to a conventional oillubricated bearing arrangement. The research that has been carried out is based on new methodology for calculating the performance of seawater-lubricated bearings, which, until now, has been based on theory developed for oil-lubricated propeller shaft bearings. “Classic rigid surface bearing theory is valid and commonly used for oillubricated metal bearings. However, two major factors of seawaterlubricated bearings, namely low lubricant viscosity and deformability [of the polymer bearing surface], make the
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application of rigid surface bearing calculations susceptible,” Thordon Bearings’ Chief Research Engineer, Dr. Gary Ren, says in his peer-reviewed paper published in the July edition of the Elsevier journal Tribology International.
“We believe Dr Ren’s method is more accurate, because it takes into account the characteristics of seawater as a lubricant, the polymer materials used, bearing pressures, viscosity, friction and so on,” said Elena Corin, Senior Manager, Special Marine Projects, Thordon Bearings. “This is the first time anyone has investigated whether there are differences in friction coefficient between the two types of bearings. And there are!”
Corin furthered that the new methodology provides “strong evidence” to quantitatively support the benefits of a Thordon COMPAC system.
Thordon Bearings used the methodology to compare the fuel consumption of a Panamax containership and an Aframax tanker operating a 640mm (25.2in) diameter oillubricated propeller shaft bearing versus the same ships operating an open COMPAC seawater-lubricated bearing system. Each vessel was assumed to run on VLSFO (very low sulphur fuel oil) at a global average price of US$890/mt, operating for 70% of the time.
“By applying the results, we were able to determine the minimum required shaft speed for hydrodynamic lubrication efficiency, the coefficient of friction as well as the water film thickness at any given load and shaft speed,” Corin highlights.
“Test results confirmed that fuel losses due to the friction coefficient [hydrodynamic resistance] of an oil-lubricated propeller shaft bearing system can be reduced by as much as 85% by using seawater-lubricated polymer bearings.” In turn it is expected that this will have an impact on fuel costs with an estimate annual savings of at least US$10,000 per vessel.
Thordon Bearings is now carrying out research to assess the carbon emissions reduction attributes of vessels using a seawater-lubricated system to help shipowners meet CII (Carbon Intensity Indicator) requirements.
The market is also seeing further pick-up in orders for propulsion units. Rolls-Royce has announced that it has received an order from Turkish yacht builder Turquoise Yachts to supply an mtu Hybrid Propulsion Pack for a newbuilt 76m displacement mega yacht.
The yacht will be equipped with a Rolls-Royce integrated mtu hybrid propulsion system, comprising two mtu 12-cylinder Series 4000 M65L engines with SCR system, fulfilling the strict IMO III emissions directive. The system also includes two gearboxes, two e-motors and electric cooling systems, two variable speed gensets, a battery system and electrical power management system and the mtu NautIQ Blue Vision NG hybrid automation system which monitors and controls the hybrid propulsion system.
The mtu system allows for fully electric operation and is set to be delivered in 2023, the yacht is to be commissioned in 2025. Turquoise will also build a second yacht with a conventional mtu propulsion system.
Mehmet Karabeyoğlu, Partner of Turquoise Yachts, said: “With this new project we are setting new standards for comfort and environmental protection in a mega yacht. We are happy to have found Rolls-Royce as the right partner for this endeavour.”
Denise Kurtulus, Vice President Global Marine at RollsRoyce business unit Power Systems, said: “The cooperation with Turquoise is another fantastic milestone in our efforts to make shipping in general and also the yacht application greener and more climate-friendly with our mtu power and propulsion solutions. We are proud to be pioneering hybrid solutions in the mega yacht segment together with Turquoise Yachts.”
Further in its developments Rolls-Royce’s sustainability programme “Net Zero at Power Systems”, Power Systems is taking steps towards climate-friendly and climate-neutral solutions in all applications. from 2023, the company is planning on releasing its mtu Series 2000 and 4000 engines for sustainable fuels such as e-diesel and HVO (renewable diesel), thus enabling climate-neutral mobility. In addition to the use of sustainable fuels, the company is building on new technologies such as methanol engines and CO2-free fuel cell systems, which could also be used in yachts.
Turkey once again appears in the spotlight as Steerprop have also announced that they have signed a contract with Turkish Med Marine shipyard to deliver the propulsion units for two RAscal 2100 harbour tugs designed by Robert Allan. The contract is the first for the new Steerprop T product line, especially designed for the stringent demands of tug operations.
The order includes equipment for two harbour tugs. The four SP 175 T propulsion units have 1.80 m propellers in nozzles and provide the power of 1080 kW per unit to deliver 35 TBP. The delivery is scheduled for January 2023.
The growth of global trade and marine transport has brought about larger vessels and a need of more powerful and manoeuvrable tugs, with increased bollard pull for ship assistance and harbour operations. In order to meet with these demands Steerprop has developed the Steerprop T azimuth propulsion product line. The latest evolution of propulsors as able to adapt to changing configurations and versatile operations with mechanical, hybrid or electrica prime movers.
8 Rolls-Royce
Power Systems announced plans at SMM to launch the mtu Hybrid PropulsionPack for Series 2000 and 4000 engines from 2023
NEW DIGITAL INSPECTION SOLUTION PROMISES FASTER WELDING INSPECTIONS
RINA and Waygate Technologies are combining digitalisation and advanced non-destructive inspection technologies to make shipbuilding more efficient.
The companies have signed a global technology cooperation agreement that aims to digitalise welding inspections in shipyards and provide data analytics that will enable them to optimise workflows.
During the ship manufacturing process, many parts are welded together and then inspected for acceptance, usually by means of a visual inspection and non-destructive testing. Through the digitalisation development, shipyards will be able to detect welding defects immediately after welding is completed, reducing delays caused by repair or reprocessing, and thus decrease costs.
Shipyards can also use the solutions to generate statistics and insights from the inspection data collected, enabling them to identify critical points in the welding process and implement preventive corrective actions.
Waygate Technologies’ non-destructive testing expertise and the digital capabilities of the company’s software InspectionWorks enable artificial intelligence (AI) and machine learning assisted recognition of welding defects based on images captured in the field. InspectionWorks is an agnostic software platform that combines data from multiple non-destructive testing (NDT) tools, connects the entire inspection history of an asset and enables users to add inspection insights to a digital twin throughout its lifecycle. As part of a predictive maintenance strategy, NDT identify areas of concern before they lead to a failure.
“Our joint solution helps detect potential defects during and after welding, optimizing production processes, reducing the risk of rework and scrap and eventually improve the quality of welded joints”, said Alberto Cavaggioni, CEO at RINA Consulting.
Nicola Jannis, CEO at Waygate Technologies, added: “Jointly, we will create pioneering inspection solutions and consulting services for marine shipyards and related businesses. Our digital NDT solution helps leverage data to constantly improve production process quality as well as efficiency and drive innovation.”
During the pre-fabrication of blocks, images of welding are taken. These images are then processed with an assisted defect recognition tool based on AI algorithms and can highlight in real time potential defects. Images are then enriched with annotation and made available for analytic purposes. The application has been designed mainly for newbuildings, but may also be extended to repairs.
“The recognition system can be used immediately after the welding is completed,” says Leonardo Brunori, Executive Vice President Energy & Mobility at RINA. “Therefore, the feedback can be provided in real time and the defect corrected at a very early stage, thus avoiding repairs and reprocessing at a later stage. Analytics can be used to identify recurring defects and to undertake corrective actions at the manufacturing stage.”
The NDT and inspection solutions used have already proven to be very beneficial in the aviation and automotive sectors. “Now we are looking forward to applying them successfully in the marine and shipyard industry,” says Brunori.
“In the first proof of concept trials carried out we were very happy with the consistency in detecting of defects, speed in providing results and good analytics enabling new workflows for the shipyards.”
As the tool is aimed at identifying welding defects at an early stage, it makes the class surveyor’s job more effective and efficient. Furthermore, the possible recurrent defects identified through the analysis of data may be used as an input in the continuous review of classification rules and training of surveyors, says Brunori. The tool can be used for welders’ training, as well.
Feedback from shipyards has been encouraging, and the first projects using the technology will get underway towards the end of this year.
Brunori says the development is part of the progressive digital transformation of the whole marine industry, where manual activities that, to remain competitive, are supported or sometimes replaced by digital tools.
Waygate Technologies, a Baker Hughes company, is building a range of industrial solutions including borescopes that can detect and measure micro cracks, ultrasound testing machines that can inspect entire rails and pipe sections, robots that can travel into cavernous tanks and CT machines that can inspect for inner microscopic pores in parts the size of a small car. Recently, its work has included inspecting hydrogen tanks and ensuring their integrity and functionality and assessing lithium-ion batteries to
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Technologies partnership marine shipyard
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Technologies partnership signing ceremony
CONNECTING TO THE BIGGER PICTURE
Digitalisation is still keeping pace in the maritime industry as more solutions onboard look to become more connected through digitalisation, writes Samantha Fisk.
Digitalisation is affecting all sectors of the maritime industry and every part of the vessel is now being scrutinised as how it can be made more efficient, and if a sensor can be installed somewhere in order for data to be gleaned and feedback to the shipowner to understand how that vessel is performing.
Today though it is not just about the vessel’s performance anymore. We now see that with the added pressure of regulations that will be hitting the market in the next few years that the data gleaned from these monitoring solutions will be valuable for the shipowner and operators trying to plot courses not just through seas but also through environmental legislation.
One of the key regulations set to come in next year is the EEXI and CII calculator that will be see vessels be given an energy efficiency rating A through to D, like the white good people have in their homes. However, these ratings do have potential cost consequences for owners who don’t maintain ships both financially and operationally.
StormGeo is already looking into the future and will be looking to launch its Carbon Footprint Dashboard in October 2022 as part of s-Insight, its fleet performance management solution that ensures vessel compliance and provides simple, data reporting systems. The company notes that the Carbon Footprint Dashboard will be available for all route advisory and fleet performance management customers.
The s-Insight is a customisable fleet management system that integrates and organises weather, voyage reporting, sensor data, performance levers, and expert assistance in one powerful analytics tool. The solution gives vessel owners, operators, and managers timely and actionable information to maximise voyage and vessel performance.
Teaming up with Alfa Laval has brought some benefits to the company, seeing it now turbo boost its developments for its CII calculator. The latest development of the Footprint Dashboard has been specifically designed for energy efficiency and decarbonisation managers but available to all s-Insight users. StormGeo says that its Carbon Footprint Dashboard compiles all relevant data in one place to monitor decarbonisation metrics, set carbon intensity targets, and streamline regulatory reporting processes.
“The Carbon Footprint Dashboard provides a single source of all CO2 emissions data. It gives access to the analytics necessary to review the impact of implemented measures, identify corrective actions, and report on carbon intensity alignment with industry trajectories to internal and external stakeholders,” says Madeleine Engelhardt, Product Manager, Fleet Compliance and Technical Performance at StormGeo. “The dashboard helps shipping companies focus on the decarbonisation metrics that matter”
With several pre-configured widgets, the dashboard provides numerous graphs and diagrams to visualize the carbon footprint of all shipping activities. The system calculates and displays various CO2 emission indicators for fleets, vessel subgroups, and individual vessels for each leg of the voyage. These insights will be available to all dashboard users, helping to ensure transparency and improve collaboration on decarbonisation initiatives across organisational departments.
The company has already expressed that it is seeing enormous interest in its latest development with one company, F.A. VINNEN & CO., who have put themselves forward to test out the capabilities of the platform.
“StormGeo’s Carbon Footprint Dashboard will help us keep detailed track of how much CO2 our shipping activities emit into the atmosphere and quickly gives us the necessary overview to see whether parts of our fleet aren’t performing as they should,” says Bernd Hein, Managing Director at F.A. VINNEN & CO. “It will enable us to drill down into the data and see how something as small as a single leg of an individual vessel impacts our overall emissions and get the decisionsupport necessary to correct any issues.”
Further in its developments of its s-insight platform StormGeo have also announce that they are teaming up with Hansa Tankers to install the fleet performance management software s-Insight to all vessels in its pool of tankers.
“StormGeo’s s-Insight provides tools that assist us in managing the environmental and commercial performance of our entire fleet in one dashboard. By also adding weather and routing data to the operator decision-making toolbox, we gain new and actionable insights that enable immediate, measurable CO2 impact on our trade, which in turn will positively enhance the pool’s financial performance and environmental footprint in the coming years,” says Torfin Eide, COO at Hansa Tankers.
Hansa Tankers commented that s-Insight provides opportunities to monitor the environmental impact on emissions, improve environmental performance, and keep
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8 Hansa Tankers
the fleet compliant with EU MRV, IMO DCS, the Carbon Intensity Indicator (CII), and Sea Cargo Charter regulations. Particularly useful is the new CII Simulator, a key module in s-Insight and a tool that monitors CII compliance status and reveals the impact of commercial parameters on CII ratings. “StormGeo’s powerful and actionable CII Simulator gives us a tool enabling a better understanding of the commercial impact of the CII in our trades,” Eide says. “We acknowledge that the earlier we integrate CII simulation into our daily operations and decision making, the better we can manage the impact on CII performance and thereby enhance our competitive advantage in the market.”
It is expected that Hansa Tankers will be able to demonstrate the effect of vessel and cargo consolidation to its charterers and other stakeholders by:
Simulating the CO2 impact on the estimate and voyage levels to provide an overview of pre-fixture and post-fixture emissions results.
Calculating the Carbon Intensity Indicator (CII) based on validated data per voyage and year, including projections for future compliance.
Simplifying and streamlining the Sea Cargo Charter reporting process for both the pool and its counterparties.
“s-Insight also presents an opportunity for our pool participants to assess their performance and environmental footprint through diverse, investigative, and out-of-the-box system features. Participants can thereby also use s-Insight to validate any measures taken towards improving operational energy efficiency and reducing the carbon footprint with KPIs for continuous monitoring of their own vessel performance,” Eide concludes.
Monitoring onboard
Danelec is also preparing for the future of with the latest launch of its Danelec Launches Shaft Power Limitation (SHaPoLi) system that also aims to keep shipowners compliant with EEXI.
SHaPoLi has been developed as a standalone system for seamless connection to shaft power meters from any manufacturer, including the Kyma Shaft Power Meter, Kyma SHaPoLi. The company highlights that this latest development will help shipowners and managers to meet operational and reporting requirements set as part of new IMO regulations to tackle greenhouse gas emissions established at MEPC76 in June 2021 and coming into force during 2023.
Kyma SHaPoLi is a simple to install, powerful solution that ensures 100% of a vessel’s engine power is accessible if needed, while providing tamper-proof recording for reporting as part of the Energy Efficiency Existing Ship Index (EEXI).
The system features audio and visual alarms to alert engineers and officers in case of use of power reserve which would result in more fuel consumption than allowed by EEXI rules. It also allows for reporting in case of using power reserve that may be required due to safety or navigational issues. Kyma SHaPoLi connects to shaft power meters on the vessel’s intermediate shaft and presents information in a way that is easy to interpret and understand.
“Kyma SHaPoLi meets the requirements of MEPC76, detailed in IACS rec. 172 and will allow ships to operate using optimal shaft power and as a result consume less fuel oil and reduce greenhouse gas emissions,” says Halldor Rongve, Managing Director, Kyma. “Considering the legislative aspects relating to MEPC76 we have ensured that the system is easy to integrate to Kyma Shaft Power Meters and any other similar systems already installed, either by our own technicians or by ship’s crew.
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Launches Shaft Power Limitation (SHaPoLi) system
All Kyma SHaPoLi system components are already type approved by one or more of the major class societies, it is expected to receive a full DNV system type approval in October 2022. Although operation requires interconnection to existing Kyma Shaft Power Meters or similar third-party systems, Kyma SHaPoLi will be approved as a complete stand-alone alarm, logging, and reporting solution in accordance with the requirements from the International Association of Class Societies (IACS) related to MEPC76.
Rivertrace has also recently launched its latest SMART VISCO sensor for ships main engines. Which given the timing of the news and discussions in the industry around lubrication monitoring, could be a fairly salient move for the company.
Martin Saunders, Managing Director of Rivertrace, comments: “Monitoring environmental discharge has been at the core of Rivertrace’s ethos for over three decades. However, in recent years we have also embraced digital transformation and provided solutions to automate and analyse the data by making our services smarter, and by connecting into the marine digital ecosystem. The SMART VISCO probe extends our offering to encompass onboard monitoring and expands our environmental solutions to include minimising greenhouse gas emissions, as well as our oily water pollution prevention system.”
The SMART VISCO sensor has been designed to measure the viscosity and temperature of fuel oil before injection into the main engines of large ships. The monitor then reports this data via both analogue and digital outputs, with volt-free relay contacts.
The SMART VISCO sensor measures all grades of HFO using ultrasonic guided wave technology. Due to the high frequency and speed of ultrasound, ambient vibration and flow speed have no impact on the measurements. The monitor incorporates an LCD display that visually indicates all parameters. The viscosity and temperature data can also be easily retrieved using RS485 or a USB stick.
The fuel oil’s viscosity provides a direct indication of its impact on engine performance and efficiency. The availability of this information aid in the prevention of engine damage, reduces maintenance costs, and helps to minimise greenhouse gas emissions.
This SMART VISCO, can also be integrated with the RIVERTRACE CONNECTED service to collect and share the data with ship management to monitor and analyse trends in fuel performance at both a vessel and fleet level.
Checking out the hull
P&O has taken steps to with its latest hybrid super-ferries to ensure their safety with advanced hull stress monitoring. Light Structures who have been commissioned for the job will be delivering a fibre optic solution that will be able to monitor stress and fatigue in real-time of the ferries.
The two new hybrid-power, double-ended RoPAX vessels under construction at Guangzhou Shipyard International (GSI) in China are expected to be completed within 2022. The vessels are 230 metres in length with 3600 lane meters and a passenger capacity of 1500, the ferries will become the largest double ended RoPAX vessels ever built and the largest vessels to operate on the route between Dover and Calais when they go into service in 2023. They feature countless innovations that contribute to cutting fuel consumption by 40%, including advanced power management and heat recovery systems.
Light Structures’ SENSFIBTM Global+ system will be used to monitor stress loading on the advanced new hull, providing precision data in real-time, which will also contribute to optimising maintenance windows based on real-world fatigue. The data collected by the SENSFIB sensors will also be used to validate integrity of the hull design over a sustained period, enabling improvements for future iterations.
“As part of our intensive lifecycle maintenance regime, the data unlocked by the SENSFIB system will help us to improve asset availability and reduce operational overheads, while maximising the lifetime of our new vessels,” said a P&O Ferries spokesperson.
“SENSFIB Global+ is the ideal solution to deliver precise data on very large ships including P&O’s new super-ferries,” adds Goetz Vogelmann, General Manager & Sales Director, Light Structures. “We’re delighted to have been selected for this project and confident that we can provide the data that P&O needs to help maximise their investment in these next gen ships.”
Further design advances focus on passenger comfort and satisfaction with the inclusion of dedicated viewing platforms that provide panoramic sea views and a revolutionary new hull shape designed for safe, efficient, and comfortable passage in the English Channel, and to accommodate the effective use of azimuth thrusters that improve vessel manoeuvrability.
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sensor
